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Regulation containing further rules with respect to the safety and certification of seagoing vessels registered in the Netherlands, as well as rules with respect to the safety of foreign ships in Dutch estuaries (Regulation Safety Seagoing Vessels) Regulation containing further rules with respect to the safety and certification of seagoing vessels registered in the Netherlands, as well as rules with respect to the safety of foreign ships in Dutch estuaries (Regulation Safety Seagoing Vessels) 16 December 2004/No. HDJZ/SCH/2004-2755 General Management Legal Affairs The Minister of Transport, Public Works and Water Management, Noting the articles 12, 22, 32, 46, 48, first clause, 51, 54, 58 and 65 of the Ships Decree 2004, the articles 5, first clause, 26e, second clause, and 26f of the Ships Act and the articles 3, first clause, 7, first clause, and 11, second clause, of the Foreign Ships Act, and guideline no. 92/29/EEC of the Council of the European Communities of 31 March 1992 with respect to the minimum provisions regarding safety and health for the promotion of a better medical assistance on board of ships (PbEC L 113), as well as the Codes, guidelines and orders mentioned in article 1 of this Regulation; Resolves:
Article 1 - Definitions
Date of construction of a ship
The day on which the keel of the ship is laid, or the day on which a stage of construction similar to the laying of the keel has been reached in compliance with the relevant provisions of the Codes or guidelines which are applicable under this Regulation, is regarded as the date of construction of a ship. Article 2, second clause, of the Decree is equally binding.
The day on which the keel of the ship is laid, or the day on which a stage of construction similar to the laying of the keel has been reached in compliance with the relevant provisions of the Codes, resolutions or guidelines which are applicable under this Regulation, is regarded as the date of construction of a ship. Article 2, second clause, of the Decree is equally binding.
Range of application
Unless explicitly stated otherwise, this Regulation is applicable to ships which are entitled to fly the flag of the Kingdom.
National safety certificate
Arcticle 4 - National passenger ship certificate (EU)
Certificates for mobile offshore drilling units (IMO)
Certificates for offshore supply and support vessels (IMO)
Certificate of conformity (LY2 Code)
Certificates under DSC Code and SPS Code (IMO)
Certificates under DSC Code, SPS Code and SPS Code 2008 (IMO)
Article 7 - Additional European ro-ro passenger ship certificate (EU)
Article 7a - Safety management certificate (EU)
National passenger ship security certificate (EU)
National passenger shipArticle 8 - Ship security certificate for passenger ships operating domestic services (EU)
Records of equipment, appendices and the like belonging to certificates
The certificates as referred to in the articles 4 through 7 are accompanied by the records of equipment and appendices which belong to those certificates, as well as the stability data or other data regarding ship or cargo prescribed in the relevant Codes or guidelines.
The certificates as referred to in the articles 43a through 7 are accompanied by the records of equipment and appendices which belong to those certificates, as well as the stability data or other data regarding ship or cargo prescribed in the relevant Codes, resolutions or guidelines.
Surveys of passenger ships in national service (EU)
Passenger ships for which the passenger ship safety certificate, belonging to guideline 98/18/EC, is required, are subjected to the surveys prescribed in article 10 of guideline 98/18/EC in order to obtain that certificate and during the period of validity thereof.
Article 10 - Surveys of passenger ships in national service (EU)
Passenger ships for which the passenger ship safety certificatePassenger Ship Safety Certificate, belonging to guideline 98Directive 2009/1845/EC, is required, are subjected to the surveys prescribed in article 10inspections required by Article 12 of guideline 98Directive 2009/1845/EC in order to obtain that certificate and during theits period of validity thereof.
Surveys of mobile offshore drilling units (IMO)
Mobile offshore drilling units as referred to in the MODU Code 1979 or 1989 are subjected to the surveys prescribed in the relevant Codes in order to obtain the certificates required for these ships and during the period of validity thereof.
Mobile offshore drilling units as referred to in the MODU Code 1979, the MODU Code 1989 or 1989the MODU Code 2009 are subjected to the surveys prescribed in the relevant CodesCode in order to obtain the certificates required for these ships and during the period of validity thereof.
Surveys under DSC Code and SPS Code (IMO)
Surveys under DSC Code, SPS Code and SPS -Code 2008 (IMO)
Surveys under the LY2 Code
Surveys of ro-ro ferries and high-speed passenger craft (EU)
Article 13 - Surveys of ro-ro ferries and high-speed passenger craft (EU)
Times of survey
The surveys referred to in the articles 10 through 13 take place at the times required in the relevant Codes and guidelines, provided that the renewal survey to which a ship is subjected in connection with the renewal of a certificate, always takes place in the last three months of the period of validity of the relevant certificate.
Performance surveys by recognized organizations
Annotation of surveys
The person who has performed the survey places an annotation on the certificate of the surveys to which a ship pursuant to the articles 10 through 12 and 13, third clause, has been subjected during the period of validity of a certificate.
The person who has performed the survey places an annotation on the certificate of the surveys to which a ship pursuant to the articles 109a through 1212a and 13, third clause, has been subjected during the period of validity of a certificate.
Surveys of ships for which a national safety certificate is required
Surveys of offshore supply and support vessels (IMO)
An offshore supply vessel as referred to in resolution MSC.235(82), respectively an offshore support vessel as referred to in resolution A.673(16) is subjected to surveys for establishing that the guidelines included in the resolutions have been complied with, in order to obtain the certificates required for these ships and during their period of validity.
Certificates for passenger ships in national service (EU)
Article 17 - Certificates for passenger ships in national service (EU)
Certificates under MODU Code, DSC Code or SPS Code (IMO)
Requirements for ships as referred to in Article 3a, first paragraph, items b and c
Requirements for ships, certified under the LY2 Code
If with regard to a ship in accordance with Article 12a has been opted for application of the LY2 Code, that ship complies with the requirements of that Code.
Requirements for passenger ships in national service (EU)
Article 19 - Requirements for passenger ships in national service (EU)
Requirements under MODU Code, DSC Code and SPS Code (IMO)
Requirements under MODU Code, DSC Code, SPS Code and SPS Code 2008 (IMO)
Requirements under MODU Codes, DSC Code and SPS Codes (IMO)
Special requirements for offshore supply vessels and support vessels (IMO)
Further rules regarding the stability of ships (IMO, EU)
Article 22 - Further rules regarding the stability of ships (IMO, EU)
Further rules regarding mechanical and electrical installations
Further rules regarding the safety of navigation
Article 24 - Further rules regarding the safety of navigation
Medical equipment (EU, IMO)
Further rules regarding required certificates
The Head of the Shipping Inspectorate may, in compliance with the relevant provisions in the European guidelines or IMO resolutions which are applicable under this Regulation, allow deviation of the requirements as referred to in the articles 1918a through 24, when an arrangement has been made on board of the ship which, in his opinion, is at least equivalent to the arrangement required under the provision from which has been deviated.
Safety committee (ILO)
Registration of persons on board of passenger ships (EU)
Further rules regarding the security of ships (SOLAS, EU)
European type approvals for ship's equipment
National type approvals for ship's equipment
European type approvals for R&TTE-apparatus
Contrary to the articles 33 and 34, first clause, on board of cargo ships of less than 150 GT engaged on international voyages, and cargo ships of less than 300 GT engaged on national voyages, also apparatus may be installed which has been provided with the conformity mark for radio equipment and telecommunication end apparatus as referred to in Annex VII to guideline 1999/5/EC, provided that apparatus has been designed such that its proper functioning in a maritime environment is guaranteed.
A type approval given by the Head of the Shipping Inspectorate is equated with an equivalent type approval, given by or on behalf of another member state of the European Union, or by or on behalf of a state which is party to the Agreement on the European Economic Area.
Exemption for specific ships as regards the standard and spare magnetic compass and pelorus
Exemptions for ships as referred to in Article 3a, first paragraph, item a
Ships as referred to in Article 3a, first paragraph, item a, have been exempted from the requirements of the following provisions of the SOLAS Convention:
Reduced freeboards for dredgers
Exemptions under MODU Code, DSC Code or SPS Code (IMO)
Ships for which an international safety certificate as referred to in article 5, first clause, item a or b, of the Decree is required, have been exempted from: a. if they comply with the MODU Code 1979, the MODU Code 1989 or the DSC Code: the requirements included in the chapters II-1, II-2, III and IV of the SOLAS Convention; b. if they comply with the SPS Code: the requirements of the SOLAS Convention which have been indicated in that Code.
Exemptions under MODU Code, DSC Code, SPS Code or SPS-Code 2008 (IMO)
Ships for which an international safety certificate as referred to in article 5, first clause, item a or b, of the Decree is required, have been exempted from:
Exemptions pursuant to MODU Codes, DSC Code and SPS Codes (IMO)Ships for which an international safety certificate as referred to in article 5, first clause, item a or b, of the Decree is required, have been exempted from:
Exemptions on the basis of LY2 Code (I)
Ships of 500 GT or more as regards which on the basis of Article 12a has been opted for application of the LY2 Code have been exempted from the requirements incorporated in the Chapters II-1, II-2, III and IV of the SOLAS Convention, provided that they comply with the LY2 Code.
Sportfisherman'sArticle 40 - Sportfisherman’s vessels
Exemptions non-mechanically propelled ships (I)
Non-mechanically propelled ships have been exempted from:
41a Exemptions as regards the safety of navigation
Bridge navigational watch alarm systems, placed before 1 July 2009, have been exempted from the requirements of resolution MSC.128(75) of the Maritime Safety Committee of the IMO, involving Performance standards for a bridge navigational watch alarm system (BNWAS) or equivalent performance standards.
Carriage of timber deck cargoes (IMO)
Further rules for the carriage of bulk cargoes (IMO)
Article 43 - Competent authorities IMSBC Code (IMO)
The competent authorities, as referred to in the IMSBC Code that is applicable on the basis of the Chapters VI, Part A and VII, Part A-1, of the SOLAS Convention, are:
Further rules regarding cargo securing (IMO)
Competent authorities IMDG Code
The competent authorities, as referred to in the IMDG Code which is applicable pursuant to Chapter VII, Part A, of the SOLAS Convention, are:
Article 45 - Competent authorities IMDG Code (IMO)
The competent authorities, as referred to in the IMDG Code that is applicable on the basis of Chapter VII, Part A, of the SOLAS Convention, are:
EmS Guide (IMO)
Requirements for passanger ships in national service (EU)
The master of a passenger ship for which a passenger ship safety certificate belonging to guideline 98/18/EC is required, shall ensure that the requirements and obligations included in guideline 98/18/EC are observed on board of the ship.
Article 47 - Requirements for passangerpassenger ships in national service (EU)
The master of a passenger ship for which a passenger ship safety certificatethe Passenger Ship Safety Certificate belonging to guideline 98Directive 2009/1845/EC is required, shall ensureensures that the requirements and obligations includedincorporated in guideline 98Directive 2009/1845/EC are observed on board of the ship.
Requirements for special ship types (IMO)
The master of a ship for which a certificate, belonging to the MODU Code 1979, the MODU Code 1989, the DSC Code or the SPS Code, is required, shall ensure that the requirements and obligations included in the relevant Code are observed on board of the ship.
The master of a ship for which a certificate, belonging to the MODU Code 1979, the MODU Code 1989, the DSC Code, the MODU Code 2009, the SPS Code or the SPS Code 2008, is required, shall ensure that the requirements and obligations included in the relevant Code are observed on board of the ship.
Supervision medical equipment (EU)
Control medical equipment (EU)
Number and personal data of persons on board (EU)
Incidents involving dangerous goods (IMO)
The master shall ensure that the logbooks available on board are being kept in accordance with the requirements to that respect in the Codes and guidelines which are applicable under this Regulation.
Load lines of dredgers assigned reduced freeboards
Testing of steering-gear on short voyages (SOLAS)
Ships regularly engaged on short voyages as referred to in provision III/3.22 of the SOLAS Convention, are exempted from the obligation included in provision V/26 of that Convention to test the steering-gear prior to every voyage, provided that the stearing-gear is tested at least once a week.
Non-mechanically propelled ships
Provisions regarding foreign ships
A supervisor appointed under article 5, first clause, of the Foreign Ships Act is qualified to hold a foreign ship, if:
Offence against the provisions, as referred to in article 57, is a criminal offence.
Chapter 6A- Ships in the public authorities Bonaire, Sint Eustatius and Saba
BES ships have been provided with a Certificate of Fitness.
A Certificate of Fitness is only issued if the BES ship and its equipment fulfil the following conditions:
The period of validity of the Certificate of Fitness is one year.
Acting against the regulations, as referred to in the Articles 59b, 59c or 59d, is a punishable act.
BES ships that are not brought outside the following territorial boundaries are exempted from the obligations of the Decree and this Regulation:
Certificates of Fitness, issued pursuant to the National Ordinance on Safety Requirements for Small Vessels (P.B. 191, no. 185, most recently amended by P.B. 1997, no. 251) apply for the period, indicated on the relevant certificate, as a Certificate of Fitness as referred to in Article 59b, while applying this chapter.
Proclamation of Codes and the like
The manner of proclamation of the Codes, resolutions and circulars of the IMO which are applicable under this Decree, is announced in the Government Gazette.
Amendments of Codes and the like
Amendments of guidelines
Amendments of guidelinesto directives
Coming into force
This regulation comes into force on 1 January 2005, with the exception of the articles 4, third clause, 5, second clause, and 6, second clause, which come into force on the time on which article 6 of the Ships Decree 2004 comes into force1.
This regulation is quoted as: Regulation Safety Seagoing Vessels. This regulation will be published in the Government Gazette together with its explanatory notes, with the exception of the Annex, which is deposited for inspection at the Ministry of Transport, Public Works and Water Management.The Minister of Transport, Public Works and Water Management, K.M.H. Peijs.
This annex is part of the Regulation Safety Seagoning Vessels
DE STAATSSECRETARIS VAN VERKEER EN WATERSTAAT,
Annex 1, pertaining to Article 3a of the Regulation Safety Seagoning Vessels
This annex contains the following:
Article 1 Application to fishing vessels
Article 2 Medicines and medical equipment required
Article 3 Contents of medicine chests on board lifeboats and similar
Article 4 Storage of medicines and medical equipment
Article 5 Delivery and packaging of medicines and antidotes
Article 6 Annual inspection of medical supplies and equipment
Article 1 - Application to fishing vessels
Article 2 - Medicines and medical equipment required
Article 3 - Contents of medicine chests on board lifeboats and similar
Article 4 - Storage of medicines and medical equipment
Article 5 - Delivery and packaging of medicines and antidotes
Article 6 - Annual inspection of medical supplies and equipment
Clarification concerning Annex 5
Changes to the content of tables 1 and 2
Some columns have been deleted or combined. The basis for this remains the categorization A, B, C, as described in Annex 1 of EC Directive 92/29/EG. The columns in the Regulation Medical Supplies on board seagoing vessels's annex were, however, even more specific, a measure that has now been revoked in Annex 2. Columns A, A-G and A-Z have been combined, and this applies also to columns B, B-G and B-Z and to columns C and C-Z. Column CG is deleted, because it was in fact superfluous. Columns D and E are included in national and short international voyages. Column R contains requirements for rescue vessels, as before. A new column, 'Max', has been added, giving maximum quantities. The basic premise is that the quantities in any given column are stipulated for all ships unless an alternative quantity is stipulated for ships carrying hazardous materials. In this latter case, the quantity appears in parentheses.
The content of the tables has been adapted as described below. The basis has in each case been the international regulation, in accordance with the order of the tables. Italics indicate that the medicine was previously included in the tables. The following abbreviations are employed: amp. (ampules), caps. (capsules), bot. (bottles), im. (intramuscular), iv. (intravenous), sc. (subcutaneous), tabl. (tablets).
It has become apparent that quantities of medicines that must be kept on board vessels with and without the presence of dangerous goods were too high for this last category of vessel. These have therefore been reduced, but are not specified further here. As far as content is concerned, the tables have been further adapted as described below. Only the most significant changes are mentioned.
Cardiovascular Removed: Digoxine tabl. 0.25 mg has been removed, as this is meaningless without an ECG to hand. Furthermore, the most common side effects cannot be distinguished from under dosage, meaning that the medicine may not be administered by a layperson.
Furosemide tabl. 40 mg is removed. Blood pressure can be subtly regulated with this diuretic, but this must not be done on board. A beta-blocker is in fact sufficient. In the case of pulmonary oedema, a strong medicine must be used. Injectable furosemide is available for this, as detailed in 1.3.03.
Altered: 1.4.03: Methylergometrine amp 0,2 ml/1 ml (im and sc injectable) has been replaced by oxytocine amp 5 U/1 ml. This is due to methylergometrine's being a so-called 'controlled drug' and because oxytocine is more effective. A supply is necessary only when there are women on board.
1.5.01: Nifedipine caps. 10 mg has been replaced by 1.5.02 metoprolol tabl. 50 mg.Metoprolol is now the standard treatment for (threatened) myocardial infarction, high blood pressure and increased heart rate (tachycardia). Due to this latter indication, it can replace digoxine in the treatment of atrial fibrillation.
Gastrointestinal system Altered:2.1.03: Cimetidine tabl. 400 mg. has been withdrawn. It has been replaced by 2.1.05, whereby omeprazole tabl./caps. 20 mg is prescribed. Omeprazole has for some years been the first-choice drug and has fewer side effects than cimetidine. The stock that was previously only recommended in column B is now mandatory, due to the frequency of stomach complaints.
2.2.02R: Metoclopramide supp 20 mg. Technical developments make it possible to extend the certification period in the case of some life rafts from a maximum of 12 months to a maximum of 30 months. The 2.2.02 domperidone supp 60 mg in column R of the medical provisions was found to have too short a shelf life. To allow for the extended certification period for lifeboats, life rafts and rescue vessels, domperidone is replaced by metoclopramide.
2.2.03: Metoclopramide amp. 10 mg/2 ml (im injectable) has been removed from columns B and E because domperidone suppositories are in general effective for treatment of serious nausea. The previously recommended stock of 5 in column A is now the mandatory stock, since the treatment of nausea can be of vital importance in the case of serious stomach complaints in global navigational areas.
2.3.01: Lactulose syrup, bottle 300 ml. The quantity of 1 bottle in column B and in the former column B-G is now no longer simply recommended, but, also in the case of transport of dangerous goods, is now mandatory in column B. The reason for this is information from the Marine Radio Medical Assistance concerning frequent complaints of constipation in seafarers.
Nervous system Altered: 4.1.02: Diazepam microclyster 10 mg/2,5 ml. Instead of the recommended stock of 5, 2 are now stipulated (so, mandatory) in column B. Although there is no alternative for treatment of an epileptic event, in view of the restricted navigational area, 2 suffice.
4.2.02: Haloperidol amp 5 mg/1 ml (im and iv injectable). The recommended stock of 5 ampoules in the case of column B or the former column B-G is now replaced by a mandatory stock of 2 for column B, also in the case of transport of dangerous goods. This drug is necessary for the treatment of serious mental confusion, for example due to alcohol, but again, due to the restricted navigational area, 2 suffice.
4.5.01: Temazepam tabl/caps 10 mg. The recommended stock of 10 tablets or capsules for column B or the former column B-G is now mandatory for column B, also in the case of transport of dangerous goods. This is an inexpensive sleeping pill that easily interrupts the vicious circle of insomnia.
Respiratory system Altered:6.1.04: Volumatic device to be used with 6.1.02 and 6.1.03. The mandatory quantity in the former column E-G has now been corrected from 1 to 2 for column E for the transport of dangerous goods, arising from a typing error in the previous table.
Anti-infection Removed: Erythromycin tabl 500 mg. Erythromycin is stipulated in the MFAG (column A), but can be deleted since there are sufficient alternative antibiotics available. Erythromycin is used for, amongst other indications, treatment of (suspected) legionella infection, but Ciproxin is available for this. It is furthermore the second choice for persons allergic to penicillin. There are, however, sufficient alternatives available in this case.
Altered:7.2.02: Cotrimoxazole tabl 800+160 mg. The quantity of 20 tablets previously stipulated in column A and the former column A-G has now been increased to 30 tablets in column A, also for transport of dangerous goods. The Radio Medical Assistance has reported shortage of medicines in the case of regularly occurring inflammation of the prostate.
7.7.02 + 7.7.03: Proguanil tabl 100 g + choloroquine sulphate tabl 100 mg. The quantities of both medicines have now been drastically reduced due to the fact that the combination of proguanil and chloroquine can no longer be recommended because of increased resistance, especially along the coast of West Africa. Proguanil must, however, still be kept on board for the prophylaxis of milder forms of malaria. Chloroquine is still needed for the treatment of less complicated, mild malaria.
7.7.05: Malarone® tabl. 250/100 mg. This is, in view of the above, now the first-choice medicine. Usage is limited to 4 consecutive weeks. More extended usage is possible only after the seafarer has signed a declaration of informed consent in the presence of a physician.
Compounds promoting rehydration, caloric intake and plasma expansion Removed: NaCl tabl 400 mg + coating glucose 100. This medicine is superfluous as long as the cook has been instructed to include more salt in food in the tropics. Salt shortage can be remedied with a bouillon and tomato juice with salt.
Altered:8.1.01: Oral Rehydration Salts. WHO-formula, sachet to give 1 liter rehydration solution. The quantities are reduced in all columns due to advances in medical insight.
8.3.01: Polygeline (Haemaccel) infusion, flac 500 ml. This medicine is no longer included, but is replaced by a plasma substitute of choice. This is because Haemaccel is no longer available in the Netherlands. Also, improvements in AIDS prevention mean that infusion bottles need no longer be taken ashore. The quantities have therefore been reduced in columns A, B, D en E from 10, 5, 10max20 and 10 to 5, 3, 5max10 en 3, respectively.
Skin medicines Altered:9.1.03: Chlorhexidine 0,5%, bottle 30 ml. The recommended quantity of 2 in column B and the former column B-G is now mandatory in column B, also for the transport of dangerous goods, due to the discontinuation of Povidone-Iodine.
9.1.05: Ethanol 70% based hand sanitizer. Introduction of this substance is unavoidable in view of prevention of infection by SARS, etc.
9.1.08: Betadine ointment, tube 50 g. Tubes of 30 g are now stipulated, since the shelf life of such tubes is twice as long as those of 50 g.
9.1.10: Miconazol nitrate cream 2%, tube 30 g. The quantities recommended in column B and the former column B-G are now mandatory. The Radio Medical Assistance has indicated that this medicine is frequently needed for fungal infections of the skin.
9.1.13R: Long-shelflife antiseptic cream suitable for treatment of burns.Technological advances have made possible the extension of the certification period for rescue vessels from a maximum of 12 months to a maximum of 30 months. It has become apparent that 9.1.13 silver sulphadiazine cream 1% in medical provisions column R has too short a shelf life. To permit the longer certification period, silver sulphadiazine cream is replaced for lifeboats, life rafts and rescue vehicles by a long-shelflife antiseptic cream suitable for treatment of burns.
9.1.15: Alumnis compositum powder, can 100 g. According to the Radio Medical Assistance, this talc is in frequent use for the prevention of skin complaints due to perspiration, and instead of being simply recommended, it is now mandatory. In view of the limited navigational area associated with column B and the former column B-G, one bottle will suffice.
9.1.18: Lanette/menthol cream 2%, tube 10 g. 1 tube was recommended for column B and the former column B-G. The Radio Medical Assistance has, however, indicated that this preparation is very seldom used, and for the new column B nothing is dictated or recommended.
9.1.20: Permethrin lotion 1%, bottle. 59 ml. The recommended quantity of 1 is now mandatory following the advice of the Radio Medical Assistance, which employs this preparation for the treatment of regularly occurring contagion by lice or scabies.
9.2.04: Pilocarpine eye drops 1%, dropper bottle. 10 ml. De 1% eye drops are no longer available, and for this reason 2% is stipulated.
9.2.06: Tetracycline ointment 1%, 4g. The polymyxine stipulated previously is also no longer available and has therefore been replaced by tetracycline in the table.
The memoranda concerning the oxygen supply and the stretcher have been changed. In accordance with general government policy to reduce the number of rules and regulations, a certificate of approval from the Netherlands Shipping Inspectorate is no longer required for oxygen equipment and stretchers. The memoranda concerning the conditions to be met for such a certificate have therefore been repealed. Also due to the reduction of rules and regulations, the regulations concerning installation and use of the 40 litre oxygen cylinders on board ships transporting dangerous goods are no longer described in detail. The Notices for Shipping 35/1965 (Acetylene welding and cutting installations) applies for the time being.This does not alter the fact that seafarers' safety always takes priority. The same degree of safety must obviously be maintained. The way in which this is done is, however, more than in the past the responsibility of the ship owner and the captain.
Dressing and suturing equipmentTubular gauze bandage for finger dressings with applicator. This is deleted from column R. It does not belong in the real first-aid equipment and its use is too complex in an actual survival situation.There are alternative solutions to hand.
Waterjel burn dressing 20x46 cm. This is no longer stipulated. Cooling with water is standard treatment.
Instruments Altered: II.3.01: Scalpel sterile disposable. A quantity of 3 was a recommendation for column B and the former column B-G. The scalpel must be included in the mandatory suture kit in II.2.01.
II.3.07: Razor disposable. Two razors were also only a recommendation for column B and the former column B-G. A razor is now mandatory in column B, also for the transport of dangerous goods, in view of the mandatory provision of a suture kit in II.2.01.
Eyecup for irrigation (plastic)). This equipment is deleted. Although splashes or specks of dirt are probably quite common at sea, flushing under a lukewarm shower or with lukewarm water from a PET bottle is more effective than using an eye bath.
Gastric tube Ch 21. This equipment is deleted because its wrong positioning (in the lung) can cause extensive injury.
Examination and monitoring equipment Altered:II.4.03: Temperature/pulse charts. Five sheets were recommended in column B. However, in case of sickness, temperature and pulse must always be recorded. This equipment is therefore now mandatory.
II.4.09: Penlight type flashlight + blue cover. One (column A) or two (column B) of these was the recommendation for diagnosis of specks in the eye. The Radio Medical Assistance has reported that this is a frequently occurring complaint, which is reason enough to make this apparatus, in the same quantities, compulsory.
Equipment for injection, perfusion, puncture and catherization Removed: Disposable filter infuser. This apparatus is deleted in view of the improved situation regarding prevention of AIDS.
Citrate-containing blood collecting bags. This equipment is deleted in view of the improved situation regarding prevention of AIDS. The equipment is furthermore expensive and has a relatively short shelf life.
Altered:II.5.06: Catheter sterile Thieman no. 16 is replaced by catheter sterile Thieman, without balloon, Nos. 12 and 16. Furthermore, the prescribed quantities have been adjusted. The change is due to the fact that injudicious use of a catheter with balloon can cause injury. No. 16 is for use only in men; No. 12 is an average dimension for women.
Immobilization and setting equipment II.7.03: Inflatable splints assorted. Inflatable splits are these days not recommended due to observed circulatory system complications. Instead of these, vacuum splits are to be used (half/whole arm, half/whole leg), with a hand pump.
Disinfection, disinsectization and prophylaxis II.8.01: Chloramine T (Halamid) 25% free chlorine, sachet 25 g. This substance is replaced by "a disinfectant for drinking water suitable for human consumption" in sufficient quantity to disinfect the complete on-board water supply in one application.
II.8.03: Insecticide Cyflutrin 9%, packet cont. 5 sachets 20 mg. The Cyflutrin packaging warns that only suitably trained persons must use the insecticide. Since seafarers do not satisfy this condition, this substance is replaced by "a sprayable pesticide of choice, effective against flying and creeping insects, bottle".
Miscellaneous Removed: Plastic bag for preservation of amputated parts of the body. This equipment is deleted, since an ordinary plastic bag suffices.
Altered:II.9.03: Condoms. The recommended quantity of 20 condoms in column B and the former column B-G is now given as mandatory in column B. There is a general increase in sexually transmitted diseases (STDs) and HIV through reduced condom usage.
Medicines, limited list
Designations of the columns in Tables 1 and 2
Designations of the additional codes
Table 1. Medicines, limited list
NaCl 0,9% infusion, bottle 500 ml
IV giving set, see II.5.05f
Plasma substitute of choice, bottle 500 ml
Table 2 - Equipment
This annex belongs to the Regulation Safety Seagoning vessels.
Annex 2, belongs to article 12a Regulation Safety Seagoning VesselsLARGE COMMERCIAL YACHT CODE
Large is 24 metres and over in load line length and the Code of Practice applies to yachts which are in commercial use for sport or pleasure, do not carry cargo and do not carry more than 12 passengers.
1.1 Where "Administration" is used in the Code, it means the Government of the State whose flag the ship is entitled to fly.
1.2 Vessels are required to comply with the various merchant shipping regulations of the Administration which are relevant to the class of vessel to which they belong. Vessels in commercial use for sport or pleasure do not fall naturally into a single class and, in any case, prescribed merchant ship safety standards may be incompatible with the safety needs particular to such vessels.
1.3 The Code applies to vessels of less than 3000 gross tonnes (GT) in commercial use for sport or pleasure (being pleasure vessels "engaged in trade" for the purpose of Article 5 - Exceptions - of the International Convention on Load Lines, 1966 (ICLL)) which are 24 metres in load line length and over or, if built before 21 July 1968, 150 gross tons and over according to the tonnage measurement regulations applying at that date and which do not carry cargo and do not carry more than 12 passengers.
1.4 The Code sets required standards of safety and pollution prevention which are appropriate to the size of the vessel. The standards applied are either set by the relevant international conventions or equivalent standards where it is not reasonable or practicable to comply. Provision is made within the Code to add any specific national requirements within a National Annex.
An Administration may consider a specific alternative equivalent standard to any standard required by the Code. Applications which justify either an alternative or exemption from a specific requirement of the Code can be made to the Administration.
1.5 Compliance with the standards required by the Code will entitle a vessel to be issued with the certification required by the international conventions applicable to the vessel, upon satisfactory completion of the corresponding surveys and inspections.
The certificates demanded by the international conventions which apply to the vessels covered by the Code are summarised in Section 26.
1.6 When equipment manufactured in accordance with a recognised European or International standard is required by the Code, the Administration may accept existing equipment which can be shown to be of an equivalent standard and which does not increase the risk to the ship or its crew and passengers. When such equipment is replaced, the replacement should conform to the standard required by the Code.
1.7 For vessels entitled to fly the flag of a Member State of the European Union, the Commission of the European Communities' general mutual recognition clause should be accepted. The clause states:
Any requirement for goods or materials to comply with a specified standard should be satisfied by compliance with:
provided that the proposed standard, code of practice, specification or technical description provides, in use, equivalent levels of safety, suitability and fitness for purpose. Due attention should be paid to the requirements of the Marine Equipment Directive
1.8 It is recognised that the Code may be required to be revised in the light of experience gained in its application.
1.9 It is recommended that pleasure vessels comply with the standards of the Code.
"Approved" in respect to materials or equipment means approved by the Administration or approved by an administration or organisation which is formally recognised by the Administration;
"Authorised surveyor" means a surveyor who by reason of professional qualifications, practical experience and expertise is authorised by the Administration to carry out the survey required for the vessel; "Buoyant lifeline" means a line complying with the requirements of the IMO International Life-Saving Appliances Code;
"Cargo" means an item(s) of value that is carried from one place and discharged at another place and for which either a charge or no charge is made and is not for use exclusively onboard the vessel;
"Commercial vessel" means a vessel which is not a pleasure vessel;
"Control stations" are those spaces in which the ship's radio or main navigating equipment or the emergency source of power are located or where the fire recording or fire control equipment is centralised;
"Efficient" in relation to a fitting, piece of equipment or material means that all reasonable and practicable measures have been taken to ensure that it is suitable for the purpose for which it is intended to be used;
"Embarkation ladder" means a ladder complying with the requirements of the IMO International Life-Saving Appliances Code;
"Emergency source of electrical power" is a source of electrical power, intended to supply the emergency switchboard in the event of failure of the supply from the main source of electrical power;
"Emergency switchboard" is a switchboard which in the event of failure of the main electrical power supply system is directly supplied by the emergency source of electrical power or the transitional source of emergency power and is intended to distribute electrical energy to the emergency services;
"EPIRB" means a satellite emergency position-indicating radio beacon, being an earth station in the mobile-satellite service, the emissions of which are intended to facilitate search and rescue operations, complying with performance standards adopted by the IMO contained in either Resolution A.810(19) or Resolution A.812(19) and Resolution A.662(16), or any Resolution amending or replacing these from time to time and which is considered by the Administration to be relevant, and is capable of:
(a) floating free and automatically activating if the ship sinks;
(b) being manually activated; and
(c) being carried by one person;
"Existing vessel" means any vessel, the keel of which was laid or the construction or lay up was started before the 16th December 1998;
"Float-free launching" means that method of launching a liferaft whereby the liferaft is automatically released from a sinking ship and is ready for use, complying with the requirements of the IMO International Life-Saving Appliances Code;
"Freeboard" has the meaning given in annex I of ICLL. The freeboard assigned is the distance measured vertically downwards amidships from the upper edge of the deck line to the upper edge of the related load line;
"Freeboard deck" has the meaning given in annex I of ICLL. The freeboard deck is normally the uppermost complete deck exposed to the weather and sea, which has permanent means of closing all openings in the weather part thereof, and below which all openings in the sides of the ship are fitted with permanent means of watertight closing.
In a ship having a discontinuous freeboard deck, the lowest line of the exposed deck and the continuation of that line parallel to the upper part of the deck is taken as the freeboard deck.
At the option of the owner and subject to the approval of the Administration, a lower deck may be designated as the freeboard deck provided it is a complete and permanent deck continuous in a fore and aft direction at least between the machinery space and peak bulkheads and continuous athwartships.
When a lower deck is designated as the freeboard deck, that part of the hull which extends above the freeboard deck is treated as a superstructure so far as concerns the application of the conditions of assignment and the calculation of freeboard. It is from this deck that the freeboard is calculated;
"Garbage" means all kinds of victual, domestic and operational waste excluding fresh fish and parts thereof, generated during the normal operation of the vessel and liable to be disposed of continuously or periodically, except sewage originating from vessels;
"Hazardous space" means a space or compartment in which combustible or explosive gases or vapours are liable to accumulate in dangerous concentrations.
"ICLL" means the International Convention on Load Lines, 1966, as amended;
"IMO" means the International Maritime Organisation, a specialised agency of the United Nations devoted to maritime affairs;
"Inflatable lifejacket" means a lifejacket complying with the requirements of the IMO International Life-Saving Appliances Code;
"Instructions for on-board maintenance" means the instructions complying with the requirements of SOLAS III/Part B – Life Saving Appliances and Arrangements, Regulation 36;
"Launching appliance" means a provision complying with the requirements of the IMO International Life-Saving Appliances Code for safely transferring a lifeboat, rescue boat, or liferaft respectively, from its stowed position to the water and recovery where applicable;
"Length" means 96% of the total length on a waterline of a ship at 85% of the least moulded depth measured from the top of the keel, or the length from the fore-side of the stem to the axis of the rudder stock on that waterline, if that be greater. In ships designed with a rake of keel the waterline on which this is measured shall be parallel to the designed waterline;
"Lifeboat" means a lifeboat complying with the requirements of the IMO International Life-Saving Appliances Code;
"Lifebuoy" means a lifebuoy complying with the requirements of the IMO International Life-Saving Appliances Code;
"Lifejacket" means a lifejacket complying with the requirements of the IMO International Life-Saving Appliances Code;
"Liferaft" means a liferaft complying with the requirements of the IMO International Life-Saving Appliances Code;
"Line throwing appliance" means an appliance complying with the requirements of the IMO International Life-Saving Appliances Code;
"Low flame spread" means that the surface thus described will adequately restrict the spread of flame, this being determined to the satisfaction of the Administration by an established procedure;
"Machinery spaces" are all machinery spaces of category A and all other spaces containing propelling machinery, boilers, oil fuel units, steam and internal combustion engines, generators and major electrical machinery, oil filling stations, refrigerating, stabilizing, ventilation and air conditioning machinery, and similar spaces, and trunks to such spaces;
"Machinery spaces of category A" are those spaces and trunks to such spaces which contain:
(a) internal combustion machinery used for main propulsion; or
(b) internal combustion machinery used for purposes other than main propulsion where such machinery has in the aggregate a total power output of not less than 375 Kw; or
(c) any oil-fired boiler or oil fuel unit;
"Main source of electrical power" is a source intended to supply electrical power to the main switchboard for distribution to all services necessary for maintaining the ship in normal operation and habitable condition;
"Main switchboard" is a switchboard which is directly supplied by the main source of electrical power and is intended to distribute electrical energy to the ship's services;
"Main vertical zone" means those sections into which the hull, superstructure and deckhouses are divided by A class divisions, the mean length of which on any deck does not normally exceed 40 metres;
"MARPOL" means the International Convention for the Prevention of Pollution from Ships, 1973, as amended;
"Maritime & Coastguard Agency" (MCA) means the Maritime & Coastguard Agency, an executive agency of the United Kingdom Department for Transport;
"Mile" means a nautical mile of 1852 metres;
"Motor vessel" means a vessel which is described in the register and on the certificate of registry as such, and which has a sole means of propulsion either one or more power units;
"Multihull vessel" means any vessel which in any normally achievable operating trim or heel angle, has a rigid hull structure which penetrates the surface of the sea over more than one separate or discrete area;
"New vessel" means a vessel to which this Code applies, the keel of which was laid or the construction or lay up was started on or after the 16th December 1998;
"Owner(s) / managing agent(s)" means the registered owner(s) or the owner(s) or the managing agent(s) of the registered owner(s) or the owner(s) or owner(s) ipso facto, as the case may be;
"Person" means a person over the age of one year;
"Position 1" means upon exposed freeboard and raised quarter decks, and upon exposed superstructure decks situated forward of a point located a quarter of the ship's length from the forward perpendicular;
"Position 2" means upon exposed superstructure decks situated abaft a quarter of the ship's length from the forward perpendicular;
"Radar transponder" means a radar transponder for use in survival craft to facilitate location of survival craft in search and rescue operations;
"Recess" means an indentation or depression in a deck and which is surrounded by the deck and has no boundary common with the shell of the vessel;
"Rescue boat" means a boat complying with the requirements of the IMO International Life-Saving Appliances Code and designed to rescue persons in distress and for marshalling liferafts;
"Retro-reflective material" means a material which reflects in the opposite direction a beam of light directed on it;
"Rocket parachute flare" means a pyrotechnic signal complying with the requirements of the IMO International Life-Saving Appliances Code;
"Safe haven" means a harbour or shelter of any kind which affords entry, subject to prudence in the weather conditions prevailing, and protection from the force of the weather;
"Sailing vessel" means a vessel designed to carry sail, whether as a sole means of propulsion or as a supplementary means;
"Self-activating smoke signal" means a signal complying with the requirements of the IMO International Life-Saving Appliances Code;
"Self-igniting light" means a light complying with the requirements of the IMO International Life-Saving Appliances Code; "Short Range Yacht" means an existing vessel under 500 GT or a new vessel under 300 GT,
"SOLAS" means the International Convention of Safety of Life at Sea, 1974, as amended;
"SOLAS A pack" means a liferaft emergency pack complying with the requirements of the IMO International Life-Saving Appliances Code;
"SOLAS B pack" means a liferaft emergency pack complying with the requirements of the IMO International Life-Saving Appliances Code;
"Standard fire test" means a test in which specimens of the relevant bulkheads, decks or other constructions are exposed in a test furnace by a specified test method in accordance with the IMO Fire Test Procedures Code.
"Superstructure" has the meaning given in annex I to ICLL;
"Survival craft" means a craft capable of sustaining the lives of persons in distress from the time of abandoning the ship;
"Training manual" with regard to life-saving appliances means a manual complying with the requirements of SOLAS III/Part B – Life Saving Appliances and Arrangements, Regulation 35;
"Two-way VHF radiotelephone set" means a portable or a fixed VHF installation for survival craft complying with the performance standards adopted by the IMO contained in A.762(18) or any Resolution amending or replacing it which is considered by the Administration to be relevant from time to time;
"Voyage" includes an excursion;
"Watertight" means capable of preventing the passage of water in any direction;
"Weather deck" means the uppermost complete weathertight deck fitted as an integral part of the vessel's structure and which is exposed to the sea and weather;
"Weathertight" has the meaning given in annex I of ICLL. Weathertight means that in any sea conditions water will not penetrate into the ship;
"Wheelhouse" means the control position occupied by the officer of the watch who is responsible for the safe navigation of the vessel;
"Window" means a ship's window, being any window, regardless of shape, suitable for installation aboard ships;
3.1.1 The Code applies to a motor or sailing vessel of 24 metres in load line length and over or, if built before 21 July 1968, which is of 150 tons gross tonnage and over and which, at the time, is in commercial use for sport or pleasure and carries no cargo and no more than 12 passengers. The Code only applies to vessels of less than 3000 GT.
3.1.2 Any provision of the Code expressed in the conditional (i.e. "should") shall be a requirement.
3.1.3 Area of Operation
In general, requirements given within the Code are based on unrestricted geographical operation however, where considered appropriate, standards for vessels operating as Short Range Yachts have been included.
3.2 Equivalent Standards, Exemptions and Existing Vessels
3.2.1 Equivalent standards
Proposals for the application of alternative standards considered to be at least equivalent to the requirements of the Code should be submitted to the Administration for approval. Equivalence may be achieved by incorporating increased requirements to balance deficiencies and thereby achieve the overall safety standard.
Exemptions should be granted only by the Administration.
Applications for exemption should be made to the Administration and be supported by justification for the exemption.
The granting of exemptions will be limited by the extent to which international conventions allow and should be regarded as exceptional.
3.2.3 Existing vessels
220.127.116.11 In the case of an existing vessel which does not comply fully with the Code safety standards but for which the Code standards are reasonable and practicable, the Administration should give consideration to a proposal from the owner(s)/managing agent(s) to phase in requirements within an agreed time scale not exceeding 18 months.
18.104.22.168 When an existing vessel does not meet the Code safety standard for a particular feature and it can be demonstrated that compliance is neither reasonable nor practicable, proposals for alternative arrangements should be submitted to the Administration for approval. In considering individual cases, the Administration should take into account the vessel's service history and any other factors which are judged to be relevant to the safety standard which can be achieved.
22.214.171.124 Generally, repairs, alterations and refurbishments should comply with the standards applicable to a new vessel.
Where a question of interpretation of any part of this Code arises which cannot be resolved by a delegated authority and the owner(s)/managing agent(s) for a vessel, a decision on the interpretation may be obtained on written application to Administration.
Objective:- The purpose of this section is to ensure that all vessels are constructed to a consistent standard in respect of strength and watertight integrity. New Vessels are to be built to the requirements of one of the recognised Classification Societies listed in the National Annex and issued with a Class Certificate. Existing Vessels which are not already Classed should be taken into Class, however for vessels under 500 GT alternative arrangements for Short Range operation may be agreed by the Administration. The extent of the watertight bulkheads defined in Section 4.3, is to ensure that sufficient buoyancy is maintained by the vessel to meet the damaged stability requirements of Section 11.
4.1 General Requirements
4.1.1 All vessels should have a freeboard deck.
4.1.2 All vessels should be fitted with a weather deck throughout the length of the vessel and be of adequate strength to withstand the sea and weather conditions likely to be encountered in the declared area(s) of operation.
4.1.3 The declared area(s) of operation and any other conditions which restrict the use of the vessel at sea should be recorded on the load line certificate issued to the vessel.
4.1.4 The choice of hull construction material affects fire protection requirements, for which reference should be made to section 14.
4.2 Structural Strength
4.2.1 For unlimited operation, all vessels must be classed.
4.2.2 For operation within the Short Range Yacht Category, all new vessels must be classed.
4.2.3 Existing un-classed vessels of less than 500GT may be considered for restricted operation within the Short Range Category.
4.2.4 Attention should be paid to local or global hull strength requirements for the provision of ballast.
4.3 Watertight Bulkheads
Section 11 of the Code deals with subdivision and damage stability requirements which will determine the number and positioning of watertight bulkheads defined below.
4.3.1 Watertight bulkheads should be fitted in accordance with the following requirements.
4.4 Enclosed Compartments within the Hull and below the Freeboard Deck provided with Access through Openings in the Hull
4.4.1 Compartment(s) below the freeboard deck, provided for recreational purposes, oil fuelling/fresh water reception or other purposes to do with the business of the vessel and having access openings in the hull, should be bounded by watertight divisions without any opening (i.e. doors, manholes, ventilation ducts or any other opening) separating the compartment(s) from any other compartment below the freeboard deck, unless provided with sliding watertight doors complying with 4.3.1 , or for vessels under 500 GT, hinged doors complying with 4.4.2”
4.4.2 For vessels under 500 GT, openings from any other compartment below the freeboard deck may be fitted with hinged watertight doors provided;
4.4.2 Openings in the hull should comply with SOLAS regulation II-1/25-10 - External openings in cargo ships. Provision should be made to ensure that doors may be manually closed and locked in the event of power or hydraulic failure.
4.5 Rigging on Sailing Vessels 4.5.1 General
The condition of the rig should be monitored in accordance with a planned maintenance schedule. The schedule should include, in particular, regular monitoring of all the gear associated with safe work aloft and on the bowsprit (see 22.3).
4.5.2 Masts and spars
126.96.36.199 Dimensions and construction materials of masts and spars should be in accordance with the requirements or recommendations of one of the Classification Societies referred to in 188.8.131.52 or a recognised national or international standard.
184.108.40.206 The associated structure for masts and spars (including fittings, decks and floors) should be constructed to effectively carry and transmit the forces involved.
4.5.3 Running and standing rigging
220.127.116.11 Wire rope used for standing rigging (stays or shrouds) should not be flexible wire rope (fibre rope core).
18.104.22.168 The strength of all blocks, shackles, rigging screws, cleats and associated fittings and attachment points should exceed the breaking strain of the associated running or standing rigging.
22.214.171.124 Chainplates for standing rigging should be constructed to effectively carry and transmit the forces involved.
126.96.36.199 Adequate means of reefing or shortening sail should be provided.
188.8.131.52 Sailing vessels operating as Short Range Yachts need not carry storm canvas.
184.108.40.206 All other vessels should either be provided with separate storm sails or have specific sails designated and constructed to act as storm canvas.
Virtual Freeboard Deck
For the purposes of this section only, where actual freeboard to the weather deck exceeds that required by ICLL 66 by at least one standard superstructure height, openings on that deck, abaft of the forward quarter, may be assumed to be in position 2. This is to be taken, unless otherwise stated, as defined in ICLL 66.
For vessels up to 75m load line length, a standard superstructure height is to be taken as 1.8m. For vessels over 125m load line length, this is to be taken as 2.3m. Superstructure heights for vessels of intermediate lengths should be obtained by interpolation.
5.1 Hatchways and Skylight Hatches
5.1.1 General requirements
220.127.116.11 All openings leading to spaces below the weather deck not capable of being closed weathertight, must be enclosed within either an enclosed superstructure or a weathertight deckhouse of adequate strength meeting with the requirements of the Load Line assigning authority.
18.104.22.168 All exposed hatchways which give access from position 1 and position 2 are to be of substantial weathertight construction and provided with efficient means of closure. Weathertight hatch covers should be permanently attached to the vessel and provided with adequate arrangements for securing the hatch closed.
22.214.171.124 Hatches which are designated for escape purposes should be provided with covers which are to be openable from either side and in the direction of escape they are to be openable without a key. All handles on the inside are to be non removable. An escape hatch should be readily identified and easy and safe to use, having due regard to its position.
5.1.2 Hatchways which are open at sea In general, hatches should be kept closed at sea. However, hatchways which may be kept open for access at sea are to be as small as practicable (a maximum of 1 square metre in clear area), and fitted with coamings of at least 300mm in height in positions 1 and 2. Hatchways should be as near to the centreline as practicable, especially on sailing vessels. Covers of hatchways are to be permanently attached to the hatch coamings and, where hinged, the hinges are to be located on the forward side.
5.2 Doorways and Companionways
5.2.1 Doorways located above the weather deck
126.96.36.199 External doors in deckhouses and superstructures that give access to spaces below the weather deck, are to be weathertight and door openings should have coaming heights of at least:
188.8.131.52 Weathertight doors should be arranged to open outwards and when located in a house side, be hinged at the forward edge. Alternative closing arrangements will be considered providing it can be demonstrated that the efficiency of the closing arrangements and their ability to prevent the ingress of water will not impair the safety of the vessel.
184.108.40.206 An access door leading directly to the engine room from the weather deck should be fitted with a coaming of height of at least;
220.127.116.11 Coaming height, construction and securing standards for weathertight doors which are provided for use only when the vessel is in port or at anchor in calm sheltered waters and are locked closed when the vessel is at sea, may be considered individually.
5.2.2 Companion hatch openings
18.104.22.168 Companionway hatch openings which give access to spaces below the weather deck should be fitted with a coaming, the top of which is at least 300mm above the deck, or 150mm in the case of Short Range Yachts. 22.214.171.124 Washboards may be used to close the vertical opening. When washboards are used, they should be so arranged and fitted that they will not be dislodged readily. Whilst stowed, provisions are to be made to ensure that they are retained in a secure location.
126.96.36.199 The maximum breadth of an opening in a companion hatch should not exceed 1 metre.
5.3.1 All skylights should be of efficient weathertight construction and should be located on or as near to the centreline of the vessel as practicable.
5.3.2 If they are of the opening type they should be provided with efficient means whereby they can be secured in the closed position.
5.3.3 Skylights which are designated for escape purposes should be openable from either side and in the direction of escape they are to be openable without a key. All handles on the inside are to be non removable. An escape skylight should be readily identified and easy and safe to use, having due regard to its position.
5.3.4 The skylight glazing material and its method of securing within the frame should meet an appropriate national or international standard. Recognised Classification Society rules for “ships” are considered to meet these requirements. Where a recognised Classification Society produces alternative rules for “pleasure vessels” or “yachts”, these are considered appropriate for Short Range Yachts.
A minimum of one portable cover for each size of glazed opening should be provided which can be accessed rapidly and efficiently secured in the event of a breakage of the skylight.
5.4.1 Portlights should be of strength appropriate to location in the vessel and meet an appropriate national or international standard. Recognised Classification Society rules for “ships” are considered to meet these requirements. Where a recognised Classification Society produces alternative rules for “pleasure vessels” or “yachts”, these are considered appropriate for Short Range Yachts. With regard to structural fire protection, the requirements for the construction of certain portlights should meet the requirements of Section 14A and 14B.
5.4.2 In general, all portlights fitted in locations protecting openings to spaces below the weather deck or fitted in the hull of the vessel should be provided with a permanently attached deadlight which is to be capable of securing the opening watertight in the event of a breakage of the portlight glazing. Proposals to fit portable deadlights will be subject to special consideration and approval by the Administration, having regard for the location of the portlights and the ready availability of deadlights. Consideration should be given to the provision of operational instructions to the Master as to when deadlights must be applied to portlights.
5.4.3 Portlights fitted in the hull of the vessel below the level of the freeboard deck should be either non-opening or of a non-readily openable type and be in accordance with a standard recognised by the administration. The lower edge of the portlights should be at least 500mm or 2.5% of the breadth of the vessel, whichever is the greater, above the all seasons load line assigned to the vessel. Portlights of the non readily opening type must be secured closed when the vessel is in navigation.
5.4.4 Portlights should not be fitted in the hull in way of the machinery space.
5.5.1 Windows should be of strength appropriate to their location in the vessel and meet the requirements of … or equivalent international standard. Recognised Classification Society rules for “ships” are considered to meet these requirements. Where a recognised Classification Society produces alternative rules for “pleasure vessels” or “yachts”, these are considered appropriate for Short Range Yachts.
5.5.2 For all vessels where the glazing material, glazing thickness, or fixing of the windows does not meet the requirements of a recognised standard, windows may be tested, to the satisfaction of the Administration, at a minimum of 4 times the required design pressure derived from an appropriate national or international standard. Additionally, as a minimum, calculated thicknesses should meet Classification Society requirements for pleasure vessels or yachts. For windows fitted with storm shutters, see 5.5.6, or for Short Range Yachts, test pressures may be reduced to 2.5 times the derived design pressure.
5.5.3 When using …. or equivalent, the following minimum design heads may be assumed when determining design head pressure.
5.5.4 In general, windows fitted in superstructures or weathertight deckhouses are to be substantially framed and efficiently secured to the structure. The glass is to be of the toughened safety glass type.
5.5.5 Where chemically toughened safety glass is used, windows are to be of the laminated type, the minimum depth of chemical toughening to be 30 microns on exposed faces. Regular inspections of the windows, with particular reference to the surface condition, should form part of the operational procedures and annual Class survey.
5.5.6 In general, windows should not be fitted in the main hull below the level of the freeboard deck. Proposals to fit windows in the main hull below the level of the freeboard deck will be subject to special consideration and approval by the Administration, having regard for the location and strength of the windows and their supporting structure and, the availability of strong protective covers for the windows. One item of the special consideration should be operational instructions to the Master as to when the strong protective covers must be applied to windows.
5.5.7 For all vessels, other than Short Range Yachts, storm shutters are required for all windows in the front and sides of first tier and front windows of the second tier of superstructures or weathertight deckhouses above the freeboard deck. Where windows are of laminated construction and their equivalent toughened safety glass thickness exceeds the requirements of the applied standard by a minimum of 30%, storm shutters need not be carried, but a blanking plate(s) is to be provided so that any window opening may be sealed in the event of glass failure. When storm shutters are interchangeable port and starboard, a minimum of 50% of each size should be provided.
5.5.8 Side and front windows to the navigating position should not be constructed of polarised or tinted glass. (See Section 18) 5.6 Ventilators and Exhausts
5.6.1 Adequate ventilation is to be provided throughout the vessel. The accommodation is to be protected from the entry of gas and/or vapour fumes from machinery, exhaust and fuel systems.
5.6.2 Ventilators are to be of efficient construction and provided with permanently attached means of weathertight closure. Generally, ventilators serving any space below the freeboard deck or an enclosed superstructure should have a coaming of minimum height of:
5.6.3 Ventilators should be kept as far inboard as practicable and the height above the deck of the ventilator opening should be sufficient to prevent the ingress of water when the vessel heels.
5.6.4 The ventilation of spaces such as the machinery space, which must remain open, requires special attention with regard to the location and height of the ventilation openings above the deck, taking into account the effect of downflooding angle on stability standard. (See section 11.)
The means of closure of ventilators serving the machinery space should be selected with regard to the fire protection and extinguishing arrangements provided in the machinery space.
5.6.5 Engine exhaust outlets which penetrate the hull below the freeboard deck should be provided with means to prevent backflooding into the hull through a damaged exhaust system. For vessels operating on unrestricted service a positive means of closure should be provided. The system should be of equivalent construction to the hull on the outboard side of the closure. For Short Range Yachts, where the fitting of a positive closure is not practicable, the exhaust should be looped up above the waterline on the outboard side of the system, to a minimum height of 1000 mm, and be of equivalent construction to the hull.
5.7 Air Pipes
5.7.1 Air pipes serving fuel and other tanks should be of efficient construction and provided with permanently attached means of weathertight closure. Means of closure may be omitted if it can be shown that the open end of an air pipe is afforded adequate protection by other structure(s) which will prevent the ingress of water.
5.7.2 Where located on the weather deck, air pipes should be kept as far inboard as practicable and be fitted with a coaming of sufficient height to prevent inadvertent flooding. Generally, air pipes to tanks should have a minimum coaming height of:
5.7.3 Air pipes to fuel tanks should terminate at a height of not less than 760mm above either, the top of the filler pipe for a gravity filling tank or, the top of the overflow tank for a pressure filling tank.
5.8 Scuppers, Sea Inlets and Discharges
The standards of ICLL should be applied to every discharge led through the shell of the vessel as far as it is reasonable and practicable to do so, and in any case, all sea inlet and overboard discharges should be provided with efficient shut-off valves arranged in positions where they are readily accessible at all times.
5.9 Materials for Valves and Associated Piping
5.9.1 Valves which are fitted below the waterline should be of steel, bronze or other material having a similar resistance to impact and fire.
5.9.2 The associated piping should, in areas as indicated above, be of steel, bronze, copper or other equivalent material.
5.9.3 Where the use of plastic piping is proposed, it will be considered and full details of the type of piping, its intended location, and use, should be submitted for approval. Due regard should be paid to the IMO Fire Test Procedures Code.
5.9.4 The use of flexible piping in any location should be kept to a minimum compatible with the essential reason for its use. Flexible piping and the means of joining it to its associated hard piping system should be approved as fit for the purpose.
5.10 General Equivalence
Where vessels cannot fully comply with the requirements of this section, equivalent arrangements may be considered by the Administration. Such proposals should take into account the following, although this should not be considered as an exhaustive list:
6.1 The standards for water freeing arrangements should comply with ICLL as far as it is reasonable and practicable to do so.
In any case the intention should be to achieve a standard of safety which is at least equivalent to the standard of ICLL.
Additionally, where a well is created on each side of the vessel between a superstructure or deckhouse, and the bulwark in way of that superstructure or deck house, the following formula may be used to determine the required freeing port areas on each side of the vessel for the well concerned:
On sailing vessels, where the solid bulwark height does not exceed 150mm, specific freeing ports, as defined above, are not required.
6.2 In individual cases, when the Administration considers that the requirements of ICLL cannot be met, the Administration may consider and approve alternative arrangements to achieve adequate safety standards. Freeing arrangements may take account of a reduced permeability and volume of the well, when compared to a full size well.
In considering an individual case, the Administration will take into account the vessels past performance in service and the declared area(s) of operation and any other conditions which restrict the use of the vessel at sea which will be recorded on the load line certificate issued to the vessel. (See section 4.1.) 6.3 Recesses
6.3.1 Any recess in the weather deck should be of weathertight construction and should be self draining under all normal conditions of heel and trim of the vessel.
A swimming pool or spa bath open to the elements should be treated as a recess.
6.3.2 The means of drainage provided should be capable of efficient operation when the vessel is heeled to an angle of 100 in the case of a motor vessel (see 10A.2), and 300 in the case of a sailing vessel.
The drainage arrangements should have the capability of draining the recess (when fully charged with water) within 3 minutes when the vessel is upright and at the load line draught. Means should be provided to prevent the backflow of sea water into the recess.
6.3.3 When it is not practical to provide drainage which meets the requirements of 6.3.2, alternative safety measures may be proposed for approval by the Administration. Where the above requirements for quick drainage cannot be met, the effect on intact and damage stability should be considered taking into account the mass of water and its free surface effect.
7A.1 General Requirements
7A.1.1 The machinery and its installation should, in general, meet with the requirements of one of the Classification Societies named in the National Annex. The Class Survey or Notation should include as a minimum, propulsion and electrical generation machinery and shafting. For existing and new vessels which operate with periodically unattended machinery spaces, the machinery and its installation should meet the standards of SOLAS regulations II-1/Part E - Additional requirements for periodically unattended machinery spaces, so far as is reasonable and practicable to do so.
Plastic piping may be accepted where the piping and the arrangements for its use meet the requirements of the IMO Fire Test Procedures Code.
7A.1.2 The requirements for main propulsion are based upon the installation of diesel powered units. When other types of main propulsion are proposed, the arrangements and installation should be specially considered. Where gas turbines are to be fitted, attention should be paid to the guidance contained within the IMO High-speed Craft Code, and installation is to be to the satisfaction of the Administration.
7A.1.3 Notwithstanding the requirements of paragraph 7A.1.1, in a fuel supply system to an engine unit, where a flexible section of piping is provided, connections should be of a screw type or equivalent approved type. Flexible pipes should be fire resistant/metal reinforced. Materials and fittings should be of a suitable recognised national or international standard.
7A.2.1 Notwithstanding the requirements referred to in 7A.1, the machinery, fuel tanks and associated piping systems and fittings should be of a design and construction adequate for the service for which they are intended, and should be so installed and protected as to reduce to a minimum any danger to persons during normal movement about the vessel, with due regard being made to moving parts, hot surfaces, and other hazards.
7A.2.2 Means should be provided to isolate any source of fuel which may feed a fire in an engine space fire situation. A fuel shut-off valve(s) should be provided which is capable of being closed from a position outside the engine space. The valve(s) should be fitted as close as possible to the fuel tank(s).
7A.2.3 All external high pressure fuel delivery lines between the high pressure fuel pumps and fuel nozzles should be protected with a jacketed tubing system capable of containing fuel resulting from a high-pressure line failure. The jacketed tubing system should include means for collection of leakage and arrangements should be provided for an alarm to be given in the event of a fuel line failure.
7A.2.4 When a glass fuel level gauge is fitted it should be of the "flat glass" type with self closing valves between the gauge and the tank.
Objective: This section outlines the minimum requirements for Machinery Classification, which are to be in accordance with the requirements of one of the Classification Societies defined in the National Annex. The Class Notation should cover the minimum aspects defined within this chapter even if the machinery is not considered the primary means of propulsion.
7B.1 For existing and new vessels the machinery and its installation should meet the standards of SOLAS regulations II-1/Part C Machinery installations and II-1/Part E - Additional requirements for periodically unattended machinery spaces, so far as is reasonable and practicable to do so.
7B.2 In any case the intention should be to achieve a standard of safety which is at least equivalent to the standard of SOLAS. Equivalence may be achieved by incorporating increased requirements to balance deficiencies and thereby achieve the required overall standard.
7B.3 Where gas turbines are to be fitted, attention should be paid to the guidance contained within the IMO High-speed Craft Code, and installation is to be to the satisfaction of the Administration.
8A.1.1 Particular attention should be paid to the provision of overload and short circuit protection of all circuits, except engine starting circuits supplied from batteries.
8A.1.2 Electrical devices working in potentially hazardous areas, into which petroleum vapour or other hydrocarbon gas may leak, should be of a type certified safe for the hazard.
8A.2.1 Lighting circuits, including those for emergency lighting, should be distributed through the spaces so that a total blackout cannot occur due to failure of a single protective device
8A.2.2 An emergency source of lighting should be provided which should be independent of the general lighting system. This source should be sufficient for up to 3 hours duration and should include navigation light supplies. The lighting is to provide sufficient lighting for personnel to escape from the accommodation or working spaces to their muster station, and launch and board survival craft. Additionally, this light, supplemented by torches, should be sufficient to permit emergency repairs to machinery, etc. The emergency source of power should be independent of the main power supply, external to the engine room, and with separate distribution.
Batteries of a type suitable for marine use and not liable to leakage should be used. Areas in which batteries are stowed should be provided with adequate ventilation to prevent an accumulation of gas which is emitted from batteries of all types. Reference should also be made to Section 14.1.5.
8B.1 The electrical equipment and its installation should meet the standards of SOLAS regulations II-1/Part D - Electrical installations and II-1/Part E - Additional requirements for periodically unattended machinery spaces, where appropriate, so far as it is reasonable and practicable to do so. 8B.2 The emergency generator, if fitted, should be located above the uppermost continuous deck but may be located below this deck provided it is protected from the effects of fire and flooding. In all cases, the emergency generator should be separated from main generators and main switchboard by a division capable of ensuring its continued operation. The emergency generator should be readily accessible from the open deck.
9A.1 General Requirements
The steering gear and its installation should, in general, meet with the requirements of one of the Classification Societies named in the National Annex.
In the event that the above requirements cannot be met on an existing vessel, the Administration may be requested to consider and approve alternative arrangements to achieve adequate safety standards.
9A.2 Vessels should be provided with means for directional control of adequate strength and suitable design to enable the heading and direction of travel to be effectively controlled at all operating speeds. When appropriate to the safe steering of the vessel, the steering gear should be power operated in accordance with the requirements of the Administration.
9A.3 When the steering gear is fitted with remote control, arrangements should be made for emergency steering in the event of a failure of such control.
For existing and new vessels, the steering gear and its installation should meet the standards of SOLAS regulations II-1/Part C - Machinery installations, so far as it is reasonable and practicable to do so.
In any case, the intention should be to achieve a standard of safety which is at least equivalent to the standard of SOLAS. Equivalence may be achieved by incorporating increased requirements to balance deficiencies and thereby achieve the required overall standard.
10A.1 General Requirements
The bilge pumping equipment and its installation should, in general, meet with the requirements of a recognised Classification Society. Either the vessel should be in class or a statement of compliance issued by one of the Societies should be provided to the Administration
In the event that the above requirements cannot be met on an existing vessel, the Administration may be requested to consider and alternative arrangements to achieve adequate safety standards.
10A.2 All vessels should be provided with at least two fixed and independently powered pumps, with suction pipes so arranged that any compartment can be effectively drained when the vessel is heeled to an angle of 10°. For Short Range Yachts, the second pump and suction pipes may be portable.
10A.3 The location of pumps, their individual power supplies and controls, including those for bilge valves, should be such that in event of any one compartment being flooded another pump is available to control any leakage to adjacent compartments.
10A.4 Each bilge pump suction line should be fitted with an efficient strum box.
10A.5 In the case of a vessel where the propulsion machinery space may be unmanned at any time, a bilge level alarm should be fitted. The alarm should provide an audible and visual warning in the Master's cabin and in the wheelhouse. The audible and visual alarm may be accepted elsewhere if it is considered that such a location may be more appropriate.
10A.6 Pumping and piping arrangements for bilges into which fuel or other oils of similar or higher fire risk could collect, under either normal or fault conditions, should be kept clear of accommodation spaces and separate from accommodation bilge systems. Bilge level alarms meeting the requirements of 10A.5 should be fitted to all such bilges.
For all vessels, the bilge pumping and its installation should as a minimum meet the cargo vessel standards of SOLAS regulations II-1/Part B - Subdivision and stability Regulation 21.
In any case, the intention should be to achieve a standard of safety which is at least equivalent to the standard of SOLAS. Equivalence may be achieved by incorporating increased requirements to balance deficiencies and thereby achieve the required overall standard.
A minimum of 2 pumps should be provided. The capacity of the pumps and the size of the bilge main and branches should meet the capacity requirements for passenger ships contained in SOLAS.
In addition the minimum requirements for vessels of less than 500 GT contained at 10A, should also be met.
11.1.1 This section deals with the standards for both intact and damaged stability.
11.1.2 An intact stability standard proposed for assessment of a vessel type not covered by the standards defined in the Code should be submitted to the Administration for approval at the earliest opportunity.
11.1.3 If used, permanent ballast should be located in accordance with a plan approved by the Administration and in a manner that prevents shifting of position. Permanent ballast should not be removed from the ship or relocated within the ship without the approval of the Administration. Permanent ballast particulars should be noted in the ship's stability booklet. Attention should be paid to local or global hull strength requirements from the fitting of additional ballast.
11.2 Intact Stability Standards
11.2.1 Motor vessels
188.8.131.52 Monohull Vessels
The curves of statical stability for seagoing conditions should meet the following criteria:-
184.108.40.206 Monohull Vessels operating as Short Range Yachts
Where Short Range Yachts are unable to meet the criteria above, the following criteria may be used:-
220.127.116.11 For the purpose of assessing whether the stability criteria are met, GZ curves should be produced for the loading conditions applicable to the operation of the vessel.
18.104.22.168.1 The buoyancy of enclosed superstructures complying with regulation 3(10)(b) of the ICLL may be taken into account when producing GZ curves.
22.214.171.124.2 Superstructures, the doors of which do not comply with the requirements of regulation 12 of ICLL , should not be taken into account.
126.96.36.199 High Speed Vessels
In addition to the criteria above, designers and builders should address the following hazards which are known to effect vessels operating in planing modes or those achieving relatively high speeds:-
11.2.2 Sailing vessels
In the figure:-
'dwhl' = the "derived wind heeling lever" at any angle q°
All regularly used openings for access and for ventilation should be considered when determining the downflooding angle. No opening regardless of size which may lead to progressive flooding should be immersed at an angle of heel of less than 40°. Air pipes to tanks can, however, be disregarded.
If as a result of immersion of openings in a superstructure a vessel cannot meet the required standard those superstructure openings may be ignored and the openings in the weather deck used instead to determine qf. In such cases the GZ curve should be derived without the benefit of the buoyancy of the superstructure.
It might be noted that provided the vessel complies with the requirements of 188.8.131.52.1, 184.108.40.206.2 and 220.127.116.11.3 and is sailed with an angle of heel which is no greater than the 'derived angle of heel', it should be capable of withstanding a wind gust equal to 1.4 times the actual wind velocity (i.e. twice the actual wind pressure) without immersing the 'down flooding openings', or heeling to an angle greater than 60°.
11.3 Damaged Stability
The following requirements are applicable to all vessels, other than those operating as Short Range Yachts. Whilst Short Range Yachts are not required to meet the damage stability criteria defined above, ultimate survivability after minor damage or flooding is recommended.
It should be noted that compliance with the damage stability criteria is not required for vessels that obtain full compliance with the ICLL conditions of assignment.
11.3.1 The watertight bulkheads of the vessel should be so arranged that minor hull damage that results in the free flooding of any one compartment, will cause the vessel to float at a waterline which, at any point, is not less than 75mm below the weather deck, or bulkhead deck if not concurrent.
11.3.2 Minor damage should be assumed to occur anywhere in the length of the vessel, but not on a watertight bulkhead.
11.3.3 Standard permeabilities should be used in this assessment, as follows:-
11.3.4 In the damaged condition, considered in 11.3.1, the residual stability should be such that any angle of equilibrium does not exceed 7° from the upright, the resulting righting lever curve has a range to the downflooding angle of at least 15° beyond any angle of equilibrium, the maximum righting lever within that range is not less than 100mm and the area under the curve is not less than 0.015 metre radians.
11.3.5 A vessel of 85 metres and above should meet a SOLAS 1-compartment standard of subdivision, calculated using the deterministic damage stability methodology.
11.4 Elements of Stability
11.4.1 Unless otherwise specified, the lightship weight, vertical centre of gravity (KG) and longitudinal centre of gravity (LCG) of a vessel should be determined from the results of an inclining experiment.
11.4.2 An inclining experiment should be conducted in accordance with a detailed standard which is approved by the Administration and, in the presence of an authorised surveyor.
11.4.3 The report of the inclining experiment and the lightship particulars derived should be approved by the Administration prior to its use in stability calculations.
At the discretion of the owner(s)/managing agent(s) and prior to approval of the lightship particulars by the Administration, a margin for safety may be applied to the lightship weight and KG calculated after the inclining experiment. Such a margin should be clearly identified and recorded in the stability booklet.
A formal record should be kept in the stability booklet of alterations or modifications to the vessel for which the effects on lightship weight and vertical centres of gravity are offset against of the margin.
11.4.4 When sister vessels are built at the same shipyard, the Administration may accept a lightweight check on subsequent vessels to corroborate the results of the inclining experiment conducted on the lead vessel of the class.
11.5 Stability Documents
11.5.1 A vessel should be provided with a stability information booklet for the Master, that is to be approved by the Administration.
11.5.2 The content, form and presentation of information contained in the stability information booklet should be based on the model booklet for the vessel type (motor or sailing) published by/for the Administration.
11.5.3 A vessel with previously approved stability information which undergoes a major refit or alterations should be subjected to a complete reassessment of stability and provided with newly approved stability information.
A major refit or major alteration is one which results in either a change in the lightship weight of 2% and above and/or the longitudinal centre of gravity of 1% and above (measured from the aft perpendicular) and/or the calculated vertical centre of gravity rises by 0.25% and above (measured from the keel).
Additionally, unless it can be clearly demonstrated that no major change has occurred, a lightweight check should be carried out at the renewal survey required by 28.4.1.
11.5.4 Sailing vessels should have, readily available, a copy of the Curves of Maximum Steady Heel Angle to Prevent Downflooding in Squalls, or in the case of a multihull, the values of maximum advised mean apparent windspeed, for the reference of the watchkeeper. This should be a direct copy taken from that contained in the approved stability booklet.
11.5.5 The overall sail area and spar weights and dimensions should be as documented in the vessel's stability information booklet. Any rigging modifications that increase the overall sail area, or the weight/dimensions of the rig aloft, must be accompanied by an approved updating of the stability information booklet.
11.5.6 For Short Range Yachts, where the damage stability has not been assessed, the following note should be added to the approved stability booklet;
“This vessel has not been assessed for damage stability, and therefore might not remain afloat in the event of damage or flooding.”
12.1.1 The freeboard for the vessel and its marking should be approved by the Assigning Authority for the assignment of freeboard and issue of the International Load Line Certificate (1966).
12.1.2 Vessels should comply with ICLL for the assignment of a freeboard mark which corresponds to the deepest loading condition included in the stability information booklet for the vessel.
12.1.3 The freeboard assigned should be compatible with the strength of hull structure, intact and damage stability requirements for the vessel, and is to ensure minimum bow height requirements are met.
12.1.4 The Assigning Authority should provide the owner(s)/managing agent(s) of the vessel with a copy of the particulars of the freeboard assigned and a copy of the record of particulars relating to the conditions of assignment.
12.2 Freeboard Mark and Loading
12.2.1 The freeboard mark applied should be positioned port and starboard at amidships on the load line length and may be an all-seasons mark. The mark should be a permanent disc and be of contrasting colour to the hull of the vessel in way of the mark.
12.2.2 The fresh water freeboard allowance should be obtained by deducting from the all-seasons freeboard assigned, the quantity
Alternatively the deduction may be taken as 1/48th of the all-seasons draught of the ship at amidships.
12.2.3 A vessel should not operate in any condition which will result in its appropriate freeboard marks being submerged when it is at rest and upright in calm water.
12.3 Datum Draught Marks
12.3.1 Datum draught marks should be provided at the bow and stern, port and starboard, and be adequate for assessing the condition and trim of the vessel. Such draught marks may be single datum lines.
12.3.2 The marks should be permanent and easily read but need not be of contrasting colour to the hull. The marks need not indicate more than one draught at each position and should be above, but within 1000mm, of the deepest load waterline.
12.3.3 The draught to which marks relate should be indicated either above the mark on the hull and/or in the stability information booklet for the vessel. The position of the marks should be verified at initial placement by the Administration or the vessel’s Assigning Authority.
13.1 General Requirements
13.1.1 Life-Saving Appliances should be provided in accordance with Table 1 - Life-Saving Appliances.
13.1.2 All equipment fitted should be of a type which has been accepted by the Administration as complying with IMO Lifesaving Appliances Code and IMO Resolution MSC.81(70).
13.1.3 Additional life-saving equipment which is provided should meet the requirements of 13.1.2.
When personal safety equipment is provided for use in water sports activities, arrangements for its stowage should ensure that it will not be used mistakenly as life-saving equipment in an emergency situation.
13.1.4 All life-saving equipment carried should be fitted with retro-reflective material in accordance with the recommendations of IMO Resolution A.658(16) as amended.
13.1.5 Liferaft embarkation arrangements should comply with the following:
13.1.6 Falls for launching devices are to comply with IMO Lifesaving Appliances Code. When falls are of stainless steel, they should be renewed at intervals not exceeding the service life recommended by the manufacturer, or where no service life is stated be treated as galvanised steel falls. Falls of alternative materials may be considered by the Administration.
13.1.7 Every inflatable or rigid inflatable rescue boat, inflatable boat, inflatable liferaft and hydrostatic release unit should be serviced, at intervals not exceeding 12 months, at a service station approved by the manufacturer. Hydrostatic release units which have been approved for a service life of 2 years and which should be replaced at the end of their life, need not be serviced after 1 year.
13.1.8 Maintenance of equipment should be carried out in accordance with the instructions for onboard maintenance.
13.1.9 The stowage and installation of all life-saving appliances is to be to the satisfaction of the Administration.
13.1.10 All life-saving appliances should be in working order and be ready for immediate use at the commencement of, and at all times during, the voyage.
13.1.11 For a vessel equipped with stabiliser fins or having other projections at the sides of the hull, special consideration should be given, and provisions made, as necessary to avoid possible interference with the safe evacuation of the vessel in an emergency.
13.1.12 Means should be provided to prevent overboard discharge of water into survival craft.
Table 1 - Life-Saving Appliances
Short Range Yacht
LIFEBOATS (see 13.2.1)
13.2 Equipment Carriage Requirements
13.2.1 Lifeboats (Required for vessels over 85m in length)
18.104.22.168 When lifeboats are required to be carried their acceptance is conditional upon the provision of suitable stowage and launching arrangements.
22.214.171.124 When lifeboats are provided on each side of the vessel, the lifeboat(s) on each side should be of capacity to accommodate the total number of persons onboard.
126.96.36.199 Alternative arrangements to the carriage of lifeboats may be considered as indicated below:
188.8.131.52 A lifeboat will also be acceptable as a rescue boat provided it also meets the requirements of IMO Lifesaving Appliances Code as a rescue boat.
184.108.40.206 The liferafts carried are to be stowed in GRP containers and must contain the necessary "emergency pack". For Short Range Yachts, or vessels operating within 60 miles from a safehaven, liferafts provided may be equipped with a "SOLAS B PACK". For all other vessels, liferafts should be equipped with a "SOLAS A PACK".
220.127.116.11 Liferaft approval includes approval of their stowage, launching and float-free arrangements.
18.104.22.168 For vessels of less than 85m in length, or those complying with 22.214.171.124, a sufficient number of liferafts should be provided so that in the event of any one liferaft being lost or rendered unserviceable, sufficient aggregate capacity remains on either side of the vessel for all persons on board. This may be achieved by transferring liferafts from one side to the other. Where liferafts are transferable, this requirement may be met by the ability of the rafts to be transferred within 5 minutes, as below:
Liferafts of 6 - 15 persons capacity to be carried by 2 persons Liferafts of more than 15 persons capacity to be carried by 4 persons.
126.96.36.199 When lifeboats are provided in accordance with 188.8.131.52, sufficient liferafts are to be provided such that in the event of any one lifeboat being lost or rendered unserviceable, sufficient aggregate liferaft capacity remains on either side of the vessel for all persons onboard. Where liferafts are transferable, this requirement may be met by the ability of the rafts to be transferred within 5 minutes, as detailed in 184.108.40.206.
220.127.116.11 GRP containers containing liferafts should be stowed on the weatherdeck or in an open space and fitted with hydrostatic release units so that the liferafts will float free of the vessel and automatically inflate.
18.104.22.168 Liferafts may form part of an approved Marine Evacuation System (MES). A sufficient number of systems should be provided, such that In the event of any one entire system being lost or rendered unserviceable, sufficient aggregate capacity remains on either side of the vessel for all persons on board.
22.214.171.124 For vessels operating with reduced personnel aboard, attention is drawn to the dangers associated with the use of large capacity liferafts with small numbers of persons embarked.
13.2.3 Rescue Boats and Recovery of Persons from the Sea
Means should be provided for the recovery of a person from the sea to the vessel and it should be assumed that the person is unconscious or unable to assist in the rescue. This requirement is satisfied by the following sections as appropriate to the size of the vessel. If an overside boarding ladder or scrambling net is provided the ladder or net should extend from the weather deck to at least 600mm below the lowest operational waterline.
All rescue boats covered within this section are to be equipped to the requirements of the IMO Lifesaving Appliance Code Ch V/5.1.2. Additionally, rescue boats need not be capable of being launched from both sides, and means to lower the boat from within the boat is not required.
126.96.36.199 Vessels of 500 GT and over
All vessels of 500 GT and over should be provided with a rescue boat meeting SOLAS requirements. The launching appliances should comply and be approved in accordance with the IMO Lifesaving Appliance Code except that when a power operated crane is fitted, it should be capable of operation either by hand or by an emergency source of power in the event of a main power failure. The routing of the emergency source of power should be considered in respect of damaged waterlines and fire.
188.8.131.52 Vessels under 500 GT
Vessels under 500 GT should be provided with a rescue boat either meeting the requirements of 184.108.40.206 or the following: A boat which is not SOLAS approved but which is suitable for rescue purposes. The boat may be rigid, rigid inflatable, or inflatable, and should have a capacity for not less than 4 persons, one of which should be assumed to be lying down. Tubes of rigid inflatable or inflatable boats should have a minimum of 3 buoyancy compartments. The boat is to be capable of displaying a highly visible colour. If stowed in a grab bag, required equipment need not be permanently stowed in the boat.
Launching appliances should be either of an approved type or comply with the following requirements:
The appliance should be able to launch the boat within 5 minutes. When a power operated device is fitted, it should be capable of operation either by hand or by an emergency source of power in the event of a main power failure. The routing of the emergency source of power should be considered in respect of damaged waterlines and fire. The launching appliance and its attachments should be constructed to withstand a static proof load on test of not less than 2.2 times the maximum working load. Acceptable factors of safety are 6 for wires, hooks and sheaves, and 4.5 for the remainder of the launching appliance. The appliance and its attachments should also be tested dynamically to 1.1 times the working load. It should be noted that there is no requirement to recover the rescue boat provided that the casualty and the boat’s crew can be recovered on board from the boat in the water.
The design of the falls and winch system should take account of the principles of IMO Lifesaving Appliances Code Ch VI/6.1.2
Where it is proposed to use the running rigging on sailing vessels, the above requirements should also be met
220.127.116.11 Short Range Yachts
Vessels operating as Short Range Yachts should comply either comply with requirements of 18.104.22.168 or 22.214.171.124, or the following:
The vessel should have sufficient mobility and manoeuvrability in a seaway to enable persons to be retrieved from the water. For assessing this ability it is not considered acceptable to retrieve persons over the stern of the vessel or adjacent to the propeller(s). The recovery location should be visible from the conning position at all times during the recovery, although this may be achieved by the use of remote controls where necessary.
The vessel should be provided with suitable equipment and/or arrangements to enable the person(s) to be recovered without further persons entering the water.
126.96.36.199 One adult SOLAS approved lifejacket should be provided for each person onboard plus spare adult lifejackets sufficient for at least 10% of the total number of persons onboard or two, whichever is the greater. Each lifejacket should be fitted with a light and whistle.
188.8.131.52 Included in the above number of lifejackets there should be at least two SOLAS approved inflatable lifejackets for use of the crew of any rescue boat or inflatable boat carried on board.
184.108.40.206 In addition to the adult lifejackets, a sufficient number of children's lifejackets should be provided for children carried on the vessel.
13.2.5 Immersion Suits
220.127.116.11 One approved immersion suit should be provided for each person onboard.
However, these need not be provided if:
(a) totally enclosed or partially enclosed lifeboats are fitted; or
(b) davit launched liferafts are provided; or
(c) the vessel is operating in water of surface temperatures of 20°C or more. In the case of a vessel which is provided with means for dry-shod emergency evacuation covered by (a) or (b), sufficient suits should be provided for use by the crew of the rescue boat (see 13.2.2).
18.104.22.168 Lifebuoys port and starboard provided with combined self-igniting light and self-activating smoke signals should be capable of quick deployment from the navigating bridge.
22.214.171.124 The attached buoyant lifeline required on each of two of the lifebuoys is to have a minimum length of 30 metres.
126.96.36.199 Each lifebuoy should be marked with the vessels name and Port of Registry.
An approved EPIRB should be installed in an easily accessible position ready to be manually released, capable of being placed in a survival craft and floating free if the vessel sinks. All EPIRBs should be registered with the Administration.
13.2.8 Radar Transponders (SART)
The SART is to be stowed in an easily accessible position so that it can rapidly be placed in any survival craft. Means should be provided in order that it can be mounted in the survival craft at a height of at least 1 metre above sea level.
13.2.9 General Alarm
188.8.131.52 For a vessel of less than 500 GT this alarm may consist of the ship's whistle or siren providing it can be heard in all parts of the vessel.
184.108.40.206 For a vessel of 500 GT and above the requirement of 220.127.116.11 is to be supplemented by an electrically operated bell or Klaxon system, which is to be powered from the vessel's main supply and also the emergency source of power (see section 8).
18.104.22.168 For a vessel of 85m in length and above, in addition to the requirements of 22.214.171.124, a public address system or other suitable means of communication should be provided.
126.96.36.199 Alleyways, internal and external stairways, and exits giving access to, and including, the muster and embarkation stations should be adequately lit. (See also section 8).
188.8.131.52 Adequate lighting is to be provided in the vicinity of survival craft, launching appliance(s) (when provided) and the overside area of sea in way of the launching position(s). The lighting should be supplied from the emergency source of power.
13.2.11 Life-saving Signals and Rescue Poster
When display space in the wheelhouse is restricted, the 2 sides of a SOLAS No.2 poster (as contained in liferaft equipment packs) may be displayed in lieu of a SOLAS No. 1 poster.
14.1 Protection of spaces containing vehicles or craft with fuel in their tanks or lockers storing such fuels
14.1.1 Special consideration should be given to safe conditions of carriage of petrol and other highly flammable liquids either in hand portable containers/tanks or in the tanks of vehicles (such as personal water craft, motor cars and helicopters) which may be transported. This is not considered applicable to diesel stowage.
14.1.2 The quantity of petrol and/or other highly flammable liquids carried should be kept to a minimum, generally up to 150 litres maximum. Greater quantities may be specially considered by the Administration on receipt of a reasoned case made by the master.
14.1.3 Containers used for the carriage of flammable liquids should be constructed to a recognised standard appropriate to the contents and each container clearly marked to indicate its contents.
14.1.4 Small lockers on open deck for the stowage of hand portable containers of petrol should be located away from high risk areas, have no electrical fittings, and be provided with the following:
14.1.5 Enclosed spaces, and larger lockers on open deck, designated for the safe carriage of petrol or similar fuel or vehicles with fuel in their tanks should be fitted with:
14.2.1 Construction and arrangement of saunas
184.108.40.206 The perimeter of the sauna should be of "A" class boundaries and may include changing rooms, showers and toilets. The sauna should be insulated to A-60 for vessels of 500 GT and over, A-30 for vessels under 500 GT, and B-15 for Short Range Yachts, against other spaces except those inside of the perimeter.
220.127.116.11 Bathrooms with direct access to saunas may be considered as part of them. In such cases, the door between sauna and the bathroom need not comply with fire safety requirements.
18.104.22.168 Wooden linings on bulkheads and ceilings are permitted. The ceiling above the oven should be lined with a non-combustible plate with an air gap of at least 30 mm. The distance from the hot surfaces to combustible materials should be at least 500 mm or the combustible materials should be protected (e.g. non-combustible plate with an air gap of at least 30 mm).
22.214.171.124 Wooden benches are permitted.
126.96.36.199 The sauna door should open outwards by pushing.
188.8.131.52 Electrically heated ovens should be provided with a timer.
184.108.40.206 All spaces within the perimeter of the sauna are to be protected by a fire detection and alarm system and an automatic sprinkler system.
14.2.2 Construction and arrangement of Thermal Suite (e.g. Steam Room).
220.127.116.11 The perimeter of the thermal suite may include changing rooms, showers and toilets.
18.104.22.168 Bathrooms with direct access to suite may be considered as part of it. In such cases, the door between suite and the bathroom need not comply with fire safety requirements.
22.214.171.124 If the steam generator is contained within the perimeter, the suite boundary should be constructed to an A-0 standard, or B-0 for Short Range Yachts. If the steam generator is not contained within the perimeter then the boundaries of the space should be constructed of B-0 class divisions, and the steam generator should be protected by A-0 standard divisions, or B-0 for Short Range Yachts.
126.96.36.199 If a suite arrangement contains a sauna then the requirements contained in 14.2.1 are applicable, regardless of the steam generator location.
188.8.131.52 All spaces within the perimeter are to be protected by a fire detection and alarm system and an automatic sprinkler.
14.2.3 Deep Fat Frying Equipment
Attention is drawn to the requirements SOLAS II-2/10.6.4 for fire extinguishing systems for deep fat cooking equipment.
For fryers of up to 15 litres cooking oil capacity, the provision of a suitably sized Class F extinguisher (BS7937:2000) together with manual isolation of the electrical power supply is acceptable.
14.3 Fire Control Plan(s)
14.3.1 A fire control (general arrangement) plan(s) should be permanently exhibited for the guidance of the Master and crew of the vessel. The content of the plan(s) should adequately show and describe the principal fire prevention and protection equipment and materials. As far as practical, symbols used on the plans should comply with a recognised international standard. The fire control plan may be a combined Fire & Safety Plan, which should show the positions of stowage of the life-saving and fire appliances
14.3.2 For each deck, the plan(s) should show the position of control stations; sections of the vessel which are enclosed respectively by "A" class divisions and "B" class divisions; location of flammable liquid storage (see 14.1.); particulars of and locations of fire alarms, fire detection systems, sprinkler installations, fixed and portable fire extinguishing appliances; fireman's outfit(s); means of access and emergency escapes for compartments and decks; locations and means of control of systems and openings which should be closed down in a fire emergency.
14.3.3 The plan(s) required by 14.3.1 should be kept up to date. Up-dating alterations should be applied to all copies of the plan(s) without delay. Each plan should include a list of alterations and the date on which each alteration was applied.
14.3.4 A duplicate set of the plan(s) should be permanently stored in a prominently marked weathertight enclosure readily accessible to assist non-vessel fire-fighting personnel who may board the vessel in a fire emergency.
14.3.5 Instructions valid to the maintenance and operation of all the equipment and installations onboard for the fighting and containment of fire should be kept in one document holder, readily available in an accessible location.
14A.1.1 Terms used in this section should have the same meaning as defined in SOLAS.
Table 14A.1.1 is a guide to the major requirements of this Section. The Table is intended as a quick reference to the requirements and is not to be used in isolation when designing the fire safety arrangements.
Means of escape (see 14A.3).
Two (2).Two (2).
PurposeThe purpose of this section is to contain a fire in the space of origin. For this purpose, the following functional requirements should be met:
14A.2.1 Forms of construction - Fire divisions
14A.2.1.1 Fire divisions required by 14A.2.2 are to be constructed in accordance with the remaining paragraphs of this sub-Section.
14A.2.1.2 Fire divisions using steel equivalent, or alternative forms of construction may be accepted if it can be demonstrated that the material by itself, or due to non-combustible insulation provided, has the fire resistance properties equivalent to those divisions required by 14A.2.2.1.
14A.2.1.3 Insulation required by 14A.2.1.2 is to be such that the temperature of the structural core does not rise above the point at which the structure would begin to lose its strength at any time during the applicable exposure to the standard fire test. For 'A' Class divisions, the applicable exposure is 60 minutes, and for 'B' Class divisions, the applicable exposure is 30 minutes.
14A.184.108.40.206 For aluminium alloy structures, the insulation is to be such that the temperature of the structural core does not rise more than 200°C above the ambient temperature at any time during the applicable fire exposure.
14A.220.127.116.11 For composite structures, the insulation is to be such that the temperature of the laminate does not rise more than the minimum temperature of deflection under load of the resin at any time during the applicable fire exposure. The temperature of deflection under load is to be determined in accordance with a recognised international standard.
14A.18.104.22.168 Insulation need only be applied on the side that is exposed to the greatest fire risk, i.e. inside the engine room, a division between two such spaces should however be insulated on both sides unless it is a steel division.
b Special attention is to be given to the fixing of fire door frames in bulkheads constructed of materials other than steel. Measures are to be taken to ensure that the temperature of the fixings when exposed to fire does not exceed the temperature at which the bulkhead itself looses strength.
14A.2.2 Structural fire protection
14A.2.2.1 a) Machinery spaces of category 'A', are to be enclosed by 'A-30' Class divisions.
b) For Short Range Yachts, machinery spaces of category ‘A’ , are to be enclosed by 'B-15' Class divisions .
14A.2.2.2 Openings in 'A' and 'B' Class divisions are to be provided with permanently attached means of closing that are to be at least as effective for resisting fires as the divisions in which they are fitted. Generally, windows should not be fitted in machinery space boundaries.
14A.2.2.3 Where 'A' Class divisions are penetrated for the passage of electric cables, pipes, trunks, ducts, etc., or for girders, beams or other structural members, arrangements are to be made to ensure that the fire resistance is not impaired.
14A.2.2.4 Where 'B' Class divisions are penetrated for the passage of electric cables, pipes, trunks, ducts, etc., or for the fitting of ventilation terminals, lighting fixtures and similar devices, arrangements are to be made to ensure that the fire resistance is not impaired.
14A.2.2.5 Where the structure or 'A' Class divisions are required to be insulated, it is to be ensured that the heat from a fire is not transmitted through the intersections and terminal points of the divisions or penetrations to uninsulated boundaries. Where the insulation installed does not achieve this, arrangements are to be made to prevent this heat transmission by insulating the horizontal and vertical boundaries or penetrations for a distance of 450 mm (this may be reduced to 380mm on steel divisions only).
14A.2.3.1 Except in refrigerated compartments of service spaces, all insulation (e.g. fire and comfort) is to be of not readily-ignitable materials .
14A.2.3.2 Pipes penetrating 'A' or 'B' Class divisions are to be of approved materials having regard to the temperature such divisions are required to withstand.
14A.2.3.3 Pipes conveying oil or other combustible liquids through accommodation and service spaces are to be of approved materials having regard to the fire risk.
14A.2.3.4 Materials readily rendered ineffective by heat are not to be used for overboard scuppers, sanitary discharges, and other outlets which are close to the waterline and where the failure of the material in the event of fire would give rise to danger of flooding. Due regard should be paid to the IMO Fire Test Procedures Code.
14A.2.3.5 Vapour barriers and adhesives used in conjunction with insulation, as well as insulation of pipe fittings for cold service system need not be non-combustible, but they are to be kept to the minimum quantity practicable and their exposed surfaces are to have low flame spread characteristics.
14A.2.3.6 Upholstery composites (fabric in association with any backing or padding material) used throughout the vessel should be approved in accordance with the IMO FTP Code, Annex 1, Part 8, or equivalent. This does not apply to spaces fitted with sprinklers or equivalent approved fixed fire extinguishing systems.
14A.2.3.7 It is recommended that organic foams used in upholstered furniture and mattresses are of the combustion modified type.
14A.2.3.8 Suspended textile materials such as curtains or drapes should be approved in accordance with the IMO FTP Code, Annex 1, Part 7, or equivalent. This does not apply to spaces fitted with sprinklers or equivalent approved fixed fire extinguishing systems.
14A.2.4 Surface of insulation
In spaces where penetration of oil products is possible, the surface of insulation is to be impervious to oil or oil vapours. Insulation boundaries are to be arranged to avoid immersion in oil spillages.
14A.2.5 Fuel arrangements
14A.2.5.1 Arrangements for the storage, distribution and utilisation of oil fuel are to be such as to minimise the risk of fire or explosion.
14A.2.5.2 Oil fuel tanks situated within, or adjacent to, the boundaries of Category 'A' machinery spaces are not to contain oil fuel having a flashpoint of less than 60°C.
14A.2.5.3 Oil fuel, lubricating oil and other flammable oils are not to be carried in fore peak tanks.
14A.2.5.4 Every oil fuel pipe, which, if damaged, would allow oil to escape from a storage, settling or daily service tank situated above the double bottom, shall be fitted with a cock or valve directly on the tank capable of being closed from a safe position outside the space concerned in the event of a fire occurring in the space in which such tanks are situated. 14A.2.5.5 Means are to be provided to stop fuel transfer pumps, oil fired boilers and separators from outside the machinery space.
14.A.2.5.6 Fuel filter bowls should be of metal, construction.
14A.3 Means of escape
14A.3.1 PurposeThe purpose of this section is to provide means of escape so that persons onboard can safely and swiftly escape to the liferaft embarkation deck. For this purpose, the following functional requirements should be met:
14A.3.2.1 Stairways, ladders and corridors serving all spaces normally accessible are to be arranged so as to provide ready means of escape to a deck from which embarkation into survival craft may be effected.
14A.3.2.2 The arrangement of the vessel should be such that all compartments are provided with a satisfactory means of escape. In the case of the accommodation, two means of escape from every restricted space or group of spaces should be provided. Concealed escapes and escape routes are to be clearly marked to ensure ready exit.
Category ‘A’ machinery spaces on motor vessels should also be provided with a minimum of two means of escape. Other machinery spaces should also have at least two means of escape as widely separated as possible, except where the small size of the machinery space makes it impracticable.
14A.3.2.3 Lifts are not considered as forming a means of escape.
14A.4 Ventilation systems
14A.4.1 Ventilation fans for machinery spaces and enclosed galleys are to be capable of being stopped, and main inlets and outlets of ventilation systems closed, from outside the spaces being served. This position should not be readily cut off in the event of a fire in the spaces served.
14A.4.2 Ventilation ducts for Category 'A' machinery spaces, galleys, spaces containing vehicles or craft with fuel in their tanks, or lockers storing such fuels, are generally not to pass through accommodation spaces, service spaces or control stations Where this is unavoidable, the trunking should be constructed of steel at least 3mm thick or equivalent to the satisfaction of the administration. The ducting within the accommodation should be fitted with:
14A.4.3 Ventilation ducts for accommodation spaces, service spaces or control stations are not to pass through Category 'A' machinery spaces, spaces containing vehicles or craft with fuel in their tanks, or lockers storing such fuels, unless the ducts are constructed of steel and arranged to preserve the integrity of the division.
14A.4.4 Store-rooms containing highly flammable products are to be provided with ventilation arrangements that are separate from other ventilation systems. Ventilation is to be arranged to prevent the build up of flammable vapours at high and low levels. The inlets and outlets of ventilators are to be positioned so that they do not draw from or vent into an area which would cause undue hazard, and are to be fitted with spark arresters.
14A.4.5 Ventilation systems serving Category 'A' machinery spaces are to be independent of systems serving other spaces.
14A.4.6 All enclosed spaces containing free standing fuel tanks are to be ventilated independently of systems serving other spaces.
14A.4.7 Ventilation is to be provided to prevent the accumulation of dangerous concentrations of flammable gas which may be emitted from batteries.
14A.5 Arrangements for gaseous fuel for domestic purposes
14A.5.1 Where gaseous fuel is used for domestic purposes, the arrangements for the storage, distribution and utilisation of the fuel is to be such that, having regard to the hazards of fire and explosion which the use of such fuel may entail, the safety of the yacht and the persons onboard is preserved. The installation is to be in accordance with recognised National or International Standards. Hydrocarbon gas detectors and carbon monoxide detectors should be provided.
14A.5.2 Gas cylinders, regulators and safety devices should be stowed on the open deck (where leakage will not accumulate) or in a compartment that is vapour-tight to the vessels interior, and fitted with a vent and drain, so that any gas which may leak can disperse overboard.
14A.5.3 An open flame gas appliance provided for cooking, heating or any other purpose should comply with the requirements of EC Directive 90/396/EEC or equivalent.
The installation of an open flame gas appliance should comply with the appropriate provisions of Annex 3.
14A.6 Space heaters
Space heaters, if used, are to be fixed in position and so constructed as to reduce fire risks to a minimum. The design and location of these units is to be such that clothing, curtains or other similar materials cannot be scorched or set on fire by heat from the unit.
14A.7 Fixed fire detection and fire-alarm systems The purpose of this section is to detect a fire in the space of origin and to provide for an alarm for safe escape and fire-fighting activity.
A fixed fire detection and fire-alarm system is to be fitted in all enclosed spaces except those containing no significant fire risk (toilets, bathrooms, void spaces, etc). The fixed fire detection and fire-alarm system is to be installed in accordance with the requirements of SOLAS II-2/7 and the IMO Fire Safety Systems Code, Chapter 9.
14A.8 Fixed fire-extinguishing systems not required by this Section
Where a fixed fire-extinguishing system not required by this Chapter, is installed, the arrangement is to be to the satisfaction of the administration.
Terms used in this section should have the same meaning as defined in SOLAS, except as defined in Section 14.1 and as follows:
"Not readily ignitable" means that the surface thus described will not continue to burn for more than 20 seconds after removal of a suitable impinging test flame;
14B.2 Table 14B.2 is a guide to the major requirements of this Section. The Table is intended as a quick reference to the requirements and is not to be used in isolation when designing the fire safety arrangements.
All vessels should comply with the following: -
Form of construction (see 14B.2.1)
Means of escape (see 14B.2.12).
2 (two)2 (two)
Fixed fire detection system (see 14B.2.15).
Fire extinguishing arrangements in Category ‘A’ machinery spaces (see 15B)
The purpose of this section is to contain a fire in the space of origin. For this purpose, the following functional requirements should be met:
14B.2.2.1 The hull, superstructures, structural bulkheads, decks and deckhouses should be constructed of steel or other equivalent material.
14B.2.2.2 However, in cases where any part of the structure is of aluminium alloy, the following should apply: -
14B.2.2.3 For composite structures, the insulation is to be such that the temperature of the laminate does not rise more than the minimum temperature of deflection under load of the resin at any time during the specified fire exposure. The temperature of deflection under load is to be determined in accordance with the requirements of a recognised international standard. This insulation is to be applied on all sides except for the upper sides of decks and the outside of the vessel.
Special attention is to be given to the fixing of fire door frames in bulkheads constructed of materials other than steel. Measures are to be taken to ensure that the temperature of the fixings when exposed to fire does not exceed the temperature at which the bulkhead itself looses strength.
14B.2.2.4 Crowns and casings of a machinery space of category A should be A60 divisions and openings therein, if any, should be suitably arranged and protected to prevent the spread of fire.
14B.2.2.5 For structures in contact with sea-water, the required insulation should extend to at least 300 mm below the lightest waterline.
14B.2.2.6 Fire divisions using steel equivalent, or alternative forms of construction may be accepted if it can be demonstrated that the material by itself, or due to non-combustible insulation provided, has the fire resistance properties equivalent to the A or B class standard required.
14B.2.2.7 Insulation required by 14B.2.2.6 is to be such that the temperature of the structural core does not rise above the point at which the structure would begin to lose its strength at any time during the applicable exposure to the standard fire test. For 'A' Class divisions, the applicable exposure is 60 minutes, and for 'B' Class divisions, the applicable exposure is 30 minutes.
14B.2.3 Main vertical zones and horizontal zones
14B.2.3.1 Hull, superstructure and deckhouses in way of accommodation and service spaces should be subdivided into main vertical zones by "A" class divisions. These divisions should have insulation values in accordance with tables 1 and 2.
14B.2.3.2 As far as practicable, the bulkheads forming the boundaries of the main vertical zones above the bulkhead deck should be in line with watertight subdivision bulkheads situated immediately below the bulkhead deck. The length and width of main vertical zones may be extended to a maximum of 48 m in order to bring the ends of main vertical zones to coincide with watertight subdivision bulkheads or in order to accommodate a large public space extending for the whole length of the main vertical zone provided that the total area of the main vertical zone is not greater than 800 m2 on any deck. The length or width of a main vertical zone is the maximum distance between the furthermost points of the bulkheads bounding it.
14B.2.3.3 Such bulkheads should extend from deck to deck and to the shell or other boundaries.
14B.2.3.4 When a main vertical zone is subdivided by "A" class divisions for the purpose of providing an appropriate barrier between spaces protected and not protected by a sprinkler system, the divisions should be insulated in accordance with the fire insulation and integrity values given in tables 1 and 2.
14B.2.4 Bulkheads within a main vertical zone
14B.2.4.1 All bulkheads within accommodation and service spaces which are not required to be "A" class divisions should be at least "B" class or "C" class divisions as prescribed in the tables 1 and 2 .
14B.2.4.2 All such divisions may be faced with combustible materials
14B.2.4.3 All corridor bulkheads, where not required to be "A" class should be "B" class divisions which should extend from deck to deck except:
14B.2.4.4 All bulkheads required to be "B" class divisions, except corridor bulkheads, should extend from deck to deck and to the shell or other boundaries unless continuous "B" class ceilings or linings are fitted on both sides of the bulkhead, in which case the bulkhead may terminate at the continuous ceiling or lining.
14B.2.5 Fire integrity of bulkheads and decks
14B.2.5.1 In addition to complying with the specific provisions for fire integrity of bulkheads and decks mentioned elsewhere in this section, the minimum fire integrity of bulkheads and decks should be as prescribed in tables 1 and 2.
14B.2.5.2 The following requirements should govern application of the tables:
(1) Control stations
(2) Corridors and lobbies
(3) Accommodation spaces
(5) Service spaces (low risk)
(6) Machinery spaces of category A,
(7) Other machinery spaces
(8) Service spaces (high risk)
(9) Open decks
14B.2.5.3 Continuous "B" class ceilings or linings, in association with the relevant decks or bulkheads, may be accepted as contributing, wholly or in part, to the required insulation and integrity of a division.
14B.2.5.4 External boundaries which are required to be of steel or other equivalent material may be pierced for the fitting of windows and portlights provided that there is no requirement for such boundaries to have "A" class integrity elsewhere in this section. Similarly, in such boundaries which are not required to have "A" class integrity, doors may be of combustible materials, substantially constructed.
Table 1 - Fire integrity of bulkheads separating adjacent spaces
Table 2 - Fire integrity of decks separating adjacent spaces
Notes: To be applied to both tables 1 and 2, as appropriate.
For the application of 14B.2.3.1 an asterisk, where appearing in table 2, except for category (9), should be read as "A-0".
14B.2.6 Protection of stairways and lifts in accommodation and service spaces
14B.2.6.1 A stairway should be of steel frame construction except where the Administration sanctions the use of other equivalent material, and should be within enclosures formed of "A" class divisions, with positive means of closure at all openings, except that:
14B.2.6.2 A stairway enclosure should have direct communication with the corridors and be of sufficient area to prevent congestion, having in view the number of persons likely to use them in an emergency. In so far as is practical, stairway enclosures should not give direct access to galleys, machinery spaces, service lockers, or other enclosed spaces containing combustibles in which a fire is likely to originate.
14B.2.6.3 A lift trunk should be so fitted to prevent the passage of flame from one 'tween-deck to another and should be provided with means of closing to permit the control of draught and smoke.
14B.2.7 Openings in "A" class divisions
14B.2.7.1 Except for hatches between store and baggage spaces, and between such spaces and the weather decks, all openings should be provided with permanently attached means of closing which should be at least as effective for resisting fires as the divisions in which they are fitted.
14B.2.7.2 The construction of all doors and door frames in "A" class divisions, with the means of securing them when closed, should provide resistance to fire as well as the passage of smoke and flame, as far as practical, equivalent to that of the bulkheads in which the doors are situated. Such doors and door frames should be constructed of steel or other equivalent material. Steel watertight doors need not be insulated.
14B.2.7.3 It should be possible for each door to be opened and closed from each side of the bulkhead by one person only.
14B.2.7.4 Fire doors in main vertical zone bulkheads, galley boundaries and stairway enclosures other than power-operated watertight doors and those which are normally locked, should satisfy the following requirements:
14B.2.7.5 Where 'A' Class divisions are penetrated for the passage of electric cables, pipes, trunks, ducts, etc., or for girders, beams or other structural members, arrangements are to be made to ensure that the fire resistance is not impaired.
14B.2.8 Openings in "B" class divisions
14B.2.8.1 Doors and door frames in "B" class divisions and means of securing them should provide a method of closure which should have resistance to fire as far as practical equivalent to that of the divisions except that a ventilation opening may be permitted in the lower portion of such doors. When such an opening is in or under a door the total net area of the opening(s) should not exceed 0.05m². When such an opening is cut in a door it should be fitted with a grill made of non-combustible material. Doors should be non-combustible or of substantial construction.
14B.2.8.2 Where 'B' Class divisions are penetrated for the passage of electric cables, pipes, trunks, ducts, etc., or for the fitting of ventilation terminals, lighting fixtures and similar devices, arrangements are to be made to ensure that the fire resistance is not impaired.
14B.2.9 Windows and portlights (Also see 5.4 and 5.5)
14B.2.9.1 All windows and portlights in bulkheads within accommodation spaces, service spaces and control stations should be so constructed to preserve the integrity requirements of the type of bulkheads in which they are fitted.
14B.2.9.2 Glass is not to be installed as an interior main vertical zone, stairway enclosure bulkhead, or within machinery space boundaries.
14B.2.10 Details of construction
14B.2.10.1 In accommodation and service spaces, control stations, corridors and stairways:
14B.2.10.2 The draught stops are to be non-combustible and are to form a continuation above the ceiling of the bulkhead below or the other side of the panelling or lining to the bulkhead, as far as possible.
14B.2.10.3 Where the structure or 'A' Class divisions are required to be insulated, it is to be ensured that the heat from a fire is not transmitted through the intersections and terminal points of the divisions or penetrations to uninsulated boundaries. Where the insulation installed does not achieve this, arrangements are to be made to prevent this heat transmission by insulating the horizontal and vertical boundaries or penetrations for a distance of 450 mm.
14B.2.10.4 Without impairing the efficiency of the fire protection, the construction of ceilings and bulkheads should allow a fire patrol to detect any smoke originating in concealed and inaccessible places, except where there is no risk of fire originating in such places.
14B.2.10.5 When gaseous fuel is used for domestic purposes, the arrangements for the storage, distribution and utilisation of the fuel should be such that, having regard to the hazards of fire and explosion which the use of such fuel may entail, the safety of the vessel and the persons onboard are preserved.
In particular, open flame gas appliances provided for cooking, heating or any other purposes, should comply with the requirements of EC directive 90/396/EEC or equivalent and, the installation of open flame gas appliances should comply with the appropriate provisions of Section 14A.5
14B.2.11 Restricted use of combustible materials
14B.2.11.1 Except in spaces protected by an automatic sprinkler system and fully addressable fire detection system in accordance with 14B.2.14, all linings, grounds, and ceilings should be of non-combustible materials
14B.2.11.2 The use of combustible materials is to be kept to a minimum. Insulation materials should be non-combustible.
14B.2.11.3 The following surfaces should be low flame spread:
14B.2.11.5 Pipes conveying oil or combustible liquids through accommodation and service spaces are to be of approved materials having regard to the fire risk.
14B.2.11.6 Materials readily rendered ineffective by heat are not to be used for overboard scuppers, sanitary discharges, and other outlets which are close to the waterline and where the failure of the material in the event of fire would give rise to the danger of flooding.
14B.2.11.7 Furniture in the corridors and escape routes should be of a type and quantity not likely to obstruct access. Additionally, furniture along escape routes should be secured in place to prevent shifting if the vessel rolls or lists.
14B.2.11.8 Primary deck coverings within accommodation spaces, service spaces and control stations are to be of a type which will not readily ignite, or give rise to toxic or explosive hazards at elevated temperatures. Reference is also to be made to the IMO FTP Code, Annex 1, Parts 2 and 6.
14B.2.11.9 Vapour barriers and adhesives used in conjunction with insulation, as well as insulation of pipe fittings for cold service systems need not be non-combustible, but they should be kept to the minimum quantity practicable and their exposed surfaces should have low flame spread characteristics.
14B.2.11.10 Except when a fully addressable fire detection system is fitted, upholstery composites (fabric in association with any backing or padding material) used throughout the vessel should be approved in accordance with the IMO FTP Code, Annex 1, Part 8 or an equivalent standard acceptable to the administration.
14B.2.11.11 Except when a fully addressable fire detection system is fitted bedding components should be approved in accordance with the IMO FTP Code, Annex 1, Part 9 or an equivalent standard acceptable to the administration
14B.2.11.12 Except when a fully addressable fire detection system is fitted Suspended textile materials such as curtains and drapes should be approved in accordance with the IMO FTP Code, Annex 1, Part 7, or an equivalent standard acceptable to the administration
14B.2.11.13 Upholstery, bedding components and suspended textiles required to comply with the IMO FTP code or an equivalent standard are to be clearly labelled by the manufacturer stating the standard that they meet and any washing or cleaning instructions needed to maintain their fire resistance. These labels are not to be removed.
14B.2.11.14 In spaces where penetration of oil products is possible, the surface of insulation is to be impervious to oil or oil vapours. Insulation boundaries are to be arranged to avoid immersion in oil spillages so far as is practicable.
14B.2.12 Means of escape
The purpose of this section is to provide means of escape so that persons onboard can safely and swiftly escape to the lifeboat and liferaft embarkation deck. For this purpose, the following functional requirements should be met:
14B.2.12.1 Stairways and ladders should be arranged to provide ready means of escape to the lifeboat and liferaft embarkation deck from all guest and crew accommodation spaces and service spaces in which the crew are normally employed, other than machinery spaces. In particular, the following provisions should be complied with:
14B.2.12.2 Two means of escape should be provided from each machinery space. In particular, the following provisions should be complied with:
14B.2.12.3 Lifts should not be considered as forming one of the required means of escape.
14B.2.12.4 In exceptional circumstances a single means of escape may be accepted for spaces other than accommodation spaces that are entered only occasionally, if the escape route does not pass through a galley, machinery space or watertight door.
14B.2.12.5 Adequate deck area is to be provided at assembly stations and embarkation areas having due regard to the expected number of persons. Generally, assembly stations should be provided close to the embarkation stations. Each assembly station should have sufficient clear deck space to accommodate all persons assigned to assemble at that station, but at least 0.35 m2 per person.
14B.2.12.6 Emergency Escape Breathing Devices
Emergency escape breathing devices (EEBD’s) should comply with the Fire Safety Systems Code. At least one spare emergency escape breathing device should be kept onboard.
14B.22.214.171.124 All vessels should carry at least two EEBD’s within accommodation spaces, and at least two EEBD’s should be carried in each main vertical zone.
14B.126.96.36.199 On all vessels, within the machinery spaces, EEBD’s should be situated ready for use at easily visible locations, which can be reached quickly and easily at any time in the event of fire. The number and location should take into account the layout of the machinery space and the number of persons normally working in the space. The number and location of these devices should be indicated in the fire control plan.
14B.2.13 Ventilation systems
14B.2.13.1 Ventilation ducts should be of non-combustible material. Short ducts, however, not generally exceeding 2m in length and with a cross-section not exceeding 0.02m² need not be non-combustible, subject to the following conditions:
14B.2.13.2 Where ventilation ducts with a free cross-sectional area exceeding 0.02m² pass through class "A" bulkheads or decks, the opening should be lined with a steel sheet sleeve unless the ducts passing through the bulkheads or decks are of steel in the vicinity of passage through the deck or bulkhead and the ducts and sleeves should comply in this part with the following:
14B.2.13.3 Ducts provided for the ventilation of a machinery space of category A, machinery spaces, galley, spaces containing vehicles or craft with fuel in their tanks or lockers storing such fuel, should not pass through accommodation spaces, service spaces or control stations unless they comply with the conditions specified in .1 to .4 or .5 and .6 below:
14B.2.13.4 Ducts provided for ventilation to accommodation spaces, service spaces or control stations should not pass through a machinery space of category A machinery spaces, galley, spaces containing vehicles or craft with fuel in their tanks or lockers storing such fuel, unless they comply with the conditions specified in .1 to .3 or .4 and .5 below:
14B.2.13.5 Ventilation ducts with a free cross-sectional area exceeding 0.02m² passing through "B" class bulkheads should be lined with steel sheet sleeves of 900mm in length divided preferably into 450mm on each side of the bulkheads, unless the duct is of steel for this length.
14B.2.13.6 For a control station outside machinery spaces and other normally manned control stations, practical measures should be taken to ensure that ventilation, visibility and freedom from smoke are maintained so that, in the event of fire, the machinery and equipment contained in the control station may be supervised and continue to function effectively. Alternative and separate means of air supply should be provided; air inlets of the two sources of supply should be so disposed that the risk of both inlets drawing in smoke simultaneously is minimized. These requirements need not apply to control stations situated on, and opening on to, an open deck, or where local closing arrangements would be equally effective.
14B.2.13.7 Exhaust duct(s) from a galley range should be constructed of "A" class divisions where passing through accommodation spaces and/or spaces containing combustible materials. In addition to the requirements of 14B.2.13.3 An exhaust duct should be fitted with:
14B.2.13.8 When it is necessary for a ventilation duct to pass through a main vertical zone division, a fail-safe automatic closing fire damper should be fitted adjacent to the division. The damper should also be capable of being manually closed from each side of the division. The operating position should be readily accessible and be marked in red light-reflecting colour. The duct between the division and the damper should be of steel or other equivalent material and, if necessary, insulated to comply with the requirements of SOLAS regulation II-2/9.3.1. The damper should be fitted on at least one side of the division with a visible indicator showing whether the damper is in the open position.
14B.2.13.9 Inlets and outlets of ventilation systems should be capable of being closed from outside the space being ventilated.
14B.2.13.10 Power ventilation of accommodation spaces, service spaces, control stations and machinery spaces should be capable of being stopped from an easily accessible position outside the space being served. This position should not be readily cut off in the event of a fire in the spaces served. The means provided for stopping the power ventilation of a machinery space should be entirely separate from the means provided for stopping ventilation of other spaces.
14B.2.13.11 Where public spaces span three or more open decks and contain combustibles such as furniture and other enclosed spaces, the space is to be equipped with a smoke extraction system. The smoke extraction system is to be activated by the smoke detection system required by 14B.2.14 and is to be capable of manual control. The fans are to be capable of exhausting the entire volume within the space in not more than 10 min.
14B.2.13.12 Store-rooms containing highly flammable products are to be provided with ventilation arrangements that are separate from other ventilation systems. Ventilation is to be arranged to prevent the build up of flammable vapours at high and low levels. The inlets and outlets of ventilators are to be positioned so that they do not draw from or vent into an area which would cause undue hazard, and are to be fitted with spark arresters.
14B.2.13.13 Ventilation systems serving Category 'A' machinery spaces are to be independent of systems serving other spaces.
14B.2.13.14 All enclosed spaces containing free standing fuel tanks are to be ventilated independently of systems serving other spaces.
14B.2.13.15 Ventilation is to be provided to prevent the accumulation of dangerous concentrations of flammable gas which may be emitted from batteries.
14B.2.13.16 Ventilation openings may be fitted in and under the lower parts of cabin and public space doors in corridor bulkheads. The total net area of any such openings is not to exceed 0,05 m2.
14B.2.13.17 For spaces containing vehicles or craft with fuel in their tanks or lockers storing such fuels, see 14B.1. For additional requirements for the ventilation of domestic gaseous fuel, see 14B.2.20.
14B.2.13.18 Ducts provided for exhaust ventilation from laundries are to be fitted with suitable located cleaning and inspection openings.
14B.2.13.19 All fire dampers should comply with IMO FTP Code, Annex 1, Part 3.
14B.2.14 Fixed fire detection and fire alarm systems and automatic sprinkler, fire detection and fire alarm systems
The purpose of this section is to detect a fire in the space of origin and to provide for alarm for safe escape and fire-fighting activity. For this purpose, the following functional requirements should be met:
14B.2.14.1 Each separate zone in all accommodation and service spaces, except spaces which afford no substantial fire risk such as void spaces, sanitary spaces, etc., should be provided throughout with an automatic sprinkler, fire detection and fire alarm system of an approved type and complying with the requirements of SOLAS, Part C. regulation II-2/7 and the IMO FSS Code, Chapter 8, or an equivalent standard acceptable to the administration. The system should be designed to enable simultaneous operation of all sprinklers fitted in the most hydraulically demanding area. The minimum area for simultaneous operation may be taken as the largest area bounded by A0 class divisions or the breadth of the vessel squared, whichever is the greater. In addition, a fixed fire detection and fire alarm system of an approved type complying with the requirements of SOLAS II-2/7 and the IMO FSS Code, Chapter 9 should be installed and arranged to provide smoke detection in corridors, stairways and escape routes within accommodation spaces;
14B.2.15 Fire detection and alarms
14B.2.15.1 Manually operated call points complying with the requirements of SOLAS II-2/7 and the IMO FSS Code, Chapter 9 should be installed.
14B.2.15.2 For vessels having a freeboard length of 85 m or more, a public address system complying with the requirements of SOLAS III/6.5 is to be available throughout the accommodation and service spaces and control stations and open decks.
14B.2.16 Oil fuel arrangements
14B.2.16.1 Arrangements for the storage, distribution and utilisation of oil fuel are to be such as to minimise the risk of fire or explosion.
14B.2.16.2 As far as practicable, oil fuel tanks are to be part of the vessel's structure and are to be located outside Category 'A' machinery spaces.
14B.2.16.3 Where oil fuel tanks, other than double bottom tanks, are necessarily located adjacent to or within Category 'A' machinery spaces, at least one of their vertical sides is to be contiguous to the machinery space boundaries, and is preferably to have a common boundary with the double bottom tanks, and the area of the tank boundary common with the machinery spaces is to be kept to a minimum. Where the vertical boundary of a tank directly exposed to a machinery space meets the vessel's side plating at an acute angle, a small horizontal surface at the base of the tank, necessary to accommodate practical constructional considerations may be permitted. If the arrangement of the machinery is such that a tank with a large horizontal surface at the base is necessary then a cofferdam with suitable ventilation arrangements, to protect the base of the tank from the effect of a machinery space fire, will be specially considered. Oil fuel tanks situated within the boundaries of Category 'A' machinery spaces are not to contain oil fuel having a flashpoint of less than 60°C. Except for vessels constructed of materials other than steel, where steel tanks should be provided, the use of free standing oil fuel tanks is prohibited.
14B.2.17 Lubricating oil arrangements
Arrangements for the storage, distribution and utilisation of oil used in pressure lubrication systems are to be such as to minimise the risk of fire or explosion.
14B.2.18 Arrangements for other flammable oils
Arrangements for the storage, distribution and utilisation of other flammable oils employed under pressure in power transmission systems, control and activating systems and heating systems are to be such as to minimise the risk of fire or explosion.
14B.2.19 Prohibition of carriage of flammable oils in forepeak tanks
Oil fuel, lubricating oil and other flammable oils are not to be carried in forepeak tanks.
14B.2.20 Arrangements for gaseous fuel for domestic purposes
Where gaseous fuel is used for domestic purposes, the arrangements for the storage, distribution and utilization of the fuel are to be such that, having regard to the hazards of fire and explosion which the use of such fuel may entail, the safety of the vessel and the persons on board is preserved. The installation is to be in accordance with recognised National or International Standards and is to meet the requirements contained in 14A.5.
14B.2.21 Space heaters
Space heaters, if used, are to be fixed in position and so constructed as to reduce fire risks to a minimum. The design and location of these units is to be such that clothing, curtains or other similar materials cannot be scorched or set on fire by heat from the unit.
15A.1 General Requirements
15A.1.1 Fire appliances are to be of an approved type and should be provided to meet the minimum requirements listed in Table 1 and the specific requirements of 15A.2.
15A.1.2 Fire appliances provided in addition to those required by 15A.1.1 should be of a type acceptable to the Administration.
15A.1.3 The location of concealed fire appliances should be clearly marked.
Table 1 - Fire appliancex - Vessels of less than 500 Gt
FIRE EXTINGUISHERS - for a machinery space containing internal combustion type machinery - the options are:
1 foam extinguisher of 45l capacity; or 1 CO2 extinguisher of 16kg capacity
1 foam extinguisher of 45l capacity; or
1 CO2 extinguisher of 16kg capacity
15A.2 Specific Requirements
15A.2.1 Provision of water jet
At least one jet of water, from a single length of hose, should be able to reach any part of the vessel normally accessible to passengers or crew while the vessel is being navigated and, any store room and any part of a storage compartment when empty.
15A.2.2 Fire pumps
15A.2.2.1 The power driven fire pump should have a capacity of
L is the length B is the greatest moulded breadth D is the moulded depth measured to the bulkhead deck at amidships. When discharging at full capacity through 2 adjacent fire hydrants, the pump should be capable of maintaining a water pressure of 0.2N/mm2 at any hydrant, provided the fire hose can be effectively controlled at this pressure.
15A.2.2.2 The second fire pump, which may be portable, should have a capacity of at least 80% of that required by 15A.2.2.1 and be capable of input to the fire main. A permanent sea connection, external to the machinery space, should be provided. “Throw-over” sea suctions are not acceptable.
15A.2.2.3 Each centrifugal fire pump should be provided with a non-return valve in the connection to the fire main.
15A.2.3 Firemain and hydrants
15A.2.3.1 A firemain, water service pipes and fire hydrants should be fitted.
15A.2.3.2 The fire main and water service pipe connections to the hydrants should be sized for the maximum discharge rate of the pump(s) connected to the main.
15A.2.3.3 The fire main, water service pipes and fire hydrants should be constructed such that they will:
15A.2.3.4 When a fire main is supplied by 2 pumps, 1 in the machinery space and 1 elsewhere, provision should be made for isolation of the fire main within the machinery space and for the second pump to supply the fire main and hydrants external to the machinery space. Isolation valve(s) should be manually operated valves fitted outside the machinery space in a position easily accessible in the event of a fire.
15A.2.3.5 The fire main should have no connections other than those necessary for fire fighting or washing down.
15A.2.3.6 Fire hydrants should be located for easy attachment of fire hoses, protected from damage and distributed so that a single length of the fire hoses provided can reach any part of the vessel
15A.2.3.7 Fire hydrants should be fitted with valves that allow a fire hose to be isolated and removed when a fire pump is operating.
15A.2.4 Fire hoses
15A.2.4.1 Fire hoses should not exceed 18 metres in length and, generally, the diameter of a lined hose for use with a powered pump should not be less than 45mm.
15A.2.4.2 Fire hoses and associated tools and fittings should be kept in readily accessible and known locations close to the hydrants or connections on which they will be used. Hoses supplied from a powered pump should have jet/spray nozzles (incorporating a shut-off facility) of diameter 19mm, 16mm or 12mm depending on fire fighting purposes. For accommodation and service spaces, the diameter of nozzles need not exceed 12mm. For machinery spaces and exterior locations, the nozzle size should be as to obtain the maximum discharge possible from two jets at the pressure referred to in 15A.2.2.1, from the smallest pump.
15A.2.4.3 Hydrants or connections in interior locations on the vessel should have hoses connected at all times. For use within accommodation and service spaces, proposals to provide a smaller diameter of hoses and jet/spray nozzles will be considered.
15A.2.4.4 The number of fire hoses and nozzles provided should correspond to the functional fire safety requirements but, be at least 3.
15A.2.5 Portable fire extinguishers for use in accommodation and service spaces
15A.2.5.1 The number, location, fire extinguishing medium type and capacity should be selected according to the perceived fire risk, but for each deck, one portable extinguisher should be available for use within a distance of 10 m from any location. A minimum of at least 3 portable fire extinguishers should be provided. As far as practical, the fire extinguishers provided should have a uniform method of operation and should be of an approved type and capacity.
15A.2.5.2 Portable fire extinguishers of the carbon dioxide type should not be located or provided for use in accommodation spaces.
15A.2.5.3 Except for portable extinguishers provided in connection with a specific hazard within a space when it is manned (such as a galley), portable extinguishers generally should be located external to, but adjacent, to the entrance of the space(s) in which they will be used. Extinguishers should be stowed in readily accessible and marked locations.
15A.2.5.4 Spare charges should be provided onboard for at least 50% of each type and capacity of portable fire extinguisher onboard. When an extinguisher is not of a type which is rechargeable when the vessel is at sea, an additional portable fire extinguisher of the same type (or its equivalent) should be provided.
15A.2.6 Fire extinguishing in machinery spaces
15A.2.6.1 In a machinery space containing internal combustion type machinery fire appliances should be provided at least to the extent listed in item 7 of Table 1 - Fire Appliances.
15A.2.6.2 In a machinery space containing an oil fired boiler, oil fuel settling tank or oil fuel unit, a fixed fire extinguishing system complying with the IMO Fire Safety Systems Code should be installed.
15A.2.6.3 Portable fire extinguishers should be installed and the number, location, fire extinguishing medium type and capacity should be selected according to the perceived fire risk in the space. (Spare charges or spare extinguishers should be provided per 15A.2.5.4.)
In any case, portable fire extinguishers for extinguishing oil fires should be fitted:
15B FIRE APPLIANCES - VESSELS OF 500 GT AND OVER
All vessels should comply with the requirements of SOLAS regulation II-2/10 as may be amended and as appropriate to the vessel and its equipment. For the purpose of the SOLAS regulations the standards for a cargo ship apply.
In no case should the standards applied be less than those applied to a vessel of less than 500 GT.
16.1.1 All vessels regardless of size should comply with the requirements of this chapter.
16.2 Radiocommunications: The Global Marine Distress and Safety System (GMDSS)
16.2.1 Each vessel should carry sufficient radio equipment to perform the following distress and safety communications functions throughout its intended voyage:
16.2.2 Radio installations
188.8.131.52 Table 1 illustrates the radio installations to be carried to fulfill the functional requirements sailing at different distances from a safe haven.
As an illustration, the minimum equipment to be installed on a vessel engaged on world-wide operations south of 70 North and north of 70 degrees South would be:
one VHF radiotelephone with DSC; one INMARSAT-C ship earth station; one NAVTEX receiver.
Note also the requirement for the carriage of two way radiotelephone sets, EPIRB's and SART's given in section 13 table 1
16.2.3 Operational Performance
184.108.40.206 All radiocommunications equipment should be of a type which is approved by the relevant authority.
220.127.116.11 The radio installation should:
16.2.5 Sources of energy
18.104.22.168 There should be available at all times, while the vessel is at sea, a supply of electrical energy sufficient to operate the radio installations and to charge any batteries used as part of a reserve source or sources of energy for the radio installations.
22.214.171.124 A reserve source or energy, independent of the propelling power of the vessel and its electrical system, should be provided for the purpose of conducting distress and safety radiocommunications for a minimum of one hour in the event of failure of the vessel's main and, if provided, emergency sources of electrical power.
126.96.36.199 When a reserve source of energy consists of a rechargeable accumulator battery, a means of automatically charging such batteries should be provided which is capable of recharging them to minimum capacity requirements within 10 hours.
188.8.131.52 The siting and installation of accumulator batteries should ensure the highest degree of service and safety.
184.108.40.206 A vessel, while at sea, should maintain a continuous watch:
16.2.7 Radio Personnel
220.127.116.11 A vessel should carry at least one person qualified for distress and safety radiocommunication purposes, who should hold a certificate of competence acceptable to the relevant authority.
17.1 Every vessel should comply with the requirements of the International Regulations For Preventing Collisions At Sea, 1972, as amended.
17.2 All navigation lights should be provided with main and emergency power supply.
17.3 With due regard to accessibility the requirement for duplication for navigation lights required to be shown whilst underway may be satisfied by having a spare lamp that can be easily fitted within three minutes.
17.4 For vessels where compliance is impracticable alternatives may be considered by application to the Administration.
18.1 Navigational Equipment
18.1.1 A vessel should be fitted with the following:
18.1.2 A vessel should be fitted with, the following additional equipment:
18.1.3 For vessels of less than 300 GT the equipment specified in 18.1.1 and 18.1.2 need not be of an approved type.
18.1.4 Means should be provided for taking bearings as near as practicable over an arc of the horizon of 360o. This requirement may be met by the fitting of a pelorus compass, or, on a vessel other than a steel vessel, with a hand bearing compass.
18.1.5 For vessels under 300 GT the requirements of 18.104.22.168 may be met by the use of a fluxgate compass, provided that a suitable back up power supply is available to power the compass in the event of failure of the main electrical supply. Where such a compass incorporates a capability to measure magnetic deviation by undertaking a calibration routine, and where the deviation figures are recorded within the device, a deviation card is not required.
18.1.6 Attention should be paid to magnetic effects on magnetic compasses, including fluxgate compasses, when operating in Polar Regions. (i.e. north of 70° N, or south of 70° S).
18.1.7 All vessels of 300 GT and over shall be fitted with an approved automatic identification system (AIS) in accordance with SOLAS Chapter V, no later than 31st December 2004. The AIS shall:
18.2 Bridge Visibility
18.2.1 Navigation bridge visibility should comply with SOLAS Chapter V. Vessels under 45m in length should comply as far as reasonable and practicable.
18.2.2 Windows may be inclined from the vertical plane provided that, where necessary, appropriate measures are taken to avoid adverse reflections from within.
18.2.3 Windows to the navigating position should not be of either polarised or tinted glass (see 5.5.8) Portable tinted screens may be provided for selected windows.
19.1 Nautical Publications
Every vessel should carry nautical charts and nautical publications to plan and display the ship’s route for the intended voyage and to plot and monitor positions throughout the voyage.
An electronic chart system may be accepted as meeting these chart carriage requirements. For vessels of 300 GT and over this system is to be of an approved type (ECDIS).
Back-up arrangements to meet these functional requirements should be provided where this function is partly or fully filled by electronic means.
19.2 Measuring Instruments
Every vessel should carry a barometer. Every sailing vessel should carry an anemometer and an inclinometer. 19.3 Signalling Lamp
Every vessel should carry a daylight signalling lamp, or other means to communicate by light during day and night using an energy source of electrical power not solely dependent upon the ship's power supply. The signalling lamp may be the searchlight required by 19.4.
Every vessel should carry an efficient fixed or portable searchlight suitable for man-overboard search and rescue operations.
20.1.1 Vessels will be considered to have adequate equipment if fitted out in accordance with standards for such equipment, set by an approved Classification Society.
20.1.2 Vessels not equipped in accordance with 20.1.1 may be specially considered by the Administration, provided full information is submitted for approval.
20.1.3 All vessels are to have at least 2 anchors, one of which must be ready for use at all times. Any powered deployment system should be connected to an emergency power supply or be capable of being manually operated.
20.2 Sailing Vessels
20.2.1 The sizing of anchors and cables for sailing vessels should take into account the additional windage effect of the masts and rigging.
20.2.2 Typically, for square rigged sailing vessels, experience based guidance on approximate increase in anchor mass and cable strength required is:
for vessels up to 50 metres in length, typically 50% above the requirements for a typical motor vessel having the same total longitudinal profile area of hull and superstructure as the square rigged sailing vessel under consideration; and for vessels 100 metres in length and over, typically 30% above the requirements for a typical motor vessel having the same total longitudinal profile area of hull and superstructure as the square rigged sailing vessel under consideration. For a square rigged sailing vessel of between 50 and 100 metres in length the increase should be obtained by linear interpolation.
for vessels up to 50 metres in length, typically 50% above the requirements for a typical motor vessel having the same total longitudinal profile area of hull and superstructure as the square rigged sailing vessel under consideration; and
for vessels 100 metres in length and over, typically 30% above the requirements for a typical motor vessel having the same total longitudinal profile area of hull and superstructure as the square rigged sailing vessel under consideration.
For a square rigged sailing vessel of between 50 and 100 metres in length the increase should be obtained by linear interpolation.
21.1.1 An adequate standard of accommodation should be provided to ensure the comfort, recreation, health and safety of all persons on board.
21.1.2 Attention is drawn to the achievement of appropriate standards for means of access and escape, lighting, heating, food preparation and storage, messing, safety of movement about the vessel, ventilation and water services.
21.1.3 Generally, accommodation standards for the crew should be at least equivalent to the standards set by the International Labour Organisation conventions for crew accommodation in merchant ships. The ILO Convention provisions should be practicable with regard to vessels greater than 500 GT. For smaller vessels, particularly sailing vessels, the standards should be applied where possible. When it is neither reasonable nor practicable to site crew sleeping accommodation amidships or aft, and above the deepest waterline as required, measures taken to ensure an equivalent level of crew health and safety should be agreed with the Administration. Sleeping accommodation with the deck head lining below the deepest waterline is not permitted. It is recommended that where such accommodation is sited partially below the deepest waterline it should be arranged such that in the event of damage to the watertight compartment in which the accommodation space is situated, the lining should not be immersed.
21.1.5 Crew accommodation should not be sited within hazardous spaces.
The following standards are described by general principles which need to be expanded to meet the requirements which relate to the use and areas of operation of particular vessels.
21.2 Access/Escape Arrangements
See 14A.3 and 14B.2.12.
An electric lighting system should be installed which is capable of supplying adequate light to all enclosed accommodation and working spaces. The system should be designed and installed in accordance with section 8.
As considered appropriate, an adequate heating installation should be provided.
21.5 Food Preparation, Storage and Messing
The galley floor should be provided with a non-slip surface and provide a good foothold.
All furniture and fittings in the galley shall be made of a material which is impervious to dirt and moisture. All metal parts of furniture and fittings shall be rust resistant.
The ventilation in the galley shall be so arranged as to ensure an adequate supply of fresh air and the efficient discharge of fumes into the open air (see also 21.7).
When a cooking appliance is gimballed it should be protected by a crash bar or other means to prevent personal injury. Means should be provided to lock the gimballing mechanism.
Means should be provided to allow the cook to be secured in position, with both hands free for working, when the vessel motions threaten safe working.
Secure and hygienic storage for food and garbage should be provided.
A messing area(s) should be provided, each messing area shall be large enough to accommodate the greatest number of persons likely to use it at any one time.
21.6 Hand Holds and Grab Rails
There should be sufficient hand holds and grab rails within the accommodation to allow safe movement around the accommodation at all times. Stairways should be specially considered
Effective means of ventilation should be provided to all enclosed spaces which are entered by personnel.
Mechanical ventilation should be provided to all accommodation spaces on vessels which are intended to make long international voyages or operate in tropical waters. As a minimum, mechanical ventilation should be capable of providing 6 changes of air per hour, when all access and other openings (other than ventilation intakes) to the spaces are closed.
Air conditioning systems are to provide a minimum of 25m3 of air per hour, per person accommodated in the ventilated space during normal operating conditions.
Enclosed galleys are to be specially considered, and where air conditioning is not fitted should have, as a minimum, a mechanical supply of 20 fresh air changes per hour and a mechanical exhaust of 30 changes.
21.8 Water Services
An adequate supply of fresh drinking water should be provided and piped to convenient positions throughout the accommodation spaces.
In addition, an emergency reserve supply of drinking water should be carried, sufficient to provide at least 2 litres per person. The installation of fresh water making machines and disinfection arrangements are to be to the acceptance of the Administration. (For the purposes of this silver ionisation or chlorination would be considered acceptable.)
21.9 Sleeping Accommodation
An appropriately sized bed (bunk or cot) should be provided for every person on board, with due regard for the guidance produced by the International Labour Organization (ILO). Where considered appropriate, means for preventing the occupants from falling out, should be provided.
There shall be no direct access into sleeping rooms from spaces for machinery, galleys, paint rooms or from engine, deck, and other bulk storerooms, drying rooms, communal wash places or water closets.
In crew accommodation, wherever possible, the maximum number of persons per sleeping room is to be two and there should be unobstructed access to at least one side of each bed. Any increase in the maximum number of persons per sleeping room should be agreed with the Administration
21.10 Toilet Facilities
Adequate sanitary toilet facilities should be provided on board. The facilities should be at least one water closet, one shower for every 8 persons or part thereof, and one wash basin for every 6 persons or part thereof.
In vessels where a sanitary system, including a holding tank, are provided, care should be taken to ensure that there is no possibility of fumes from the tank finding their way back to a toilet, should the water seal at the toilet be broken.
21.11 Stowage Facilities for Personal Effects Adequate stowage facilities for clothing and personal effects should be provided for every person on board.
21.12 Securing of Heavy Equipment
All heavy items of equipment such as ballast, batteries, cooking stove, etc, should be securely fastened in place. All stowage lockers containing heavy items should have lids or doors which are capable of being securely fastened.
22.1 Deckhouses and Superstructures
The structural strength of any deckhouse or superstructure should comply with the requirements of one of the Classification Societies listed in the National Annex, as appropriate to the vessel and its areas of operation.
22.2 Bulwarks and Guard Rails
22.2.1 Bulwarks and/or guardrails on all accessible decks should be 1000 mm high except that on vessels built to 1959 Load Line Rules these may be 915mm high. Any opening should not exceed 380 mm. Where no bulwarks are fitted, or bulwark height is less than 230mm, the lowest opening should not exceed 230mm. They should be supported at intervals not exceeding 2.2 metres. Intermediate courses of rails or wires should be evenly spaced.
22.2.2 Satisfactory means (in the form of guard rails, life lines, gangways or underdeck passages, etc.) shall be provided for the protection of the crew in getting to and from their quarters, the machinery space and all other areas used in the necessary work of the craft.
22.2.3 Where the function of the vessel would be impeded by the provision of bulwarks and/or guard rails complying with 22.2.1, alternative proposals detailed to provide equivalent safety for persons on deck should be submitted to the Administration for approval.
22.3 Safe Work Aloft, Overside, and on the Bowsprit of Sailing Vessels
22.3.1 When access to the rig, bowsprit, or overside working is required, provision should be made to enable people to work safely, in accordance with national standards.
22.3.2 The arrangements provided should be based on established safe working practices for the type of vessel. The arrangements may include but not be limited to:
22.4 Personal Clothing
It should be the responsibility of an owner/managing agent/skipper to advise that the following requirements for items of personal clothing should be met:
Attention is drawn to the IMO Code on Noise Levels on Board Ships, Resolution A.468 (XII), published 1982.
22.5.1 Vessels covered by this Code should meet the recommendations so far as is reasonable and practicable.
22.5.2 The IMO Code on Noise on Board Ships promotes the control of noise within the framework of internationally agreed guidelines, whilst recommending methods of measuring noise at listening posts.
22.5.3 For safe navigation, it is important that sound signals and VHF communications can be heard, at the navigating position in normal operating conditions.
22.5.4 For machinery spaces, workshops and stores which are manned either continuously or for lengthy periods, the recommended limits are 90dB(A) for machinery spaces and 85dB(A) for workshops and stores.
For machinery spaces which are not intended to be continuously manned or are attended for short periods only, the recommended limits are 110dB(A).
The limits have been set from hearing damage risk considerations and the use of suitable ear protectors.
22.5.5 To indicate the need to wear ear protectors, safety signs, signs with symbols and supplementary warning notices should be displayed at all entrances to spaces in which the noise level exceeds 85dB(A).
A vessel should carry medical stores as required by the Administration.
Medical training requirements for members of the complement of the vessel are given in the National Annex.
24.1 Tenders (Dinghies)
24.1.1 When a vessel carries a rigid or inflatable tender, it should be fit for its intended use, regularly inspected by the owner/managing agent, and maintained in a safe condition
24.1.2 Safety equipment should be provided in the tender as appropriate to its intended range and area of operation.
24.1.3 Each tender should be clearly marked with the number of persons (mass 75 kg) that it can safely carry, and the name of the parent vessel.
24.1.4 In the case of petrol-engined tenders, see section 14 for the safety requirements for the carriage of petrol.
24.2.1 When provision is made for helicopter operations to/from the vessel, the arrangements should comply with SOLAS II-2/18. (Currently refers to IMO Resolution A.855(20)). Attention is also drawn to the International Civil Aviation Organisation (ICAO) Annex 14 of the Convention on International Civil Aviation, Volume 2 ‘Heliports’. 24.2.2 If it is proposed to provide refuelling facilities for a helicopter whilst it is onboard the vessel, approval should be sought from the Administration.
24.3 Pilot for Vessel
Boarding arrangements provided for pilots should have due regard for SOLAS Chapter V, Regulation 23 and IMO Resolution A.889 (21) “Pilot transfer arrangements”, International Maritime Pilots’ Association (IMPA) recommendations, or any documents replacing them.
24.4 Gangways, Passerelles, and Accommodation Ladders
24.4.1 A safe means of access is to be provided at all times when in port, either deployed or available for deployment. If the safe means of access is not deployed, there shall be a means provided for communication between those on the quay and those on board. 24.4.2 When provided, gangways, passerelles, and accommodation ladders should be manufactured to a recognised national or international standard, and be clearly marked with the manufacturer's name, the model number, the maximum design angle of use and the maximum safe loading (by number of persons and by total weight). Side screens or handrail(s) should be provided.
24.4.3 Where gangways, passerelles or ladders do not comply with national or international standards, a manufacturer’s test load certificate should be provided. Alternatively practical tests may be carried out to the satisfaction of the Administration. In all cases the maximum design angle, maximum number of persons, and the maximum total weight should be clearly marked, and are be used in accordance with the manufacturer’s instructions.
24.4.4 Accommodation ladders should be provided on a vessel of 120 metres in length and over.
24.4.5 Access equipment and immediate approaches to it should be adequately illuminated.
24.4.6 Reference standards include:
BSMA 78:1978 - Gangways (excluding the maximum overall widths specified in table 2); andBSMA 89:1980 - Accommodation Ladders.ISO 7061:1993 -Shipbuilding - Aluminium shore gangways for seagoing vessels ISO 5488:1979 - Shipbuilding - Accommodation ladders
25.1 Vessels should comply with all the requirements of MARPOL as prescribed by the regulations of the Administration. For vessels under 400 GT it is the owner’s responsibility to comply with local administration/port state requirements and for dealing with oily bilge water retention etc.
25.2 Every ship of 400 GT and above, and every ship which is certified to carry 15 persons or more, should carrya garbage management plan which should include the written procedures agreed for collection, storage, processing and disposal of garbage; and a garbage record book recording disposal and incineration, as outlined in regulation 9 of Annex V of MARPOL.
25.3 Special local requirements may exist in national sea areas, ports and harbours. The attention of owners/operators is drawn to the need to comply with local requirements as appropriate.
26.1.1 All vessels covered by this code are required to be surveyed and certificated in accordance with the International Load Line Convention; vessels over 400 GT under the MARPOL Convention. Vessels over 500 GT are required to be surveyed and certificated under the construction and safety equipment requirements of the SOLAS Convention. All vessels ships of over 300 GT are also required to be surveyed and certificated under the radio requirements of SOLAS. Annex 3 is the list of certificates to be issued.
26.1.2 Statutory work may be undertaken by surveyors of the Administration or by surveyors of a Classification Society appointed by the Administration and, for safety radio, an appropriate Certifying Authority in relation to radio installations. See National Annex for delegations.
26.1.3 A vessel to which the International Conventions apply must be surveyed and, if the necessary standards are met, Convention certificates will be issued. All requests for survey and certification must be made to the Administration, the appropriate Classification Society or appropriate Certifying Authority in relation to radio installations.
26.2 Initial Survey (including new-building commercial vessels)
Vessels are required to be issued with the following certificates, as appropriate.
26.3 Exemption from certain safety regulations
If an owner/managing agent seeks any exemption from the application of specific regulations or requirements, formal application must be made to the Administration, demonstrating an equivalent level of safety. The Administration will issue an exemption if and when appropriate.
26.4 Periodical Surveys
26.4.1 Load Line Certificates, Cargo Ship Safety Construction Certificates and Certificates of Compliance (Valid for 5 years in general)
Annual, intermediate and renewal surveys with respect to the Load Line Certificates, the Cargo Ship Safety Construction Certificates and the Certificate of Compliance should be carried out to the satisfaction of the Administration or Class Society as appropriate.
Any certificate is to be valid for not more the 5 years from the date of survey.
26.4.2 Cargo Ship Safety Equipment and Safety Radio Certificates
22.214.171.124 Safety Equipment Certificates and Safety Radio Certificate surveys should be carried out either by the Administration or Parties to the SOLAS Convention at the request of a the Administration; or by a Classification Society surveyor appointed by the Administration to act on its behalf; or by an appropriate Certifying Authority in relation to radio installations for cargo ships.
126.96.36.199 An application to the Administration for an extension to the certificate will be agreed only in cases when it appears proper and reasonable to do so.
188.8.131.52 At least once during a five year period, a surveyor appointed by the Administration will visit the ship to survey its safety equipment and to conduct a general inspection to ensure that standards are being met.
26.5 Use of an Authorised Classification Society
An authorised Classification Society is aware of the extent to which responsibility has been delegated to issue Load Line Certificates and Cargo Ship Safety Construction Certificates. International Conventions give specific discretion to an Administration to either make exemptions or accept equivalent equipment or arrangements. The formal agreement between the Administration and an authorised Classification Society governs the relationship between the two parties.
26.6 Use of a Classification Society Surveyor to act on the behalf of the Administration
An exclusive surveyor from an authorised Classification Society and proposed by the Society may be appointed from time to time to act on behalf of the Administration in cases when it is impracticable for a surveyor of the Administration to make the visit necessary for the survey.
When a Classification Society surveyor is so appointed, actions taken will be under direct instruction of the Administration. The Administration will provide the appointed surveyor with detailed guidance on the scope of survey and report required.
26.7 Accident Investigations
The Administration with which the vessel is registered is obliged to investigate accidents or incidents in accordance with the requirements of International Conventions. Apart from this legal requirement, an Administration investigates such occurrences to demonstrate the effective control and importance they attach to safety at sea.
It is an offence for the vessel's master, skipper or owner not to inform the appropriate authority of a reportable accident shortly after it occurs and to provide details so that an assessment of its seriousness can be made quickly. The Marine Administration will appoint a suitable Surveyor or Inspector whenever an investigation is required. The Marine Administration will then receive the Surveyor's or the Inspector's report and will deal with the follow up action.
All serious casualties in accordance with the International Maritime Organisation's (IMO) definition should be reported to IMO through the Administration.
27.1 All vessels of 500 GT and over, and associated managers, are required to comply with the IMO International Safety Management Code.
27.2 All vessels under 500GT should employ a safety management system as described in Annex 1.
All vessels of 500 GT and over are required to comply with the IMO International Ship and Port Facility Security Code.
1. The purpose of this Annex is to provide guidance on how to develop and implement an effective safety management system for vessel under 500 GT, where full certification to the International Safety Management Code is not a requirement.
2. Each operator should create a safe working environment, which should include the following:
A health and safety protection policy.
2.1 This must address the issues of health, safety and the environment as they affect the company and its staff, both ashore and afloat. Such a policy might read along the following lines:
“The policy of (name of Company/Owner) is to conduct its activities taking full account of the health and safety of its employees and of all persons using or connected with the Company/Owner. In implementing this policy, (name of Company/Owner) will ensure that the [vessel] is, at all times, properly maintained and operated by qualified personnel in full compliance with relevant legislation. In particular the [Company/Owner] will carry out an assessment of the risks to the health and safety of workers and others affected by [the undertaking], and will take the necessary measures to minimise the risks identified.”
2.2 The owner/operator is recommended to develop and implement an oil management plan to the same standard as the garbage management plan and to integrate it with the Health and Safety Protection Policy. This is not required for vessels over 400 GT, for which an IOPP certificate is required.
Procedures to ensure safe operation of vessels in compliance with the regulations and rules.
2.3 The regulations and rules, not addressed by this Code of Practice, which apply to all vessels include but are not limited to:
2.3.1 The company should draw up simple procedures to ensure that safe working practices are carried out in the operation of the vessel. These may be in the form of checklists which can be followed by all personnel.
2.3.2 For some vessels, it might be appropriate to have permanently exhibited checklists, e.g. in the wheelhouse for navigational items. Alternatively, in a smaller vessel, the record could take any suitable form such as a diary as distinct from a specially printed logbook. Whatever form the record takes, such entries should be accepted as evidence of compliance with the ONBOARD PROCEDURES requirements.
Lines of communication between personnel, ashore and afloat.
2.4 Responsibility and authority of each employee should be clear. This may be best illustrated in a simple diagram, showing who reports to whom.
Procedures for reporting accidents.
2.5 The requirement for reporting accidents should be well understood by all personnel and in so doing improve the safety culture practiced on board.
Procedures for responding to emergency situations.
2.6 There should be clearly stated procedures for responding to emergency situations. These may include but not be limited to:
2.6.1 Checklists may be useful in this regard.
Health and safety protection policy
3. One or more competent persons should be delegated to take responsibility for health and safety, and that person/persons should be clearly identified. It is the responsibility of the owner/operator to ensure that the policy is complied with, and that the responsibilities are understood.
4. The company/owner should develop a policy on prevention of alcohol and drug abuse.
5. All personnel both ashore and afloat have a duty to take care of themselves and other persons who may be affected by their acts or omissions.
6. It is essential that, in the event of an emergency, there is the ability to communicate with the emergency services via a shore base. The shore base may be the company office ashore, the local Coastguard, Police or Fire Station, or another office as may be agreed between the vessel and the shore base.
7. The Master must have authority at all times, to make decisions with regard to the safety of the vessel and the persons on board. To ensure that there is no ambiguity regarding the authority of the Master, there should be a simple written statement to this effect.
Personnel and training
8. All personnel should receive training appropriate to the tasks they undertake. It is the responsibility of the company/owner to ensure that this training is given, and that the personnel have an understanding of the relevant regulations and rules.
9. As a minimum, this means:
10. Prior to the first occasion of working on the vessel, each employee must receive appropriate familiarisation training and proper instruction in onboard procedures. This could include but not necessarily be limited to:
11. Simple procedures should be developed for the operation of the vessel. These should include, but not be limited to:
Preparation for emergencies
12. The potential emergencies likely to be encountered by the vessel should be considered. Exercises should then be carried out in the handling of these emergencies and evacuation from the vessel.
13. Where possible, all personnel should be involved in these exercises, both ashore and afloat. 14. The roles and responsibilities of all personnel in an emergency situation should be defined.
15. The exercises should be recorded. The names of those who participated should also be recorded.
Reporting of accidents
16. Vessels operating under this Code are required to report any accidents to the Administration and the company must therefore have a procedure in place. Additionally, all accidents and near accidents should be recorded and reported to the operator/owner, who should implement corrective action, with the aim of improving safety.
Maintenance of the vessel and equipment
17. Maintenance of the vessel and equipment is an essential ingredient of safety management. The equipment should be checked and tested daily when in use, in addition to the tests referred to in the ONBOARD PROCEDURES section of the Code.
18. There should be procedures for a more detailed inspection and maintenance programme of the vessel and equipment.
19. The frequency of the inspections should be determined by the owner/operator, but every event should be recorded.
20. A checklist could be employed as an aide memoir for the inspection of equipment.
21. Every company/owner should undertake a review of the safety management system of all vessels at least once in every three years.
1 General Information
1.1 Possible dangers arising from the use of liquid petroleum gas (LPG) open flame appliances in the marine environment include fire, explosion and asphyxiation, due to leakage of gas from the installation.
1.2 Consequently, the siting of gas-consuming appliances and storage containers and the provision of adequate ventilation to spaces containing them, is most important.
1.3 It is dangerous to sleep in spaces where gas-consuming open-flame appliances are left burning, because of the risk of carbon monoxide poisoning.
1.4 LPG is heavier than air and if released, may travel some distance whilst seeking the lowest part of a space. Therefore, it is possible for gas to accumulate in relatively inaccessible areas, such as bilges, and diffuse to form an explosive mixture with air, as in the case of petrol vapour.
1.5 A frequent cause of accidents involving LPG installations is the use of unsuitable fittings and improvised "temporary" repairs.
2 Stowage of Gas Containers
2.1 LPG cylinders, regulators and safety devices should be stowed on the open deck (where leakage will not accumulate) or in a compartment that is vapour-tight to the vessels interior, and fitted with a vent and drain, so that any gas which may leak can disperse overboard.
2.2 The vent and drain should not be less 19mm in diameter, run to the outside of the craft and terminate 75mm or more above the “at rest” waterline. Generally, the drain and locker ventilation should be 500 mm or more from any opening to the interior.
2.3 The cylinders and associated fittings should be positively secured against movement and protected from damage in any foreseeable event.
2.4 Any electrical equipment located in cylinder lockers should be certified safe for use in the potential explosive atmosphere.
3 Cylinders and Attachements
3.1 Each system shall be fitted with a readily accessible, manually operated isolating valve in the supply pressure part of the system.
3.2 In multiple container installations non-return valve should be placed in the supply line near to the stop valve on each container. If a change-over device is used (automatic or manual), it should be provided with non-return valves to isolate any depleted container.
3.3 Where more than one container can supply a system, the system should not be used with a container removed unless the unattached pipe is fitted with a suitable gas tight plug arrangement.
3.4 Containers not in use or not being fitted into an installation should have the protecting cap in place over the container valve.
4 Fittings and Pipework
4.1 For rigid pipework systems solid drawn copper alloy or stainless steel tube. Steel tubing or aluminium or any materials having a low melting point should not be used.
4.2 Connection between rigid pipe sections should be made with, hard solder (minimum melting point 450ºC), appropriate compression or screwed fittings are recommended for general use for pipework in LPG installations.
4.3 Lengths of flexible piping (if required for flexible connections) should conform to an appropriate standard, be kept as short as possible, and be protected from inadvertent damage. Such hose should be installed in such a manner as to give access for inspection along its length.
Proposals for a more extensive use of flexible piping (which conforms to an internationally recognised standard for its application) should be submitted to the Administration for approval on an individual basis.
5.1 All appliances should be well secured to avoid movement.
5.2 All unattended appliances should be of the room sealed type, i.e where the gas flames are isolated in a totally enclosed shield where the air supply and combustion gas outlets are piped to open air.
5.3 All gas burners and pilot flames should be fitted with a flame supervision device which will shut off the gas supply to the burnier or pilot flame in the event of flame failure
5.4 Flue-less heaters should be selected only if fitted with atmosphere-sensitive cut-off devices to shut off the gas supply at a carbon dioxide concentration of not more than 1.5% by volume.
5.5 Heaters of a catalytic type should not be used.
6.1 The ventilation of requirements of a space containing a LPG appliance should be assessed against an appropriate standard and should take into account gas burning equipment and persons occupying that space.
6.2 Where ventilators required for the LPG appliances in intermittent use can be closed, there should be appropriate signs at the appliance warning of the need to have those ventilators open before the appliance is used.
7 Gas Detection
7.1 Suitable means for detecting the leakage of gas should be provided in any compartment containing a gas-consuming appliance, or in any adjoining space of a compartment into which the gas (more dense than air) may seep.
7.2 Gas detectors heads should be securely fixed in the lower part of the compartment in the vicinity of the gas-consuming appliance and in other space(s) into which gas may seep. In areas where the detector head is susceptible to damage in the lowest part of the compartment (e.g. engine space bilge) the detector head should at least be fitted below the lowest point of ignition.
7.3 Any gas detector should preferably, be of a type which will be actuated promptly and automatically by the presence of a gas concentration in air of not greater than 0.5% (representing approximately 25% of the lower explosive limit). The detection system should incorporate a visible alarm and an audible which can be heard in the space concerned and the control position with the vessel in operation.
7.4 Where electrical detection equipment is fitted, it should be certified as being flame-proof or intrinsically safe for the gas being used.
7.5 In all cases, the arrangements should be such that the detection system can be tested frequently whilst the vessel is in service, which should include a test of the detector head operation as well as the alarm circuit, in accordance with the manufacturers instructions.
7.6 All detection equipment should be maintained in accordance with the manufacturer’s requirements.
8 Emergency Action
8.1 A suitable notice, detailing the action to be taken when an alarm is given by the gas detection system, should be displayed prominently in the vessel.
8.2 The information given should include the following:
= 24 metres
Structural Fire Protection & Means of Escape # - Using equivalent standards of the Code
NOTE THE ADMINISTRATION RETAINS THE RIGHT TO SURVEY AND ISSUE CERTIFICATES FOR ALL OF THE ABOVE ITEMS
The annex contains requirements and supplementary notes specific to Netherlands’ vessels.
Pertaining to article 18a of the Regulation Safety Seagoing Vessels
§ 1. Requirements for ships, referred to in article 3a, first clause, part b Ships referred to in article 3a, first clause, part b, comply with:
§ 2. Requirements for ships, referred to in article 3a, first clause, part c Ships referred to in article 3a, first clause, part c, comply with:
See Annex / zie bijlage
Class Sea area EU Directive 1998/18 passengersships on national voyages.