TRACTATENBLADVAN HETKONINKRIJK DER NEDERLANDEN50 (1974) Nr. 23A.TITELInternationaal
Verdrag voor de beveiliging van mensenlevens op zee,
1974;(met
Bijlage)Londen, 1 november
1974B.TEKSTDe
Engelse en de Franse tekst van Verdrag en Bijlage zijn geplaatst in
Trb.??1976,
157.Voor correcties van de Bijlage zie
Trb.??1983,
32.Voor wijzigingen van de Bijlage zie
Trb.??1983,
32 en rubriek J van
Trb.??1983,
173,
Trb.??1985,
155,
Trb.??1989,
42 en
98,
Trb.??1992,
24,
Trb.??1994,
19,
Trb.??1996,
18,
128 en
257,
Trb.??1997,
226,
Trb.??1998,
155, en
Trb.??2005,
55.Voor correcties van de wijzigingen van de Bijlage
zie
Trb.??1985,
155, rubriek J van
Trb.??1995,
236, rubriek B van
Trb.??1996,
128, rubriek J van
Trb.??2005,
55 en rubriek B van
Trb.??2006,
72.Resolutie
MSC.151(78) van 20 mei
2004Bij
Resolutie MSC.151(78) heeft de Maritieme Veiligheidscommissie van de
Internationale Maritieme Organisatie op 20 mei 2004 in overeenstemming
met artikel VIII(b)(iv) van het Verdrag wijzigingen aangenomen. De
Engelse
tekst1)De
Chinese, de Franse, de Russische en de Spaanse tekst zijn niet
afgedrukt.Het voor eensluidend gewaarmerkt afschrift
is nog niet ontvangen. In de tekst kunnen derhalve onjuistheden
voorkomen, die in een volgend Tractatenblad zullen worden
gecorrigeerd.
van de Resolutie en de wijzigingen luidt als
volgt:Resolution
MSC.151(78)(adopted on 20 May
2004)Adoption of Amendments to the International
Convention for the Safety of Life at Sea, 1974, as
amendedThe
Maritime Safety Committee,Recalling Article 28(b) of the
Convention on the International Maritime Organization concerning the
functions of the Committee,Recalling further article VIII(b)
of the International Convention for the Safety of Life at Sea (SOLAS),
1974 (hereinafter referred to as ???the Convention???),
concerning the amendment procedure applicable to the Annex to the
Convention, other than to the provisions of chapter I
thereof,Noting SOLAS regulation II-1/3-6 concerning access to
and within spaces in the cargo area of oil tankers of 500 gross tonnage
and over and bulk carriers of 20,000 gross tonnage and over, adopted by
resolution MSC.134(76), which is applicable to oil tankers and bulk
carriers constructed on or after 1 January 2005,Acknowledging
concerns expressed with regard to problems which might be encountered
when implementing the requirements of the aforementioned SOLAS
regulation II-1/3-6,Having considered, at its seventy-eighth
session, amendments to SOLAS regulation II-1/3-6, proposed and
circulated in accordance with article VIII(b)(i) of the
Convention,
1.Adopts,
in accordance with article VIII(b)(iv) of the Convention, amendments to
regulation II-1/3-6 of the Convention, the text of which is set out in
the Annex to the present
resolution;
2.Determines, in accordance
with article VIII(b)(vi)(2)(bb) of the Convention, that the said
amendments shall be deemed to have been accepted on 1 July 2005,
unless, prior to that date, more than one third of the Contracting
Governments to the Convention or Contracting Governments the combined
merchant fleets of which constitute not less than 50% of the gross
tonnage of the world???s merchant fleet, have notified their
objections to the amendments;
3.Invites
SOLAS Contracting Governments to note that, in accordance
with article VIII(b)(vii)(2) of the Convention, the amendments shall
enter into force on 1 January 2006 upon their acceptance in
accordance with paragraph 2
above;
4.Requests the
Secretary-General, in conformity with article VIII(b)(v) of
the Convention, to transmit certified copies of the present resolution
and the text of the amendments contained in the Annex to all
Contracting Governments to the
Convention;
5.Further requests the
Secretary-General to transmit copies of this resolution and its Annex
to Members of the Organization, which are not Contracting Governments
to the Convention;
6.Resolves that
SOLAS Contracting Governments may apply, in advance, the annexed SOLAS
regulation II-1/3-6 adopted by this resolution together with the
amendments to the Technical provisions for means of access for
inspections adopted by resolution MSC.158(78) in lieu of SOLAS
regulation II-1/3-6 adopted by resolution MSC.134(76) and the Technical
provisions for means of access for inspections adopted by resolution
MSC.133(76) to ships flying their flag constructed on or after 1
January
2005.Amendments
to the International Convention for the Safety of Life at Sea, 1974, as
amendedII-1CONSTRUCTION
??? STRUCTURE, SUBDIVISION AND STABILITY, MACHINERY AND ELECTRICAL
INSTALLATIONSA-1STRUCTURE
OF
SHIPS3-6Access
to and within spaces in the cargo area of oil tankers and bulk
carriers1.The
title of the regulation is replaced by the
following:???Access to and within spaces in, and forward
of, the cargo area of oil tankers and bulk
carriers???2.In
paragraph 1.1, the date ???1 January 2005??? is replaced with
???1 January
2006???.3.In
paragraph 2.1, in the first sentence, the words ???within the
cargo area??? and ???a permanent??? are
deleted.4.In
paragraph 3.1, in the second sentence, the words ???or to foreward
ballast tanks??? are inserted between the words ???bottom
spaces??? and ???may be from a
pump-room???.5.In
paragraph 4.1, in the second sentence, the words ???in the cargo
area??? are
deleted.Resolutie
MSC.152(78) van 20 mei
2004Bij
Resolutie MSC.152(78) heeft de Maritieme Veiligheidscommissie van de
Internationale Maritieme Organisatie op 20 mei 2004 in overeenstemming
met artikel VIII(b)(iv) van het Verdrag wijzigingen aangenomen. De
Engelse
tekst1)De
Chinese, de Franse, de Russische en de Spaanse tekst zijn niet
afgedrukt.Het voor eensluidend gewaarmerkt afschrift
is nog niet ontvangen. In de tekst kunnen derhalve onjuistheden
voorkomen, die in een volgend Tractatenblad zullen worden
gecorrigeerd.
van de Resolutie en de wijzigingen luidt als
volgt:Resolution
MSC.152(78)(adopted on 20 May
2004)Adoption of Amendments to the International
Convention for the Safety of Life at Sea, 1974, as
amendedThe
Maritime Safety Committee,Recalling Article 28(b) of the
Convention on the International Maritime Organization concerning the
functions of the Committee,Recalling further article VIII(b)
of the International Convention for the Safety of Life at Sea (SOLAS),
1974 (hereinafter referred to as ???the Convention???),
concerning the amendment procedure applicable to the Annex to the
Convention, other than the provisions of chapter I
thereof,Having considered, at its seventy-eighth session,
amendments to the Convention, proposed and circulated in accordance
with article VIII(b)(i)
thereof,
1.Adopts,
in accordance with article VIII(b)(iv) of the Convention, amendments to
the Convention, the text of which is set out in the Annex to the
present resolution;
2.Determines, in
accordance with article VIII(b)(vi)(2)(bb) of the Convention, that the
said amendments shall be deemed to have been accepted on 1 January
2006, unless, prior to that date, more than one third of the
Contracting Governments to the Convention or Contracting Governments
the combined merchant fleets of which constitute not less than 50% of
the gross tonnage of the world???s merchant fleet, have notified
their objections to the
amendments;
3.Invites SOLAS Contracting
Governments to note that, in accordance with article
VIII(b)(vii)(2) of the Convention, the amendments shall enter into
force on 1 July 2006 upon their acceptance in accordance
with paragraph 2 above;
4.Requests the
Secretary-General, in conformity with article VIII(b)(v) of
the Convention, to transmit certified copies of the present resolution
and the text of the amendments contained in the Annex to all
Contracting Governments to the
Convention;
5.Further requests the
Secretary-General to transmit copies of this resolution and its Annex
to Members of the Organization, which are not Contracting Governments
to the
Convention.Amendments
to the International Convention for the Safety of Life at Sea, 1974, as
amendedIIILIFE-SAVING
APPLIANCES AND
ARRANGEMENTS19Emergency
training and
drills1.The
existing text of paragraph 3.3.3 is replaced by the
following:
???3.3.3.Except
as provided in paragraphs 3.3.4 and 3.3.5, each lifeboat shall be
launched, and manoeuvred in the water by its assigned operating crew,
at least once every three months during an abandon ship
drill.???20Operational
readiness, maintenance and
inspections2.In
paragraph 1, in the second sentence, the words ???paragraphs 3 and
6.2??? are replaced by the words ???paragraphs 3.2, 3.3 and
6.2???.3.The
existing text of paragraph 3 is replaced by the
following:
???3.Maintenance
3.1.Maintenance,
testing and inspections of life???saving appliances shall be
carried out based on the guidelines developed by the
Organization1)Refer
to the Guidelines for periodic servicing and maintenance of lifeboats,
launching appliances and on-load release gear
(MSC/Circ.1093).
and in a manner having due regard to ensuring reliability
of such appliances.
3.2.Instructions
for on-board maintenance of life-saving appliances complying with
regulation 36 shall be provided and maintenance shall be carried out
accordingly.
3.3.The Administration may
accept, in compliance with the requirements of paragraph 3.2, a
shipboard planned maintenance programme, which includes the
requirements of regulation
36.???4.The
existing text of paragraph 6 is replaced by the
following:
???6.Weekly
inspectionThe following tests and inspections shall be carried
out weekly and a report of the inspection shall be entered in the
log-book:
.1.all
survival craft, rescue boats and launching appliances shall be visually
inspected to ensure that they are ready for use. The inspection shall
include, but is not limited to, the condition of hooks, their
attachment to the lifeboat and the on-load release gear being properly
and completely reset;
.2.all engines in
lifeboats and rescue boats shall be run for a total period of not less
than 3 min, provided the ambient temperature is above the minimum
temperature required for starting and running the engine. During this
period of time, it should be demonstrated that the gear box and gear
box train are engaging satisfactorily. If the special characteristics
of an outboard motor fitted to a rescue boat would not allow it to be
run other than with its propeller submerged for a period of 3 min, it
should be run for such a period as prescribed in the
manufacturer???s handbook. In special cases, the Administration
may waive this requirement for ships constructed before 1 July
1986;
.3.lifeboats, except free-fall
lifeboats, on cargo ships shall be moved from their stowed position,
without any persons on board, to the extent necessary to demonstrate
satisfactory operation of launching appliances, if weather and sea
conditions so allow; and
.4.the general
emergency alarm shall be
tested.???5.In
paragraph 7, the existing text is numbered as paragraph 7.2 and the
following new paragraph 7.1 is
added:
???7.1.All
lifeboats, except free-fall lifeboats, shall be turned out from their
stowed position, without any persons on board if weather and sea
conditions so
allow.???6.The
existing text of paragraph 11 is replaced by the
following:
???11.Periodic
servicing of launching appliances and on-load release
gear
11.1.Launching
appliances shall
be:
.1.maintained
in accordance with instructions for on-board maintenance as required by
regulation 36;
.2.subject to a thorough
examination at the annual surveys required by regulations I/7 or I/8,
as applicable; and
.3.upon completion
of the examination referred to in .2 subjected to a dynamic test of the
winch brake at maximum lowering speed. The load to be applied shall be
the mass of the lifeboat without persons on board, except that, at
intervals not exceeding five years, the test shall be carried out with
a proof load of 1.1 times the maximum working load of the
winch.
11.2.Lifeboat
on-load release gear shall
be:
.1.maintained
in accordance with instructions for on-board maintenance as required by
regulation 36;
.2.subject to a thorough
examination and operational test during the annual surveys required by
regulations I/7 and I/8 by properly trained personnel familiar with the
system; and
.3.operationally tested
under a load of 1.1 times the total mass of the lifeboat when loaded
with its full complement of persons and equipment whenever the release
gear is overhauled. Such over-hauling and test shall be carried out at
least once every five
years.2)Refer
to the Recommendation on testing of life-saving appliances, adopted by
the Organization by resolution A.689(17). For life-saving appliances
installed on board on or after 1??July 1999, refer to the Revised
Recommendations on testing of life-saving appliances, adopted by the
Organization by resolution MSC.81(70).
???32Personal
life-saving
appliances7.The
existing text of paragraph 3 is replaced by the
following:
???3.Immersion
suits
3.1.This
paragraph applies to all cargo ships. However, with respect to cargo
ships constructed before 1 July 2006, paragraphs 3.2 to 3.5 shall be
complied with not later than the first safety equipment survey on or
after 1 July 2006.
3.2.An immersion
suit complying with the requirements of section 2.3 of the Code shall
be provided for every person on board the ship. However, for ships
other than bulk carriers, as defined in regulation IX/1, these
immersion suits need not be required if the ship is constantly engaged
on voyages in warm
climates3)Refer
to the Guidelines for assessment of thermal protection
(MSC/Circ.1046).
where, in the opinion of the Administration, immersion suits are
unnecessary.
3.3.If a ship has any
watch or work stations which are located remotely from the place or
places where immersion suits are normally stowed, additional immersion
suits shall be provided at these locations for the number of persons
normally on watch or working at those locations at any
time.
3.4.Immersion suits shall be so
placed as to be readily accessible and their position shall be plainly
indicated.
3.5.The immersion suits
required by this regulation may be used to comply with the requirements
of regulation
7.3.???IVRADIOCOMMUNICATIONS15Maintenance
requirements8.The
existing text of paragraph 9 is replaced by the
following:
???9.Satellite
EPIRBs shall
be:
.1.annually
tested for all aspects of operational efficiency, with special emphasis
on checking the emission on operational frequencies, coding and
registration, at intervals as specified
below:
.1.on
passenger ships, within 3 months before the expiry date of the
Passenger Ship Safety Certificate;
and
.2.on cargo ships, within 3 months
before the expiry date, or 3 months before or after the anniversary
date, of the Cargo Ship Safety Radio
Certificate.The test may be conducted on board
the ship or at an approved testing station;
and
.2.subject to maintenance at
intervals not exceeding five years, to be performed at an approved
shore-based maintenance
facility.???CertificatesRecord
of Equipment for the Cargo Ship Safety Equipment Certificate (Form
E)
9.In
section 2, item 9 is deleted and items 10, 10.1 and 10.2 are renumbered
as items 9, 9.1 and 9.2
respectively.Resolutie
MSC.153(78) van 20 mei
2004Bij
Resolutie MSC.153(78) heeft de Maritieme Veiligheidscommissie van de
Internationale Maritieme Organisatie op 20 mei 2004 in overeenstemming
met artikel VIII(b)(iv) van het Verdrag wijzigingen aangenomen. De
Engelse
tekst1)De
Chinese, de Franse, de Russische en de Spaanse tekst zijn niet
afgedrukt.Het voor eensluidend gewaarmerkt afschrift
is nog niet ontvangen. In de tekst kunnen derhalve onjuistheden
voorkomen, die in een volgend Tractatenblad zullen worden
gecorrigeerd.
van de Resolutie en de wijzigingen luidt als
volgt:Resolution
MSC.153(78)(adopted on 20 May
2004)Adoption of Amendments to the International
Convention for the Safety of Life at Sea, 1974, as
amendedThe
Maritime Safety Committee,Recalling Article 28(b) of the
Convention on the International Maritime Organization concerning the
functions of the Committee,Recalling further article VIII(b)
of the International Convention for the Safety of Life at Sea (SOLAS),
1974 (hereinafter referred to as ???the Convention???)
concerning the amendment procedure applicable to the Annex to the
Convention, other than the provisions of chapter I
thereof,Noting resolution A.920(22) entitled ???Review of
safety measures and procedures for the treatment of persons rescued at
sea???,Recalling also the provisions of the Convention
relating to the obligation
of:
???shipmasters
to proceed with all speed to the assistance of persons in distress at
sea; and
???Contracting
Governments to ensure arrangements for coast watching and for the
rescue of persons in distress at sea round their
coasts,Noting also article 98 of the United
Nations Convention on the Law of the Sea, 1982, regarding the duty to
render assistance,Noting further the initiative taken by the
Secretary-General to involve competent United Nations specialized
agencies and programmes in the consideration of the issues addressed in
this resolution, for the purpose of agreeing on a common approach which
will resolve them in an efficient and consistent
manner,Realizing the need for clarification of existing
procedures to guarantee that persons rescued at sea will be provided a
place of safety regardless of their nationality, status or the
circumstances in which they are found,Realizing further that
the intent of the new paragraph 1-1 of SOLAS regulation V/33, as
adopted by this resolution, is to ensure that in every case a place of
safety is provided within a reasonable time. It is further intended
that the responsibility to provide a place of safety, or to ensure that
a place of safety is provided, falls on the Contracting Government
responsible for the search and rescue region in which the survivors
were recovered,Having considered, at its seventy-eighth
session, amendments to the Convention, proposed and circulated in
accordance with article VIII(b)(i)
thereof,
1.Adopts,
in accordance with article VIII(b)(iv) of the Convention, amendments to
the Convention, the text of which is set out in the Annex to the
present resolution;
2.Determines, in
accordance with article VIII(b)(vi)(2)(bb) of the Convention, that the
said amendments shall be deemed to have been accepted on 1 January
2006, unless, prior to that date, more than one third of the
Contracting Governments to the Convention or Contracting Governments
the combined merchant fleets of which constitute not less than 50% of
the gross tonnage of the world???s merchant fleet, have notified
their objections to the
amendments;
3.Invites SOLAS Contracting
Governments to note that, in accordance with article
VIII(b)(vii)(2) of the Convention, the amendments shall enter into
force on 1 July 2006 upon their acceptance in accordance
with paragraph 2 above;
4.Requests the
Secretary-General, in conformity with article VIII(b)(v) of
the Convention, to transmit certified copies of the present resolution
and the text of the amendments contained in the Annex to all
Contracting Governments to the
Convention;
5.Further requests the
Secretary-General to transmit copies of this resolution and its Annex
to Members of the Organization, which are not Contracting Governments
to the Convention;
6.Also requests the
Secretary General to take appropriate action in further pursuing his
inter-agency initiative, informing the Maritime Safety Committee of
developments, in particular with respect to procedures to assist in the
provision of places of safety for persons in distress at sea, for
action as the Committee may deem
appropriate.Amendments
to the International Convention for the Safety of Life at Sea, 1974, as
amendedVSAFETY
OF
NAVIGATION2Definitions1.The
following new paragraph 5 is added after the existing paragraph
4:
???5.Search
and rescue service. The performance of distress monitoring,
communication, co-ordination and search and rescue functions, including
provision of medical advice, initial medical assistance, or medical
evacuation, through the use of public and private resources including
co-operating aircraft, ships, vessels and other craft and
installations.???33Distress
messages: obligations and
procedure2.The
title of the regulation is replaced by the
following:???Distress situations: obligations and
procedures???3.In
paragraph 1, the words ???a signal??? in the first sentence
are replaced by the word ???information???, and the following
sentence is added after the first sentence of the
paragraph:???This obligation to provide assistance
applies regardless of the nationality or status of such persons or the
circumstances in which they are
found.???4.The
following new paragraph 1-1 is inserted after the existing paragraph
1:
???1-1.Contracting
Governments shall co-ordinate and co-operate to ensure that masters of
ships providing assistance by embarking onboard persons in distress at
sea are released from their obligations with minimum further deviation
from the ships??? intended voyage, provided that releasing the
master of the ship from the obligations under the current regulation
does not further endanger the safety of life at sea. The Contracting
Government responsible for the search and rescue region in which such
assistance is rendered shall exercise primary responsibility for
ensuring such co-ordination and co-operation occurs, so that survivors
assisted are disembarked from the assisting ship and delivered to a
place of safety, taking into account the particular circumstances of
the case and guidelines developed by the Organization. In these cases
the relevant Contracting Governments shall arrange for such
disembarkation to be effected as soon as reasonably
practicable.???5.The
following new paragraph 6 is added after the existing paragraph
5:
???6.Masters
of ships who have embarked persons in distress at sea shall treat them
with humanity, within the capabilities and limitations of the
ship.???34Safe
navigation and avoidance of dangerous
situations6.The
existing paragraph 3 is
deleted.7.The
following new regulation 34-1 is added after the existing regulation
34:34-1Master???s
discretionThe owner, the charterer, the company
operating the ship as defined in regulation IX/1, or any other person
shall not prevent or restrict the master of the ship from taking or
executing any decision which, in the master???s professional
judgement, is necessary for safety of life at sea and protection of the
marine
environment.???Resolutie
MSC.170(79) van 9 december
2004Bij
Resolutie MSC.170(79) heeft de Maritieme Veiligheidscommissie van de
Internationale Maritieme Organisatie op 9 december 2004 in
overeenstemming met artikel VIII(b)(iv) van het Verdrag wijzigingen
aangenomen. De Engelse
tekst1)De
Chinese, de Franse, de Russische en de Spaanse tekst zijn niet
afgedrukt.Het voor eensluidend gewaarmerkt afschrift
is nog niet ontvangen. In de tekst kunnen derhalve onjuistheden
voorkomen, die in een volgend Tractatenblad zullen worden
gecorrigeerd.
van de Resolutie en de wijzigingen luidt als
volgt:Resolution
MSC.170(79)(adopted on 9 December
2004)Adoption of Amendments to the International
Convention for the Safety of Life at Sea, 1974, as
amendedThe
Maritime Safety Committee,Recalling Article 28(b) of the
Convention on the International Maritime Organization concerning the
functions of the Committee,Recalling further article VIII(b)
of the International Convention for the Safety of Life at Sea (SOLAS),
1974 (hereinafter referred to as ???the Convention???),
concerning the amendment procedure applicable to the Annex to the
Convention, other than the provisions of chapter I
thereof,Having considered, at its seventy-ninth session,
amendments to the Convention, proposed and circulated in accordance
with article VIII(b)(i)
thereof,
1.Adopts,
in accordance with article VIII(b)(iv) of the Convention, amendments to
the Convention, the text of which is set out in the Annex to the
present resolution;
2.Determines, in
accordance with article VIII(b)(vi)(2)(bb) of the Convention, that the
said amendments shall be deemed to have been accepted on 1 January
2006, unless, prior to that date, more than one third of the
Contracting Governments to the Convention or Contracting Governments
the combined merchant fleets of which constitute not less than 50% of
the gross tonnage of the world???s merchant fleet, have notified
their objections to the
amendments;
3.Invites SOLAS Contracting
Governments to note that, in accordance with article
VIII(b)(vii)(2) of the Convention, the amendments shall enter into
force on 1 July 2006 upon their acceptance in accordance
with paragraph 2 above;
4.Requests the
Secretary-General, in conformity with article VIII(b)(v) of
the Convention, to transmit certified copies of the present resolution
and the text of the amendments contained in the Annex to all
Contracting Governments to the
Convention;
5.Further requests the
Secretary-General to transmit copies of this resolution and its Annex
to Members of the Organization, which are not Contracting Governments
to the
Convention.Amendments
to the International Convention for the Safety of Life at Sea, 1974, as
amendedII-1CONSTRUCTION
??? STRUCTURE, SUBDIVISION AND STABILITY, MACHINERY AND ELECTRICAL
INSTALLATIONS2Definitions1.The
following new paragraph 14 is added after existing paragraph
13:
???14.Bulk
carrier means a bulk carrier as defined in regulation
XII/1.1.???18Construction
and initial tests of watertight doors, sidescuttles, etc., in passenger
ships and cargo
ships2.Paragraph
2 of the regulation is replaced by the
following:
???2.In
passenger ships and cargo ships watertight doors shall be tested by
water pressure to a head up to the bulkhead deck or freeboard deck
respectively. Where testing of individual doors is not carried out
because of possible damage to insulation or outfitting items, testing
of individual doors may be replaced by a prototype pressure test of
each type and size of door with a test pressure corresponding at least
to the head required for the intended location. The prototype test
shall be carried out before the door is fitted. The installation method
and procedure for fitting the door on board shall correspond to that of
the prototype test. When fitted on board, each door shall be checked
for proper seating between the bulkhead, the frame and the
door.???45Precautions
against shock, fire and other hazards of electrical
origin3.After
the heading the following words are
added:???(Paragraphs 10 and 11 of this
regulation apply to ships constructed on or after 1 January
2007)???.4.Existing
paragraph 10 is replaced by the
following:
???10.No
electrical equipment shall be installed in any space where flammable
mixtures are liable to collect, e.g. in compartments assigned
principally to accumulator batteries, in paint lockers, acetylene
stores or similar spaces, unless the Administration is satisfied that
such equipment
is:
.1.essential
for operational purposes;
.2.of a type
which will not ignite the mixture
concerned;
.3.appropriate to the space
concerned; and
.4.appropriately
certified for safe usage in the dusts, vapours or gases likely to be
encountered.???5.The
following new paragraph 11 is added after paragraph 10, as
amended:
???11.In
tankers, electrical equipment, cables and wiring shall not be installed
in hazardous locations unless it conforms with standards not inferior
to those acceptable to the
Organization1)Refer
to the standards published by the International Electrotechnical
Commission, IEC 60092-502:1999 ???Electrical installations in
ships ??? Tankers???.
. However, for locations not covered by such standards, electrical
equipment, cables and wiring which do not conform to the standards may
be installed in hazardous locations based on a risk assessment to the
satisfaction of the Administration, to ensure that an equivalent level
of safety is
assured.???6.Existing
paragraph 11 is renumbered as paragraph
12.IIILIFE-SAVING
APPLIANCES AND
ARRANGEMENTS31Survival
craft and rescue
boats7.The
following new paragraph 1.8 is added after existing paragraph
1.7:
???1.8.Notwithstanding
the requirements of paragraph 1.1, bulk carriers as defined in
regulation IX/1.6 constructed on or after 1 July 2006 shall comply with
the requirements of paragraph
1.2.???VSAFETY
OF
NAVIGATION19Carriage
requirements for shipborne navigational systems and
equipment8. In
paragraph 2.5, the existing text of subparagraph .1 is replaced by the
following:
???.1.a
gyro compass, or other means, to determine and display their heading by
shipborne non-magnetic means, being clearly readable by the helmsman at
the main steering position. These means shall also transmit heading
information for input to the equipment referred in paragraphs 2.3.2,
2.4 and
2.5.5;???20Voyage
data
recorders9.The
following new paragraph 2 is added after existing paragraph
1:
???2.To
assist in casualty investigations, cargo ships, when engaged on
international voyages, shall be fitted with a VDR which may be a
simplified voyage data recorder
(S-VDR)2)Refer
to resolution MSC.163(78) ??? Performance standards for shipborne
simplified voyage data recorders
(s-VDRs).
as
follows:
.1.in
the case of cargo ships of 20,000 gross tonnage and upwards constructed
before 1 July 2002, at the first scheduled dry-docking after 1 July
2006 but not later than 1 July
2009;
.2.in the case of cargo ships of
3,000 gross tonnage and upwards but less than 20,000 gross tonnage
constructed before 1 July 2002, at the first scheduled dry-docking
after 1 July 2007 but not later than 1 July 2010;
and
.3.Administrations may exempt cargo
ships from the application of the requirements of subparagraphs .1 and
.2 when such ships will be taken permanently out of service within two
years after the implementation date specified in subparagraphs .1 and
.2
above.???10.Existing
paragraph 2 is renumbered as paragraph
3.VIICARRIAGE
OF DANGEROUS
GOODS10Requirements
for chemical
tankers11.The
following sentence is deleted from paragraph 1 of the
regulation:???For the purpose of this regulation, the
requirements of the Code shall be treated as
mandatory.???XIIADDITIONAL
SAFETY MEASURES FOR BULK
CARRIERS
12.The
existing text of chapter XII is replaced by the
following:1DefinitionsFor
the purpose of this
chapter:
1.Bulk
carrier means a ship which is intended primarily to carry dry
cargo in bulk, including such types as ore carriers and combination
carriers3)Reference
is made
to:.1.For
ships constructed before 1 July 2006, resolution 6, Interpretation of
the definition of ???bulk carrier???, as given in chapter IX
of SOLAS 1974, as amended in 1994, adopted by the 1997 SOLAS
Conference..2.The
Interpretation of the provisions of SOLAS chapter XII on Additional
safety measures for bulk carriers, adopted by the Maritime Safety
Committee of the Organization by resolution
MSC.79(70)..3.The
application provisions of Annex 1 to the Interpretation of the
provisions of SOLAS chapter XII on Additional safety measures for bulk
carriers, adopted by the Maritime Safety Committee of the Organization
by resolution
MSC.89(71).
.
2.Bulk carrier of
single-side skin construction means a bulk carrier as defined
in paragraph 1, in
which:
.1.any
part of a cargo hold is bounded by the side shell;
or
.2.one or more cargo holds are
bounded by a double-side skin, the width of which is less than 760 mm
in bulk carriers constructed before 1 January 2000 and less than 1,000
mm in bulk carriers constructed on or after 1 January 2000 but before 1
July 2006, the distance being measured perpendicular to the side
shell.Such ships include combination carriers in
which any part of a cargo hold is bounded by the side
shell.
3.Bulk
carrier of double-side skin construction means a bulk carrier
as defined in paragraph 1, in which all cargo holds are bounded by a
double-side skin, other than as defined in paragraph
2.2.
4.Double-side
skin means a configuration where each ship side is constructed
by the side shell and a longitudinal bulkhead connecting the double
bottom and the deck. Hopper side tanks and top-side tanks may, where
fitted, be integral parts of the double-side skin
configuration.
5.Length
of a bulk carrier means the length as defined in the International
Convention on Load Lines in
force.
6.Solid bulk
cargo means any material, other than liquid or gas, consisting
of a combination of particles, granules or any larger pieces of
material, generally uniform in composition, which is loaded directly
into the cargo spaces of a ship without any intermediate form of
containment.
7.Bulk
carrier bulkhead and double bottom strength standards means
???Standards for the evaluation of scantlings of the transverse
watertight vertically corrugated bulkhead between the two foremost
cargo holds and for the evaluation of allowable hold loading of the
foremost cargo hold??? adopted by resolution 4 of the Conference
of Contracting Governments to the International Convention for the
Safety of Life at Sea, 1974 on 27 November 1997, as may be amended by
the Organization, provided that such amendments are adopted, brought
into force and take effect in accordance with the provisions of article
VIII of the present Convention concerning the amendment procedures
applicable to the Annex other than chapter
I.
8.Bulk carriers
constructed means bulk carriers the keels of which are laid or
which are at a similar stage of
construction.
9.A
similar stage of construction means the stage at
which:
.1.construction
identifiable with a specific ship begins;
and
.2.assembly of that ship has
commenced comprising at least 50 tonnes or one per cent of the
estimated mass of all structural material, whichever is
less.
10.Breadth
(B) of a bulk carrier means the breadth as defined in the International
Convention on Load Lines in
force.2ApplicationBulk
carriers shall comply with the requirements of this chapter in addition
to the applicable requirements of other
chapters.3Implementation
scheduleBulk carriers constructed before 1 July 1999
to which regulations 4 or 6 apply shall comply with the provisions of
such regulations according to the following schedule, with reference to
the enhanced programme of inspections required by regulation
XI-1/2:
.1.bulk
carriers, which are 20 years of age and over on 1 July 1999, by the
date of the first intermediate survey or the first periodical survey
after 1 July 1999, whichever comes
first;
.2.bulk carriers, which are 15
years of age and over but less than 20 years of age on 1 July 1999, by
the date of the first periodical survey after 1 July 1999, but not
later than 1 July 2002; and
.3.bulk
carriers, which are less than 15 years of age on 1 July 1999, by the
date of the first periodical survey after the date on which the ship
reaches 15 years of age, but not later than the date on which the ship
reaches 17 years of
age.4Damage
stability requirements applicable to bulk
carriers1.Bulk
carriers of 150 m in length and upwards of single-side skin
construction, designed to carry solid bulk cargoes having a density of
1,000 kg/m3 and above, constructed on or after 1 July 1999,
shall, when loaded to the summer load line, be able to withstand
flooding of any one cargo hold in all loading conditions and remain
afloat in a satisfactory condition of equilibrium, as specified in
paragraph
4.2.Bulk carriers
of 150 m in length and upwards of double-side skin construction in
which any part of longitudinal bulkhead is located within B/5 or 11.5
m, whichever is less, inboard from the ship???s side at right
angle to the centreline at the assigned summer load line, designed to
carry solid bulk cargoes having a density of 1,000 kg/m3 and
above, constructed on or after 1 July 2006, shall, when loaded to the
summer load line, be able to withstand flooding of any one cargo hold
in all loading conditions and remain afloat in a satisfactory condition
of equilibrium, as specified in paragraph
4.3.Bulk carriers
of 150 m in length and upwards of single-side skin construction,
carrying solid bulk cargoes having a density of 1,780 kg/m3
and above, constructed before 1 July 1999 shall, when loaded to the
summer load line, be able to withstand flooding of the foremost cargo
hold in all loading conditions and remain afloat in a satisfactory
condition of equilibrium, as specified in paragraph 4. This requirement
shall be complied with in accordance with the implementation schedule
specified in regulation
3.4.Subject to
the provisions of paragraph 7, the condition of equilibrium after
flooding shall satisfy the condition of equilibrium laid down in the
annex to resolution A.320(IX) ??? Regulation equivalent to
regulation 27 of the International Convention on Load Lines, 1966, as
amended by resolution A.514(13). The assumed flooding need only take
into account flooding of the cargo hold space to the water level
outside the ship in that flooded condition. The permeability of a
loaded hold shall be assumed as 0.9 and the permeability of an empty
hold shall be assumed as 0.95, unless a permeability relevant to a
particular cargo is assumed for the volume of a flooded hold occupied
by cargo and a permeability of 0.95 is assumed for the remaining empty
volume of the
hold.5.Bulk
carriers constructed before 1 July 1999, which have been assigned a
reduced freeboard in compliance with regulation 27(7) of the
International Convention on Load Lines, 1966, as adopted on 5 April
1966, may be considered as complying with paragraph 3 of this
regulation.6.Bulk
carriers which have been assigned a reduced freeboard in compliance
with the provisions of paragraph (8) of the regulation
equivalent to regulation 27 of the International
Convention on Load Lines, 1966, adopted by resolution A.320(IX), as
amended by resolution A.514(13), may be considered as complying with
paragraphs 1 or 2, as
appropriate.7.On
bulk carriers which have been assigned reduced freeboard in compliance
with the provisions of regulation 27(8) of Annex B of the Protocol of
1988 relating to the International Convention on Load Lines, 1966, the
condition of equilibrium after flooding shall satisfy the
relevant provisions of that
Protocol.5Structural
strength of bulk
carriers1.Bulk
carriers of 150 m in length and upwards of single-side skin
construction, designed to carry solid bulk cargoes having a density of
1,000 kg/m3 and above, constructed on or after 1 July 1999,
shall have sufficient strength to withstand flooding of any one cargo
hold to the water level outside the ship in that flooded condition in
all loading and ballast conditions, taking also into account dynamic
effects resulting from the presence of water in the hold, and taking
into account the recommendations adopted by the
Organization.4)Refer
to resolution 3, Recommendation on compliance with SOLAS regulation
XII/5, adopted by the1997 SOLAS
Conference.2.Bulk carriers of
150 m in length and upwards of double-side skin construction, in which
any part of longitudinal bulkhead is located within B/5 or 11.5 m,
whichever is less, inboard from the ship???s side at right angle
to the centreline at the assigned summer load line, designed to carry
bulk cargoes having a density of 1,000 kg/m3 and above,
constructed on or after 1 July 2006, shall comply with the structural
strength provisions of paragraph
1.6Structural
and other requirements for bulk
carriers1.Bulk
carriers of 150 m in length and upwards of single-side skin
construction, carrying solid bulk cargoes having a density of 1,780
kg/m3 and above, constructed before 1 July 1999, shall
comply with the following requirements in accordance with the
implementation schedule specified in regulation
3:
.1.The
transverse watertight bulkhead between the two foremost cargo holds and
the double bottom of the foremost cargo hold shall have sufficient
strength to withstand flooding of the foremost cargo hold, taking also
into account dynamic effects resulting from the presence of water in
the hold, in compliance with the Bulk carrier bulkhead and double
bottom strength standards. For the purpose of this regulation, the Bulk
carrier bulkhead and double bottom strength standards shall be treated
as mandatory.
.2.In considering the
need for, and the extent of, strengthening of the transverse watertight
bulkhead or double bottom to meet the requirements of 1.1, the
following restrictions may be taken into
account:
.1.restrictions
on the distribution of the total cargo weight between the cargo holds;
and
.2.restrictions on the maximum
deadweight.
.3.For bulk
carriers using either of, or both, the restrictions given in 1.2.1 and
1.2.2 above for the purpose of fulfilling the requirements of 1.1,
these restrictions shall be complied with whenever solid bulk cargoes
having a density of 1,780 kg/m3 and above are
carried.2.Bulk
carriers of 150 m in length and upwards constructed on or after 1 July
2006, shall comply in all areas with double-side skin construction with
the following
requirements:
.1.Primary
stiffening structures of the double-side skin shall not be placed
inside the cargo hold space.
.2.Subject
to the provisions below, the distance between the outer shell and the
inner shell at any transverse section shall not be less than 1,000 mm
measured perpendicular to the side shell. The double-side skin
construction shall be such as to allow access for inspection as
provided in regulation II-1/3-6 and the Technical Provisions referring
thereto.
.1.The
clearances below need not be maintained in way of cross ties, upper and
lower end brackets of transverse framing or end brackets of
longitudinal framing.
.2.The minimum
width of the clear passage through the double-side skin space in way of
obstructions such as piping or vertical ladders shall not be less than
600 mm.
.3.Where the inner and/or outer
skins are transversely framed, the minimum clearance between the inner
surfaces of the frames shall not be less than 600
mm.
.4.Where the inner and outer skins
are longitudinally framed, the minimum clearance between the inner
surfaces of the frames shall not be less than 800 mm. Outside the
parallel part of the cargo hold length this clearance may be reduced
where necessitated by the structural configuration, but shall in no
case be less than 600 mm.
.5.The
minimum clearance referred to above shall be the shortest distance
measured between assumed lines connecting the inner surfaces of the
frames on the inner and outer
skins.3.Double-side
skin spaces and dedicated seawater ballast tanks arranged in bulk
carriers of 150 m in length and upwards constructed on or after 1 July
2006 shall be coated in accordance with the requirements of regulation
II-1/3-2 and also based on the Performance standards for
coatings5)Refer
to the standards acceptable to the Administration until such time that
Performance standards for coating, to be adopted by the Organization,
will be made mandatory by suitably modifying the above
requirements.
to be adopted by the
Organization.4.The
double-side skin spaces, with the exception of top-side wing tanks, if
fitted, shall not be used for the carriage of
cargo.5.In bulk
carriers of 150 m in length and upwards, carrying solid bulk cargoes
having a density of 1,000 kg/m3 and above, constructed on or
after 1 July
2006:
.1.the
structure of cargo holds shall be such that all contemplated cargoes
can be loaded and discharged by standard loading/discharge equipment
and procedures without damage which may compromise the safety of the
structure;
.2.effective continuity
between the side shell structure and the rest of the hull structure
shall be assured; and
.3.the structure
of cargo areas shall be such that single failure of one stiffening
structural member will not lead to immediate consequential failure of
other structural items potentially leading to the collapse of the
entire stiffened
panels.7Survey
and maintenance of bulk
carriers1.Bulk
carriers of 150 m in length and upwards of single-side skin
construction, constructed before 1 July 1999, of 10 years of age and
over, shall not carry solid bulk cargoes having a density of 1,780
kg/m3 and above unless they have satisfactorily undergone
either:
.1.a
periodical survey, in accordance with the enhanced programme of
inspections during surveysrequired by regulation XI-1/2;
or
.2.a survey of all cargo holds to
the same extent as required for periodical surveys in the enhanced
programme of inspectionsduring surveys required by regulation
XI-1/2.2.Bulk
carriers shall comply with the maintenance requirements provided in
regulation II-1/3-1 and the Standards for owners??? inspection and
maintenance of bulk carrier hatch covers, adopted by the Organization
by resolution MSC.169(79), as may be amended by the Organization,
provided that such amendments are adopted, brought into force and take
effect in accordance with the provisions of article VIII of the present
Convention concerning the amendment procedures applicable to the Annex
other than chapter
I.8Information
on compliance with requirements for bulk
carriers1.The
booklet required by regulation VI/7.2 shall be endorsed by the
Administration, or on its behalf, to indicate that regulations 4, 5, 6
and 7, as appropriate, are complied
with.2.Any
restrictions imposed on the carriage of solid bulk cargoes having a
density of 1,780 kg/m3 and above in accordance with the
requirements of regulations 6 and 14 shall be identified and recorded
in the booklet referred to in paragraph
1.3.A bulk
carrier to which paragraph 2 applies shall be permanently marked on the
side shell at midships, port and starboard, with a solid equilateral
triangle, having sides of 500 mm and its apex 300 mm below the deck
line, and painted a contrasting colour to that of the
hull.9Requirements
for bulk carriers not being capable of complying with regulation 4.3
due to the design configuration of their cargo
holdsFor bulk carriers constructed before 1 July 1999
being within the application limits of regulation 4.3, which have been
constructed with an insufficient number of transverse watertight
bulkheads to satisfy that regulation, the Administration may allow
relaxation from the application of regulations 4.3 and 6, on condition
that they shall comply with the following
requirements:
.1.for
the foremost cargo hold, the inspections prescribed for the annual
survey in the enhanced programme of inspections during surveys required
by regulation XI-1/2 shall be replaced by the inspections prescribed
therein for the intermediate survey of cargo
holds;
.2.are provided with bilge well
high water level alarms in all cargo holds, or in cargo conveyor
tunnels, as appropriate, giving an audible and visual alarm on the
navigation bridge, as approved by the Administration or an organization
recognized by it in accordance with the provisions of regulation
XI-1/1; and
.3.are provided with
detailed information on specific cargo hold flooding scenarios. This
information shall be accompanied by detailed instructions on evacuation
preparedness under the provisions of section 8 of the International
Safety Management (ISM) Code and be used as the basis for crew training
and
drills.10Solid
bulk cargo density
declaration1.Prior
to loading bulk cargo on bulk carriers of 150 m in lengthand upwards,
the shipper shall declare the density of the cargo, in addition to
providing the cargo information required by regulation
VI/2.2.For bulk
carriers to which regulation 6 applies, unless such bulk carriers
comply with all relevant requirements of this chapter applicable to the
carriage of solid bulk cargoes having a density of 1,780
kg/m3 and above, any cargo declared to have a density within
the range 1,250 kg/m3 to 1,780 kg/m3 shall have
its density verified by an accredited testing
organization.6)In
verifying the density of solid bulk cargoes, reference should be made
to the Uniform method of measurement of the density of bulk cargoes
(MSC/Circ.908).11Loading
instrument(Unless provided otherwise, this regulation
applies to bulk carriers regardless of their date of
construction)1.Bulk
carriers of 150 m in length and upwards shall be fitted with a loading
instrument capable of providing information on hull girder shear forces
and bending moments, taking into account the recommendation adopted by
the
Organization.7)Refer
to the Recommendation on loading instruments, adopted by resolution 5
of the 1997 SOLAS Conference.2.Bulk carriers of
150 m in length and upwards constructed before 1 July 1999
shall comply with the requirements of paragraph 1 not later than the
date of the first intermediate or periodical survey of the ship to be
carried out after 1 July
1999.3.Bulk
carriers of less than 150 m in length constructed on or
after 1 July 2006 shall be fitted with a loading instrument
capable of providing information on the ship???s stability in the
intact condition. The computer software shall be approved for stability
calculations by the Administration and shall be provided with standard
conditions for testing purposes relating to the approved stability
information.8)Refer
to the relevant parts of the appendix to the Guidelines for the
on-board use and application of computers
(MSC/Circ.891).12Hold,
ballast and dry space water ingress alarms(This
regulation applies to bulk carriers regardless of their date of
construction)1.Bulk
carriers shall be fitted with water level
detectors:
.1.in
each cargo hold, giving audible and visual alarms, one when the water
level above the inner bottom in any hold reaches a height of 0.5 m and
anotherat a height not less than 15% of the depth of the cargo hold but
not more than 2 m. On bulk carriers to which regulation 9.2 applies,
detectors with only the latter alarm need be installed. The water level
detectors shall be fitted in the aft end of the cargo holds. For cargo
holds which are used for water ballast, an alarm overriding device may
be installed. The visual alarms shall clearly discriminate between the
two different water levels detected in each
hold;
.2.in any ballast tank forward of
the collision bulkhead required by regulation II-1/11, giving an
audible and visual alarm when the liquid in the tank reaches a level
not exceeding 10% of the tank capacity. An alarm overridingdevice may
be installedto be activated when the tank is in use;
and
.3.in any dry or void space other
than a chain cable locker, any part of which extends forward of the
foremost cargo hold, giving anaudible and visual alarm at a water level
of 0.1 m above the deck. Such alarms need not be provided in enclosed
spaces the volume ofwhich does not exceed 0.1% of the ship???s
maximum displacement
volume.2.The
audible and visual alarms specified in paragraph 1 shall be located on
the
navigationbridge.3.Bulk
carriers constructed before 1 July 2004 shall comply with the
requirements of this regulation not later than the date of the annual,
intermediate or renewal survey of the ship to be carried out after 1
July 2004, whichever comes
first.13Availability
of pumping
systems9)Refer
to the Interpretation of SOLAS regulation XII/13
(MSC/Circ.1069).(This regulation applies to bulk carriers regardless
of their date of
construction)1.On bulk
carriers, the means for draining and pumping ballasttanks forward of
the collision bulkhead and bilges of dry spaces any part of which
extends forward of the foremost cargo hold shall be capable of being
brought into operation from a readily accessible enclosed space, the
location of which is accessible from the navigation bridge or
propulsion machinery control position without traversing exposed
freeboard or superstructure decks. Where pipes serving such tanks or
bilges pierce the collision bulkhead, valve operation by means of
remotely operated actuators may be accepted, as an alternative to the
valve control specified in regulation II-1/11.4, provided that the
location of such valve controls complies with this
regulation.2.Bulk
carriers constructed before 1 July 2004 shall comply with the
requirements of this regulation not later than the date of the first
intermediate or renewal survey of the ship to be carried out after 1
July 2004, but in no case later than 1 July
2007.14Restrictions
from sailing with any hold emptyBulk carriers of 150
m in length and upwards of single-side skin construction, carrying
cargoes having a density of 1,780 kg/m3 and above, if not
meeting the requirements for withstanding flooding of any one cargo
hold as specified in regulation 5.1 and the Standards and criteria for
side structures of bulk carriers of single-side skin construction,
adopted by the Organization by resolution MSC.168(79), as may be
amended by the Organization, provided that such amendments are adopted,
brought into force and take effect in accordance with the provisions of
article VIII of the present Convention concerning the amendment
procedures applicable to the Annex other than chapter I, shall not sail
with any hold loaded to less than 10% of the hold???s maximum
allowable cargo weight when in the full load condition, after reaching
10 years of age. The applicable full load condition for this regulation
is a load equal to or greater than 90% of the ship???s deadweight
at the relevant assigned
freeboard.???CertificatesForm
of Safety Certificate for Passenger
Ships
13.The
following new section is inserted between the section commencing with
the words ???This certificate is valid until??? and the
section commencing with the words ???Issued
at???:Form
of Safety Construction Certificate for Cargo
Ships
14.The
following new section is inserted between the section commencing with
the words ???This certificate is valid until??? and the
section commencing with the words ???Issued
at???:Form
of Safety Equipment Certificate for Cargo
Ships
15.The
following new section is inserted between the section commencing with
the words ???This certificate is valid until??? and the
section commencing with the words ???Issued
at???:Record
of Equipment for the Cargo Ship Safety Equipment Certificate (Form
E)
16.Existing
section 3 is replaced by the
following:
???3.Details
of navigational systems and
equipmentForm
of Safety Radio Certificate for Cargo
Ships
17.The following new section is inserted between the section
commencing with the words ???This certificate is valid
until??? and the section commencing with the words ???Issued
at???:Form
of Safety Certificate for Nuclear Passenger
Ships
18.The
existing form of the certificate is replaced by the
following:THIS
IS TO
CERTIFY:
1.That
the ship has been surveyed in accordance with the requirements of
regulation VIII/9 of the
Convention.
2.That the ship, being a
nuclear ship, complied with all the requirements of chapter VIII of the
Convention and conformed to the Safety Assessment approved for the
ship; and
that:
2.1.the
ship complied with the requirements of the Convention as
regards:
.1.the
structure, main and auxiliary machinery, boilers and other pressure
vessels, including the nuclear propulsion plant and the collision
protective structure;
.2.the watertight
subdivision arrangements and
details;
.3.the following subdivision
load
lines:
2.2.the
ship complied with the requirements of the Convention as regards
structural fire protection, fire safety systems and appliances and fire
control plans;
2.3.the ship complied
with the requirements of the Convention as regards radiation protection
systems and
equipment;
2.4.the
life-saving appliances and the equipment of the lifeboats, liferafts
and rescue boats were provided in accordance with the requirements of
the Convention;
2.5.the ship
was provided with a line-throwing appliance and radio installations
used in life-saving appliances in accordance with the requirements of
the Convention;
2.6.the ship
complied with the requirements of the Convention as regards radio
installations;
2.7.the
functioning of the radio installations used in life-saving appliances
complied with the requirements of the
Convention;
2.8.the ship
complied with the requirements of the Convention as regards shipborne
navigational equipment, means of embarkation for pilots and nautical
publications;
2.9.the ship
was provided with lights, shapes, means of making sound signals and
distress signals in accordance with the requirements of the Convention
and the International Regulations for Preventing Collisions at Sea in
force;
2.10.in all other
respects the ship complied with the relevant requirements of the
Convention.
19.The
following Record of Equipment for the Nuclear Passenger Ship Safety
Certificate is added after the form of the Nuclear Passenger Ship
Safety
Certificate:Form
of Safety Certificate for Nuclear Cargo
Ships
20.The
existing form of the certificate is replaced by the
following:THIS
IS TO
CERTIFY:
1.That
the ship has been surveyed in accordance with the requirements of
regulation VIII/9 of the
Convention.
2.That the ship, being a
nuclear ship, complied with all the requirements of chapter VIII of the
Convention and conformed to the Safety Assessment approved for the
ship; and
that:
2.1.the
condition of the structure, machinery and equipment as defined in
regulation I/10 (as applicable to comply with regulation VIII/9),
including the nuclear propulsion plant and the collision protective
structure, was satisfactory and the ship complied with the relevant
requirements of chapter II-1 and chapter II-2 of the Convention (other
than those relating to fire safety systems and appliances and fire
control plans);
2.2.the ship complied
with the requirements of the Convention as regards fire safety systems
and appliances and fire control
plans;
2.3.the life-saving appliances
and the equipment of the lifeboats, liferafts and rescue boats were
provided in accordance with the requirements of the
Convention;
2.4.the ship was provided
with a line-throwing appliance and radio installations used in
life-saving appliances in accordance with the requirements of the
Convention;
2.5.the ship complied with
the requirements of the Convention as regards radio
installations;
2.6.the functioning of
the radio installations used in life-saving appliances complied with
the requirements of the
Convention;
2.7.the ship complied with
the requirements of the Convention as regards shipborne navigational
equipment, means of embarkation for pilots and nautical
publications;
2.8.the ship was provided
with lights, shapes, means of making sound signals and distress signals
in accordance with the requirements of the Convention and the
International Regulations for Preventing Collisions at Sea in
force;
2.9.in all other respects the
ship complied with the relevant requirements of the regulations, so far
as these requirements apply
thereto.
21.The
following Record of Equipment for the Nuclear Cargo Ship Safety
Certificate is added after the form of the Nuclear Cargo Ship Safety
Certificate:Resolutie
MSC.194(80) van 20 mei
2005Bij
Resolutie MSC.194(80) heeft de Maritieme Veiligheidscommissie van de
Internationale Maritieme Organisatie op 20 mei 2005 in overeenstemming
met artikel VIII(b)(iv) van het Verdrag wijzigingen aangenomen. De
Engelse
tekst1)De
Chinese, de Franse, de Russische en de Spaanse tekst zijn niet
afgedrukt.Het voor eensluidend gewaarmerkt afschrift
is nog niet ontvangen. In de tekst kunnen derhalve onjuistheden
voorkomen, die in een volgend Tractatenblad zullen worden
gecorrigeerd.
van de Resolutie en de wijzigingen luidt als
volgt:Resolution
MSC.194(80)(adopted on 20 May
2005)Adoption of Amendments to the International
Convention for the Safety of Life at Sea, 1974, as
amendedThe
Maritime Safety Committee,Recalling Article 28(b) of the
Convention on the International Maritime Organization concerning the
functions of the Committee,Recalling further article VIII(b)
of the International Convention for the Safety of Life at Sea (SOLAS),
1974 (hereinafter referred to as .the Convention.), concerning the
amendment procedure applicable to the Annex to the Convention, other
than the provisions of chapter I thereof,Having considered, at
its eightieth session, amendments to the Convention, proposed and
circulated in accordance with article VIII(b)(i)
thereof,
1.Adopts,
in accordance with article VIII(b)(iv) of the Convention, amendments to
the Convention, the text of which is set out in the annexes to the
present resolution;
2.Determines, in
accordance with article VIII(b)(vi)(2)(bb) of the Convention,
that:
a)the
said amendments set out in annex 1 shall be deemed to have been
accepted on 1 July 2006; and
b)the said
amendments set out in annex 2 shall be deemed to have been accepted on
1 July 2008,unless, prior to that date, more than one third of
the Contracting Governments to the Convention or Contracting
Governments the combined merchant fleets of which constitute not less
than 50% of the gross tonnage of the world???s merchant fleet,
have notified their objections to the
amendments;
3.Invites
SOLAS Contracting Governments to note that, in accordance with article
VIII(b)(vii)(2) of the
Convention:
a)the
amendments set out in annex 1 shall enter into force on 1??January
2007; and
b)the amendments set out in
annex 2 shall enter into force on 1??January 2009,upon
their acceptance in accordance with paragraph 2
above;
4.Requests the
Secretary-General, in conformity with article VIII(b)(v) of
the Convention, to transmit certified copies of the present resolution
and the text of the amendments contained in the Annex to all
Contracting Governments to the
Convention;
5.Further requests the
Secretary-General to transmit copies of this resolution and its Annex
to Members of the Organization, which are not Contracting Governments
to the
Convention.1Amendments
to the International Convention for the Safety of Life at Sea, 1974, as
amendedII-1CONSTRUCTION
??? STRUCTURE, SUBDIVISION AND STABILITY, MACHINERY AND ELECTRICAL
INSTALLATIONSAGENERAL2Definitions1.The
following new paragraph 14 is added after the existing paragraph
13:
???14.Bulk
carrier means a bulk carrier as defined in regulation
XII/1.1???.A-1STRUCTURE
OF
SHIPS
2.The
existing text of part A-1 is replaced by the
following:A-1STRUCTURE
OF
SHIPS3-1Structural,
mechanical and electrical requirements for shipsIn
addition to the requirements contained elsewhere in the present
regulations, ships shall be designed, constructed and maintained in
compliance with the structural, mechanical and electrical requirements
of a classification society which is recognized by the Administration
in accordance with the provisions of regulation XI-1/1, or with
applicable national standards of the Administration which provide an
equivalent level of
safety.3-2Corrosion
prevention of seawater ballast tanks in oil tankers and bulk
carriers(This regulation applies to oil tankers and
bulk carriers constructed on or after 1 July
1998)All dedicated seawater ballast tanks shall
have an efficient corrosion prevention system, such as hard protective
coatings or equivalent. The coatings should preferably be of a light
colour. The scheme for the selection, application and maintenance of
the system shall be approved by the Administration, based on the
guidelines adopted by the
Organization.1)Refer
to the Guidelines for the selection, application and maintenance of
corrosion prevention systems of dedicated seawater ballast tanks,
adopted by the Organization by resolution
A.798(19).Where appropriate, sacrificial anodes shall also be
used.3-3Safe
access to tanker
bows1.For the
purpose of this regulation and regulation 3-4, tankers include oil
tankers as defined in regulation 2, chemical tankers as defined in
regulation VII/8.2 and gas carriers as defined in regulation
VII/11.2.2.Every
tanker shall be provided with the means to enable the crew to gain safe
access to the bow even in severe weather conditions. Such means of
access shall be approved by the Administration based on the guidelines
developed by the
Organization.2)Refer
to the Guidelines for safe access to tanker bows, adopted by the
Maritime Safety Committee by resolution
MSC.62(67).3-4Emergency
towing arrangements on
tankers1.Emergency
towing arrangements shall be fitted at both ends on board every tanker
of not less than 20,000 tonnes
deadweight.2.For
tankers constructed on or after 1 July
2002:
.1.the
arrangements shall, at all times, be capable of rapid deployment in the
absence of main power on the ship to be towed and easy connection to
the towing ship. At least one of the emergency towing arrangements
shall be pre-rigged ready for rapid deployment;
and
.2.emergency towing arrangements at
both ends shall be of adequate strength taking into account the size
and deadweight of the ship, and the expected forces during bad weather
conditions. The design and construction and prototype testing of the
emergency towing arrangements shall be approved by the Administration,
based on the Guidelines developed by the
Organization.3.For
tankers constructed before 1 July 2002, the design and construction of
emergency towing arrangements shall be approved by the Administration,
based on the Guidelines developed by the
Organization.3)Refer
to the Guidelines on emergency towing arrangements for tankers, adopted
by the Maritime Safety Committee by resolution MSC.35(63), as may be
amended.3-5New
installation of materials containing
asbestos1.This
regulation shall apply to materials used for the structure, machinery,
electrical installations and equipment covered by the present
Convention.2.For
all ships, new installation of materials which contain asbestos shall
be prohibited except
for:
.1.vanes
used in rotary vane compressors and rotary vane vacuum
pumps;
.2.watertight joints and linings
used for the circulation of fluids when, at high temperature (in excess
of 350??C) or pressure (in excess of 7 x 106 Pa), there
is a risk of fire, corrosion or toxicity;
and
.3.supple and flexible thermal
insulation assemblies used for temperatures above
1000??C.3-6Access
to and within spaces in, and forward of, the cargo area of oil tankers
and bulk
carriers1.Application
1.1.Except
as provided for in paragraph 1.2, this regulation applies to oil
tankers of 500 gross tonnage and over and bulk carriers, as defined in
regulation IX/1, of 20,000 gross tonnage and over, constructed on or
after 1 January 2006.
1.2.Oil tankers
of 500 gross tonnage and over constructed on or after 1 October 1994
but before 1 January 2005 shall comply with the provisions of
regulation II-1/12-2 adopted by resolution
MSC.27(61).2.Means
of access to cargo and other
spaces
2.1.Each
space shall be provided with means of access to enable, throughout the
life of a ship, overall and close-up inspections and thickness
measurements of the ship???s structures to be carried out by the
Administration, the company, as defined in regulation IX/1, and the
ship.???s personnel and others as necessary. Such means of access
shall comply with the requirements of paragraph 5 and with the
Technical provisions for means of access for inspections, adopted by
the Maritime Safety Committee by resolution MSC.133(76), as may be
amended by the Organization, provided that such amendments are adopted,
brought into force and take effect in accordance with the provisions of
article VIII of the present Convention concerning the amendment
procedures applicable to the Annex other than chapter
I.
2.2.Where a permanent means of
access may be susceptible to damage during normal cargo loading and
unloading operations or where it is impracticable to fit permanent
means of access, the Administration may allow, in lieu thereof, the
provision of movable or portable means of access, as specified in the
Technical provisions, provided that the means of attaching, rigging,
suspending or supporting the portable means of access forms a permanent
part of the ship???s structure. All portable equipment shall be
capable of being readily erected or deployed by ship???s
personnel.
2.3.The construction and
materials of all means of access and their attachment to the
ship???s structure shall be to the satisfaction of the
Administration. The means of access shall be subject to survey prior
to, or in conjunction with, its use in carrying out surveys in
accordance with regulation
I/10.3.Safe
access to cargo holds, cargo tanks, ballast tanks and other
spaces
3.1.Safe
access4)Refer
to the Recommendations for entering enclosed spaces aboard ships,
adopted by the Organization by resolution
A.864(20).
to cargo holds, cofferdams, ballast tanks, cargo tanks and other spaces
in the cargo area shall be direct from the open deck and such as to
ensure their complete inspection. Safe access to double bottom spaces
or to forward ballast tanks may be from a pump-room, deep cofferdam,
pipe tunnel, cargo hold, double hull space or similar compartment not
intended for the carriage of oil or hazardous
cargoes.
3.2.Tanks, and subdivisions of
tanks, having a length of 35 m or more, shall be fitted with at least
two access hatchways and ladders, as far apart as practicable. Tanks
less than 35 m in length shall be served by at least one access
hatchway and ladder. When a tank is subdivided by one or more swash
bulkheads or similar obstructions which do not allow ready means of
access to the other parts of the tank, at least two hatchways and
ladders shall be fitted.
3.3.Each cargo
hold shall be provided with at least two means of access as far apart
as practicable. In general, these accesses should be arranged
diagonally, for example one access near the forward bulkhead on the
port side, the other one near the aft bulkhead on the starboard
side.4.Ship
structure access
manual
4.1.A
ship???s means of access to carry out overall and close-up
inspections and thickness measurements shall be described in a Ship
structure access manual approved by the Administration, an updated copy
of which shall be kept on board. The Ship structure access manual shall
include the following for each
space:
.1.plans
showing the means of access to the space, with appropriate technical
specifications and dimensions;
.2.plans
showing the means of access within each space to enable an overall
inspection to be carried out, with appropriate technical specifications
and dimensions. The plans shall indicate from where each area in the
space can be inspected;
.3.plans
showing the means of access within the space to enable close-up
inspections to be carried out, with appropriate technical
specifications and dimensions. The plans shall indicate the positions
of critical structural areas, whether the means of access is permanent
or portable and from where each area can be
inspected;
.4.instructions for
inspecting and maintaining the structural strength of all means of
access and means of attachment, taking into account any corrosive
atmosphere that may be within the
space;
.5.instructions for safety
guidance when rafting is used for close-up inspections and thickness
measurements;
.6.instructions for the
rigging and use of any portable means of access in a safe
manner;
.7.an inventory of all portable
means of access; and
.8.records of
periodical inspections and maintenance of the ship???s means of
access.
4.2.For the
purpose of this regulation .critical structural areas. are locations
which have been identified from calculations to require monitoring or
from the service history of similar or sister ships to be sensitive to
cracking, buckling, deformation or corrosion which would impair the
structural integrity of the
ship.5.General
technical
specifications
5.1.For
access through horizontal openings, hatches or manholes, the dimensions
shall be sufficient to allow a person wearing a self-contained
air-breathing apparatus and protective equipment to ascend or descend
any ladder without obstruction and also provide a clear opening to
facilitate the hoisting of an injured person from the bottom of the
space. The minimum clear opening shall not be less than 600 mm x 600
mm. When access to a cargo hold is arranged through the cargo hatch,
the top of the ladder shall be placed as close as possible to the hatch
coaming. Access hatch coamings having a height greater than 900 mm
shall also have steps on the outside in conjunction with the
ladder.
5.2.For access through vertical
openings, or manholes, in swash bulkheads, floors, girders and web
frames providing passage through the length and breadth of the space,
the minimum opening shall be not less than 600 mm x 800 mm at a height
of not more than 600 mm from the bottom shell plating unless gratings
or other foot holds are
provided.
5.3.For oil tankers of less
than 5,000 tonnes deadweight, the Administration may approve, in
special circumstances, smaller dimensions for the openings referred to
in paragraphs 5.1 and 5.2, if the ability to traverse such openings or
to remove an injured person can be proved to the satisfaction of the
Administration.3-7Construction
drawings maintained on board and
ashore1.A set
of as-built construction
drawings5)Refer
to MSC/Circ.1135 on As-built construction drawings to be maintained on
board the ship and ashore.
and other plans showing any subsequent structural alterations shall be
kept on board a ship constructed on or after 1 January
2007.2.An
additional set of such drawings shall be kept ashore by the Company, as
defined in regulation
IX/1.2.3-8Towing
and mooring
equipment1.This
regulation applies to ships constructed on or after 1 January 2007, but
does not apply to emergency towing arrangements provided in accordance
with regulation
3-4.2.Ships shall
be provided with arrangements, equipment and fittings of sufficient
safe working load to enable the safe conduct of all towing and mooring
operations associated with the normal operation of the
ship.3.Arrangements,
equipment and fittings provided in accordance with paragraph 2 shall
meet the appropriate requirements of the Administration or an
organization recognized by the Administration under regulation
I/6.6)Refer
to MSC/Circ.1175 on Guidance on shipboard towing and mooring
equipment.4.Each fitting or
item of equipment provided under this regulation shall be clearly
marked with any restrictions associated with its safe operation, taking
into account the strength of its attachment to the ship???s
structure.???BSUBDIVISION
AND
STABILITY
3.The
following new regulation 23-3 is added after existing regulation
23-2:23-3Water
level detectors on single hold cargo ships other than bulk
carriers1.Single
hold cargo ships other than bulk carriers constructed before 1 January
2007 shall comply with the requirements of this regulation not later
than the date of the first intermediate or renewal survey of the ship
to be carried out after 1 January 2007, whichever comes
first.2.For the
purpose of this regulation, freeboard deck
has the meaning defined in the International Convention on
Load Lines in
force.3.Ships
having a length (L) of less than 80 m, or 100 m if constructed before 1
July 1998, and a single cargo hold below the freeboard deck or cargo
holds below the freeboard deck which are not separated by at least one
bulkhead made watertight up to that deck, shall be fitted in such space
or spaces with water level
detectors7)Refer
to the Performance standards for water level detectors on bulk carriers
and single hold cargo ships other than bulk carriers, adopted by the
Maritime Safety Committee by resolution
MSC.188(79).
.4.The water level
detectors required by paragraph 3
shall:
.1.give
an audible and visual alarm at the navigation bridge when the water
level above the inner bottom in the cargo hold reaches a height of not
less than 0.3 m, and another when such level reaches not more than 15%
of the mean depth of the cargo hold;
and
.2.be fitted at the aft end of the
hold, or above its lowest part where the inner bottom is not parallel
to the designed waterline. Where webs or partial watertight bulkheads
are fitted above the inner bottom, Administrations may require the
fitting of additional
detectors.5.The
water level detectors required by paragraph 3 need not be fitted in
ships complying with regulation XII/12, or in ships having watertight
side compartments each side of the cargo hold length extending
vertically at least from inner bottom to freeboard
deck.???CMACHINERY
INSTALLATIONS31Machinery
controls1.The
existing paragraph 2.10 is
deleted.2.The
following new paragraph 6 is added after the existing paragraph
5:
???6.Ships
constructed on or after 1 July 2004 shall comply with the requirements
of paragraphs 1 to 5, as amended, as
follows:
.1.a
new subparagraph .10 is added to paragraph 2 to read as
follows:
???.10.automation
systems shall be designed in a manner which ensures that threshold
warning of impending or imminent slowdown or shutdown of the propulsion
system is given to the officer in charge of the navigational watch in
time to assess navigational circumstances in an emergency. In
particular, the systems shall control, monitor, report, alert and take
safety action to slow down or stop propulsion while providing the
officer in charge of the navigational watch an opportunity to manually
intervene, except for those cases where manual intervention will result
in total failure of the engine and/or propulsion equipment within a
short time, for example in the case of
overspeed.??????2Amendments
to the International Convention for the Safety of Life at Sea, 1974, as
amendedII-1CONSTRUCTION
??? STRUCTURE, SUBDIVISION AND STABILITY, MACHINERY AND ELECTRICAL
INSTALLATIONS
1.The
existing text of parts A, B and B-1 of the chapter is replaced by the
following:AGENERAL1Application1.1.Unless
expressly provided otherwise, this chapter shall apply to ships the
keels of which are laid or which are at a similar stage of construction
on or after 1 January
2009.1.2.For the
purpose of this chapter, the term a similar stage of
construction means the stage at
which:
.1.construction
identifiable with a specific ship begins;
and
.2.assembly of that ship has
commenced comprising at least 50 tonnes or one per cent of the
estimated mass of all structural material, whichever is
less.1.3.For
the purpose of this
chapter:
.1.the
expression ships constructed means ships
the keels of which are laid or which are at a similar stage of
construction;
.2.the expression
all ships means ships constructed before,
on or after 1 January 2009;
.3.a cargo
ship, whenever built, which is converted to a passenger ship shall be
treated as a passenger ship constructed on the date on which such a
conversion commences;
.4.the expression
alterations and modifications of a major
character means, in the context of cargo ship subdivision and
stability, any modification to the construction which affects the level
of subdivision of that ship. Where a cargo ship is subject to such
modification, it shall be demonstrated that the
A/R ratio
calculated for the ship after such modifications is not less than the
A/R ratio
calculated for the ship before the modification.However, in
those cases where the ship???s
A/R ratio
before modification is equal to or greater than unity, it is only
necessary that the ship after modification has an
A value which is not less than
R, calculated for the modified
ship.2.Unless
expressly provided otherwise, for ships constructed before 1 January
2009, the Administration shall ensure that the requirements which are
applicable under chapter II-1 of the International Convention for the
Safety of Life at Sea, 1974, as amended by resolutions MSC.1(XLV),
MSC.6(48), MSC.11(55), MSC.12(56), MSC.13(57), MSC.19(58), MSC.26(60),
MSC.27(61), Resolution 1 of the 1995 SOLAS Conference, MSC.47(66),
MSC.57(67), MSC.65(68), MSC.69(69), MSC.99(73), MSC.134(76),
MSC.151(78) and MSC.170(79) are complied
with.3.All ships
which undergo repairs, alterations, modifications and outfitting
related thereto shall continue to comply with at least the requirements
previously applicable to these ships. Such ships, if constructed before
the date on which any relevant amendments enter into force, shall, as a
rule, comply with the requirements for ships constructed on or after
that date to at least the same extent as they did before undergoing
such repairs, alterations, modifications or outfitting. Repairs,
alterations and modifications of a major character and outfitting
related thereto shall meet the requirements for ships constructed on or
after the date on which any relevant amendments enter into force, in so
far as the Administration deems reasonable and
practicable.4.The
Administration of a State may, if it considers that the sheltered
nature and conditions of the voyage are such as to render the
application of any specific requirements of this chapter unreasonable
or unnecessary, exempt from those requirements individual ships or
classes of ships entitled to fly the flag of that State which, in the
course of their voyage, do not proceed more than 20 miles from the
nearest land.5.In
the case of passenger ships which are employed in special trades for
the carriage of large numbers of special trade passengers, such as the
pilgrim trade, the Administration of the State whose flag such ships
are entitled to fly, if satisfied that it is impracticable to enforce
compliance with the requirements of this chapter, may exempt such ships
from those requirements, provided that they comply fully with the
provisions
of:
.1.the
rules annexed to the Special Trade Passenger Ships Agreement, 1971;
and
.2.the rules annexed to the
Protocol on Space Requirements for Special Trade Passenger Ships,
1973.2DefinitionsFor
the purpose of this chapter, unless expressly provided
otherwise:
1.Subdivision
length (Ls) of the ship is the greatest projected
moulded length of that part of the ship at or below deck or decks
limiting the vertical extent of flooding with the ship at the deepest
subdivision
draught.
2.Mid-length
is the mid-point of the subdivision length of the
ship.
3.Aft
terminal is the aft limit of the subdivision
length.
4.Forward
terminal is the forward limit of the subdivision
length.
5.Length
(L) is the length as defined in the International Convention
on Load Lines in
force.
6.Freeboard
deck is the deck as defined in the International Convention on
Load Lines in
force.
7.Forward
perpendicular is the forward perpendicular as defined in the
International Convention on Load Lines in
force.
8.Breadth
(B) is the greatest moulded breadth of the ship at or below
the deepest subdivision
draught.
9.Draught
(d) is the vertical distance from the keel line at mid-length
to the waterline in
question.
10.Deepest
subdivision draught (ds) is the waterline which
corresponds to the summer load line draught of the
ship.
11.Light
service draught (dl) is the service draught
corresponding to the lightest anticipated loading and associated
tankage, including, however, such ballast as may be necessary for
stability and/or immersion. Passenger ships should include the full
complement of passengers and crew on
board.
12.Partial
subdivision draught (dp) is the light service
draught plus 60% of the difference between the light service draught
and the deepest subdivision
draught.
13.Trim
is the difference between the draught forward and the draught aft,
where the draughts are measured at the forward and aft terminals
respectively, disregarding any rake of
keel.
14.Permeability
(??) of a space is the proportion of the immersed volume
of that space which can be occupied by
water.
15.Machinery
spaces are spaces between the watertight boundaries of a space
containing the main and auxiliary propulsion machinery, including
boilers, generators and electric motors primarily intended for
propulsion. In the case of unusual arrangements, the Administration may
define the limits of the machinery
spaces.
16.Weathertight
means that in any sea conditions water will not penetrate into the
ship.
17.Watertight
means having scantlings and arrangements capable of preventing the
passage of water in any direction under the head of water likely to
occur in intact and damaged conditions. In the damaged condition, the
head of water is to be considered in the worst situation at
equilibrium, including intermediate stages of
flooding.
18.Design
pressure means the hydrostatic pressure for which each
structure or appliance assumed watertight in the intact and damage
stability calculations is designed to
withstand.
19.Bulkhead
deck in a passenger ship means the uppermost deck at any point
in the subdivision length (Ls
)
to which the main bulkheads and the ship???s shell are carried
watertight and the lowermost deck from which passenger and crew
evacuation will not be impeded by water in any stage of flooding for
damage cases defined in regulation 8 and in part B-2 of this chapter.
The bulkhead deck may be a stepped deck. In a cargo ship the freeboard
deck may be taken as the bulkhead
deck.
20.Deadweight
is the difference in tonnes between the displacement of a ship in water
of a specific gravity of 1.025 at the draught corresponding to the
assigned summer freeboard and the lightweight of the
ship.
21.Lightweight
is the displacement of a ship in tonnes without cargo, fuel,
lubricating oil, ballast water, fresh water and feedwater in tanks,
consumable stores, and passengers and crew and their
effects.
22.Oil
tanker is the oil tanker defined in regulation 1 of Annex 1 of
the Protocol of 1978 relating to the International Convention for the
Prevention of Pollution from Ships,
1973.
23.Ro-ro
passenger ship means a passenger ship with ro-ro spaces or
special category spaces as defined in regulation
II-2/3.
24.Bulk
carrier means a bulk carrier as defined in regulation
XII/1.1.
25.Keel
line is a line parallel to the slope of the keel passing
amidships
through:
.1.the
top of the keel at centreline or line of intersection of the inside of
shell plating with the keel if a bar keel extends below that line, on a
ship with a metal shell; or
.2.in wood
and composite ships, the distance is measured from the lower edge of
the keel rabbet. When the form at the lower part of the midship section
is of a hollow character, or where thick garboards are fitted, the
distance is measured from the point where the line of the flat of the
bottom continued inward intersects the centreline
amidships.
26.Amidship
is at the middle of the length
(L).3Definitions
relating to parts C, D and EFor the purpose of parts
C, D and E, unless expressly provided
otherwise:
1.Steering
gear control system is the equipment by which orders are
transmitted from the navigating bridge to the steering gear power
units. Steering gear control systems comprise transmitters, receivers,
hydraulic control pumps and their associated motors, motor controllers,
piping and
cables.
2.Main
steering gear is the machinery, rudder actuators, steering
gear, power units, if any, and ancillary equipment and the means of
applying torque to the rudder stock (e.g. tiller or quadrant) necessary
for effecting movement of the rudder for the purpose of steering the
ship under normal service
conditions.
3.Steering
gear power unit
is:
.1.in
the case of electric steering gear, an electric motor and its
associated electrical equipment;
.2.in
the case of electrohydraulic steering gear, an electric motor and its
associated electrical equipment and connected pump;
or
.3.in the case of other hydraulic
steering gear, a driving engine and connected
pump.
4.Auxiliary
steering gear is the equipment other than any part of the main
steering gear necessary to steer the ship in the event of failure of
the main steering gear but not including the tiller, quadrant or
components serving the same
purpose.
5.Normal
operational and habitable condition is a condition under which
the ship as a whole, the machinery, services, means and aids ensuring
propulsion, ability to steer, safe navigation, fire and flooding
safety, internal and external communications and signals, means of
escape, and emergency boat winches, as well as the designed comfortable
conditions of habitability are in working order and functioning
normally.
6.Emergency
condition is a condition under which any services needed for
normal operational and habitable conditions are not in working order
due to failure of the main source of electrical
power.
7.Main source
of electrical power is a source intended to supply electrical
power to the main switchboard for distribution to all services
necessary for maintaining the ship in normal operational and habitable
conditions.
8.Dead
ship condition is the condition under which the main
propulsion plant, boilers and auxiliaries are not in operation due to
the absence of
power.
9.Main
generating station is the space in which the main source of
electrical power is
situated.
10.Main
switchboard is a switchboard which is directly supplied by the
main source of electrical power and is intended to distribute
electrical energy to the ship???s
services.
11.Emergency
switchboard is a switchboard which in the event of failure of
the main electrical power supply system is directly supplied by the
emergency source of electrical power or the transitional source of
emergency power and is intended to distribute electrical energy to the
emergency
services.
12.Emergency
source of electrical power is a source of electrical power,
intended to supply the emergency switchboard in the event of a failure
of the supply from the main source of electrical
power.
13.Power
actuating system is the hydraulic equipment provided for
supplying power to turn the rudder stock, comprising a steering gear
power unit or units, together with the associated pipes and fittings,
and a rudder actuator. The power actuating systems may share common
mechanical components (i.e. tiller, quadrant and rudder stock) or
components serving the same
purpose.
14.Maximum
ahead service speed is the greatest speed which the ship is
designed to maintain in service at sea at the deepest sea-going
draught.
15.Maximum
astern speed is the speed which it is estimated the ship can
attain at the designed maximum astern power at the deepest sea-going
draught.
16.Machinery
spaces are all machinery spaces of category A and all other
spaces containing propelling machinery, boilers, oil fuel units, steam
and internal combustion engines, generators and major electrical
machinery, oil filling stations, refrigerating, stabilizing,
ventilation and air conditioning machinery, and similar spaces, and
trunks to such
spaces.
17.Machinery
spaces of category A are those spaces and trunks to such
spaces which
contain:
.1.internal
combustion machinery used for main
propulsion;
.2.internal combustion
machinery used for purposes other than main propulsion where such
machinery has in the aggregate a total power output of not less than
375 kW; or
.3.any oil-fired boiler or
oil fuel
unit.
18.Control
stations are those spaces in which the ship???s radio or
main navigating equipment or the emergency source of power is located
or where the fire recording or fire control equipment is
centralized.
19.Chemical
tanker is a cargo ship constructed or adapted and used for the
carriage in bulk of any liquid product listed in
either:
.1.chapter
17 of the International Code for the Construction and Equipment of
Ships Carrying Dangerous Chemicals in Bulk adopted by the Maritime
Safety Committee by resolution MSC.4(48), hereinafter referred to as
???the International Bulk Chemical Code???, as may be amended
by the Organization; or
.2.chapter VI
of the Code for the Construction and Equipment of Ships Carrying
Dangerous Chemicals in Bulk adopted by the Assembly of the Organization
by resolution A.212(VII), hereinafter referred to as ???the Bulk
Chemical Code???, as has been or may be amended by the
Organization,whichever is
applicable.
20.Gas
carrier is a cargo ship constructed or adapted and used for
the carriage in bulk of any liquefied gas or other products listed in
either:
.1.chapter
19 of the International Code for the Construction and Equipment of
Ships Carrying Liquefied Gases in Bulk adopted by the Maritime Safety
Committee by resolution MSC.5(48), hereinafter referred to as the
???International Gas Carrier Code???, as may be amended by
the Organization;or
.2.chapter
XIX of the Code for the Construction and Equipment of Ships Carrying
Liquefied Gases in Bulk adopted by the Organization by resolution
A.328(IX), hereinafter referred to as ???the Gas Carrier
Code???, as has been or may be amended by the
Organization,whichever is
applicable.BSUBDIVISION
AND
STABILITY4General1.The
damage stability requirements in Parts B-1 through B-4 shall apply to
cargo ships of 80 m in length (L) and
upwards and to all passenger ships regardless of length but shall
exclude those cargo ships which are shown to comply with subdivision
and damage stability regulations in other
instruments1)Cargo
ships shown to comply with the following regulations may be excluded
from the application of part
B-1:.1.Annex
I to MARPOL 73/78, except OBO ships with type B freeboards are not
excluded;.2.International
Bulk Chemical
Code;.3.International
Gas Carrier
Code;.4.Guidelines
for the design and construction of offshore supply vessels (resolution
A.469(XII));.5.Code
of Safety for Special Purpose Ships (resolution A.534(13), as
amended);.6.Damage
stability requirements of regulation 27 of the 1966 Load Lines
Convention as applied in compliance with resolutions A.320(IX) and
A.514(13), provided that in the case of cargo ships to which regulation
27(9) applies, main transverse watertight bulkheads, to be considered
effective, are spaced according to paragraph (12)(f) of resolution
A.320(IX);
and.7.Damage
stability requirements of regulation 27 of the 1988 Load Lines
Protocol.
developed by the
Organization.2.The
Administration may, for a particular ship or group of ships, accept
alternative methodologies if it is satisfied that at least the same
degree of safety as represented by these regulations is achieved. Any
Administration which allows such alternative methodologies shall
communicate to the Organization particulars
thereof.3.Ships
shall be as efficiently subdivided as is possible having regard to the
nature of the service for which they are intended. The degree of
subdivision shall vary with the subdivision length
(Ls
) of the ship and with the
service, in such manner that the highest degree of subdivision
corresponds with the ships of greatest subdivision length
(Ls
), primarily engaged in the
carriage of
passengers.4.Where
it is proposed to fit decks, inner skins or longitudinal bulkheads of
sufficient tightness to seriously restrict the flow of water, the
Administration shall be satisfied that proper consideration is given to
beneficial or adverse effects of such structures in the
calculations.B-1STABILITY5Intact
stability
information2)Refer
to the Code on Intact Stability for All Types of Ships covered by IMO
Instruments, adopted by the Organization by resolution
A.749(18).1.Every
passenger ship regardless of size and every cargo ship having a length
(L) of 24 m and upwards, shall be inclined
upon its completion and the elements of its stability
determined.2.The
Administration may allow the inclining test of an individual cargo ship
to be dispensed with provided basic stability data are available from
the inclining test of a sister ship and it is shown to the satisfaction
of the Administration that reliable stability information for the
exempted ship can be obtained from such basic data, as required by
regulation 5-1. A weight survey shall be carried out upon completion
and the ship shall be inclined whenever in comparison with the data
derived from the sister ship, a deviation from the lightship
displacement exceeding 1% for ships of 160 m or more in length and 2%
for ships of 50 m or less in length and as determined by linear
interpolation for intermediate lengths or a deviation from the
lightship longitudinal centre of gravity exceeding 0.5% of
Ls
is
found.3.The
Administration may also allow the inclining test of an
individual ship or class of ships especially designed for
the carriage of liquids or ore in bulk to be dispensed with when
reference to existing data for similar ships clearly indicates that due
to the ship???s proportions and arrangements more than sufficient
metacentric height will be available in all probable loading
conditions.4.Where
any alterations are made to a ship so as to materially affect the
stability information supplied to the master, amended stability
information shall be provided. If necessary the ship shall be
re-inclined. The ship shall be re-inclined if anticipated deviations
exceed one of the values specified in paragraph
5.5.At periodical
intervals not exceeding five years, a lightweight survey shall be
carried out on all passenger ships to verify any changes in lightship
displacement and longitudinal centre of gravity. The ship shall be
re-inclined whenever, in comparison with the approved stability
information, a deviation from the lightship displacement exceeding 2%
or a deviation of the longitudinal centre of gravity exceeding 1% of
Ls
is found or
anticipated.6.Every
ship shall have scales of draughts marked clearly at the bow and stern.
In the case where the draught marks are not located where they are
easily readable, or operational constraints for a particular trade make
it difficult to read the draught marks, then the ship shall also be
fitted with a reliable draught indicating system by which the bow and
stern draughts can be
determined.5-1Stability
information to be supplied to the
master3)Refer
also to the Guidelines for the preparation of intact stability
information (MSC/Circ.456); Guidance on the intact stability of
existing tankers during transfer operations (MSC/Circ.706); and the
Guidance to the master for avoiding dangerous situations in following
and quartering seas (MSC/Circ.707).1.The master
shall be supplied with such information satisfactory to the
Administration as is necessary to enable him by rapid and simple
processes to obtain accurate guidance as to the stability of the ship
under varying conditions of service.A copy of the stability
information shall be furnished to the
Administration.2.The
information should
include:
.1.curves
or tables of minimum operational metacentric height
(GM) versus draught which assures
compliance with the relevant intact and damage stability requirements,
alternatively corresponding curves or tables of the maximum allowable
vertical centre of gravity (KG) versus
draught, or with the equivalents of either of these
curves;
.2.instructions concerning the
operation of cross-flooding arrangements;
and
.3.all other data and aids which
might be necessary to maintain the required intact stability and
stability after
damage.3.The
stability information shall show the influence of various trims in
cases where the operational trim range exceeds +/- 0.5% of
Ls
.4.For
ships which have to fulfil the stability requirements of part B-1,
information referred to in paragraph 2 are determined from
considerations related to the subdivision index, in the following
manner: Minimum required GM (or maximum
permissible vertical position of centre of gravity
KG) for the three draughts
ds
,
dp
and
dl
are equal to the
GM (or KG
values) of corresponding loading cases used for the
calculation of survival factor
si
. For intermediate draughts,
values to be used shall be obtained by linear interpolation applied to
the GM value only between the deepest
subdivision draught and the partial subdivision draught and between the
partial load line and the light service draught respectively. Intact
stability criteria will also be taken into account by retaining for
each draft the maximum among minimum required
GM values or the minimum of maximum
permissible KG values for both criteria. If
the subdivision index is calculated for different trims, several
required GM curves will be established in
the same
way.5.When curves
or tables of minimum operational metacentric height
(GM) versus draught are not appropriate,
the master should ensure that the operating condition does not deviate
from a studied loading condition, or verify by calculation that the
stability criteria are satisfied for this loading
condition.6Required
subdivision index
R4)The
Maritime Safety Committee, in adopting the regulations contained in
parts B to B-4, invited Administrations to note that the regulations
should be applied in conjunction with the explanatory notes developed
by the Organization in order to ensure their uniform
application.1.The
subdivision of a ship is considered sufficient if the attained
subdivision index A, determined in
accordance with regulation 7, is not less than the required subdivision
index R calculated in accordance with this
regulation and if, in addition, the partial indices
As,
Ap and
Al are not less than
0.9R for passenger ships and
0.5R for cargo
ships.2.For all
ships to which the damage stability requirements of this chapter apply,
the degree of subdivision to be provided shall be determined by the
required subdivision index R, as
follows:
.1.In
the case of cargo ships greater than 100 m in length
(Ls
):
.2.In
the case of cargo ships not less than 80 m in length
(Ls
) and not greater than 100 m
in length
(Ls):Where
Ro is the value
R as calculated in accordance with the
formula in subparagraph .1.
.3.In the
case of passenger
ships:where:N
= N1 +
2N2N1
= number of persons for whom lifeboats are
providedN2 = number of
persons (including officers and crew) the ship is permitted to carry in
excess of N1.
.4.Where the
conditions of service are such that compliance with paragraph 2.3 of
this regulation on the basis of N =
N1 +
2N2 is impracticable and where
the Administration considers that a suitably reduced degree of hazard
exists, a lesser value of N may be taken
but in no case less than N =
N1 +
N2.7Attained
subdivision index
A1.The
attained subdivision index A is obtained by
the summation of the partial indices
As,
Ap and
Al, (weighted as shown)
calculated for the draughts ds,
dp and
dl defined in regulation 2 in
accordance with the following
formula:Each
partial index is a summation of contributions from all damage cases
taken inconsideration, using the following
formula:where:i
represents each compartment or group of compartments under
consideration,pi
accounts for the probability that only the compartment or group of
compartments under consideration may be flooded, disregarding any
horizontal subdivision, as defined in regulation
7-1,si
accounts for the
probability of survival after flooding the compartment or group of
compartments under consideration, and includes the effect of any
horizontal subdivision, as defined in regulation
7-2.2.In the
calculation of A, the level trim shall be
used for the deepest subdivision draught and the partial subdivision
draught. The actual service trim shall be used for the light service
draught. If in any service condition, the trim variation in comparison
with the calculated trim is greater than 0.5% of
Ls, one or more additional
calculations of A are to be submitted for
the same draughts but different trims so that, for all service
conditions, the difference in trim in comparison with the reference
trim used for one calculation will be less than 0.5% of
Ls.3.When
determining the positive righting lever
(GZ) of the residual stability curve, the
displacement used should be that of the intact condition. That is, the
constant displacement method of calculation should be
used.4.The
summation indicated by the above formula shall be taken over the
ship???s subdivision length
(Ls) for all cases of flooding
in which a single compartment or two or more adjacent compartments are
involved. In the case of unsymmetrical arrangements, the calculated
A value should be the mean value obtained
from calculations involving both sides. Alternatively, it should be
taken as that corresponding to the side which evidently gives the least
favourable
result.5.Wherever
wing compartments are fitted, contribution to the summation indicated
by the formula shall be taken for all cases of flooding in which wing
compartments are involved. Additionally, cases of simultaneous flooding
of a wing compartment or group of compartments and the adjacent inboard
compartment or group of compartments, but excluding damage of
transverse extent greater than one half of the ship breadth
B, may be added. For the purpose of this
regulation, transverse extent is measured inboard from ship???s
side, at right angle to the centreline at the level of the deepest
subdivision
draught.6.In the
flooding calculations carried out according to the regulations, only
one breach of the hull and only one free surface need to be assumed.
The assumed vertical extent of damage is to extend from the baseline
upwards to any watertight horizontal subdivision above the waterline or
higher. However, if a lesser extent of damage will give a more severe
result, such extent is to be
assumed.7.If
pipes, ducts or tunnels are situated within the assumed extent of
damage, arrangements are to be made to ensure that progressive flooding
cannot thereby extend to compartments other than those assumed flooded.
However, the Administration may permit minor progressive flooding if it
is demonstrated that its effects can be easily controlled and the
safety of the ship is not
impaired.7-1Calculation
of the factor
pi1.The
factor pi for a compartment or
group of compartments shall be calculated in accordance with paragraphs
1.1 and 1.2 using the following
notations:j = the aftmost damage
zone number involved in the damage starting with no.1 at the
stern;n = the number of adjacent
damage zones involved in the
damage;k = is the number of a
particular longitudinal bulkhead as barrier for transverse penetration
in a damage zone counted from shell towards the centre line. The shell
has k =
0;x1 = the distance from the aft
terminal of Ls to the aft end of
the zone in question;x2 = the
distance from the aft terminal of
Ls to the forward end of the
zone in question;b = the mean
transverse distance in metres measured at right angles to the
centreline at the deepest subdivision loadline between the shell and an
assumed vertical plane extended between the longitudinal limits used in
calculating the factor pi and
which is a tangent to, or common with, all or part of the outermost
portion of the longitudinal bulkhead under consideration. This vertical
plane shall be so orientated that the mean transverse distance to the
shell is a maximum, but not more than twice the least distance between
the plane and the shell. If the upper part of a longitudinal bulkhead
is below the deepest subdivision loadline the vertical plane used for
determination of b is assumed to extend
upwards to the deepest subdivision waterline. In any case,
b is not to be taken greater than
B/2.If the damage
involves a single zone
only:If
the damage involves two adjacent
zones:If
the damage involves three or more adjacent
zones:and
where r(x1, x2,
b0) =
0
1.1The
factor p(x1,
x2) is to be calculated according to the
following
formulae:
Overall
normalized max damage length:Jmax
=
10/33Knuckle
point in the distribution:Jkn
=
5/33Cumulative
probability at Jkn
:pk
=
11/12Maximum
absolute damage length:lmax
= 60 mLength
where normalized distribution ends:L*
= 260
mProbability
density at J =
0:
The
non-dimensional damage
length:The
normalized length of a compartment or group of
compartments:Jn
is to
be taken as the lesser of J and
Jm
1.1.1.Where
neither limits of the compartment or group of compartments under
consideration coincides with the aft or forward
terminals:
1.1.2.Where
the aft limit of the compartment or group of compartments under
consideration coincides with the aft terminal or the forward limit of
the compartment or group of compartments under consideration coincides
with the forward
terminal:
1.1.3.Where
the compartment or groups of compartments considered extends over the
entire subdivision length
(Ls
):
1.2.The
factor r(x1, x2, b) shall be determined by
the following
formulae:where:
1.2.1.Where
the compartment or groups of compartments considered extends over the
entire subdivision length
(Ls
):
1.2.2.Where
neither limits of the compartment or group of compartments under
consideration coincides with the aft or forward
terminals:
1.2.3.Where
the aft limit of the compartment or group of compartments under
consideration coincides with the aft terminal or the forward limit of
the compartment or group of compartments under consideration coincides
with the forward
terminal:7-2Calculation
of the factor
si1.The
factor si
shall be determined
for each case of assumed flooding, involving a compartment or group of
compartments, in accordance with the following notations and the
provisions in this
regulation.??
is
the equilibrium heel angle in any stage of flooding, in
degrees;??
is the
angle, in any stage of flooding, where the righting lever becomes
negative, or the angle at which an opening incapable of being closed
weathertight becomes
submerged;GZmax is the
maximum positive righting lever, in metres, up to the angle
??v;Range is the
range of positive righting levers, in degrees, measured from the angle
??e. The positive range is to be taken up to the angle
??v;Flooding stage
is any discrete step during the flooding process, including the stage
before equalization (if any) until final equilibrium has been
reached.
1.1.The
factor si
, for any damage case
at any initial loading condition,
di
, shall be obtained from the
formula:si
= minimum {
sintermediate,i or
sfinal,i ??
smom,i
}where:sintermediate,i
is the probability to survive all intermediate flooding stages until
the final equilibrium stage, and is calculated in accordance with
paragraph 2;sfinal,i is
the probability to survive in the final equilibrium stage of flooding.
It is calculated in accordance with paragraph
3;smom,i is the
probability to survive heeling moments, and is calculated in accordance
with paragraph
4.2.The
factor sintermediate,i is
applicable only to passenger ships (for cargo ships
sintermediate,i should be taken
as unity) and shall be taken as the least of the s-factors obtained
from all flooding stages including the stage before equalization, if
any, and is to be calculated as
follows:where
GZmax is not to be taken as more
than 0.05 m and Range as not more than
7??.sintermediate =
0, if the intermediate heel angle exceeds 15??. Where
cross-flooding fittings are required, the time for equalization shall
not exceed 10
min.3.The factor
sfinal,i shall be obtained from
the
formula:where:GZmax
is not to be taken as more than 0.12
m;Range is not to be taken as more
than
16??;where:??min
is 7?? for passenger ships and 25?? for cargo ships;
and??max is 15?? for passenger ships and
30?? for cargo
ships.4.The
factor smom,i is applicable only
to passenger ships (for cargo ships
smom,i shall be taken as unity)
and shall be calculated at the final equilibrium from the
formula:where:Displacement
is the intact displacement at the subdivision
draught;Mheel is the
maximum assumed heeling moment as calculated in accordance with
subparagraph 4.1;
andsmom,i ???
1
4.1.The
heeling moment Mheel is to be
calculated as
follows:
4.1.1.Mpassenger
is the maximum assumed heeling moment resulting from movement of
passengers, and is to be obtained as
follows:where:Np
is the maximum number of passengers permitted to be on board in the
service condition corresponding to the deepest subdivision draught
under consideration;andB
is the beam of the ship.Alternatively, the heeling moment may
be calculated assuming the passengers are distributed with 4 persons
per square metre on available deck areas towards one side
of the ship on the decks where muster stations are located and in such
a way that they produce the most adverse heeling moment. In doing so, a
weight of 75 kg per passenger is to be
assumed.
4.1.2.Mwind
is the maximum assumed wind force acting in a damage
situation:where:P
= 120 N/m2;A =
projected lateral area above
waterline;Z = distance from centre
of lateral projected area above waterline to
T/2;
andT = ship???s draught,
di
.
4.1.3.MSurvivalcraft
is the maximum assumed heeling moment due to the launching of all fully
loaded davit-launched survival craft on one side of the ship. It shall
be calculated using the following
assumptions:
.1.all
lifeboats and rescue boats fitted on the side to which the ship has
heeled after having sustained damage shall be assumed to be swung out
fully loaded and ready for
lowering;
.2.for lifeboats which are
arranged to be launched fully loaded from the stowed position, the
maximum heeling moment during launching shall be
taken;
.3.a fully loaded davit-launched
liferaft attached to each davit on the side to which the ship has
heeled after having sustained damage shall be assumed to be swung out
ready for lowering;
.4.persons not in
the life-saving appliances which are swung out shall not provide either
additional heeling or righting moment;
and
.5.life-saving appliances on the
side of the ship opposite to the side to which the ship has heeled
shall be assumed to be in a stowed
position.5.Unsymmetrical
flooding is to be kept to a minimum consistent with the efficient
arrangements. Where it is necessary to correct large angles of heel,
the means adopted shall, where practicable, be self-acting, but in any
case where controls to equalization devices are provided they shall be
operable from above the bulkhead deck. These fittings together with
their controls shall be acceptable to the
Administration.5)Reference
is made to the Recommendation on a standard method for establishing
compliance with the requirements for cross-flooding arrangements in
passengers ships, adopted by the Organization by resolution
A.266(VIII), as may be amended.
Suitable information concerning the use of equalization devices shall
be supplied to the master of the
ship.
5.1.Tanks
and compartments taking part in such equalization shall be fitted with
air pipes or equivalent means of sufficient cross-section to ensure
that the flow of water into the equalization compartments is not
delayed.
5.2.In all cases,
si
is to be taken as zero in
those cases where the final waterline, taking into account sinkage,
heel and trim,
immerses:
.1.the
lower edge of openings through which progressive flooding may take
place and such flooding is not accounted for in the calculation of
factor si
.Such openings
shall include air-pipes, ventilators and openings which are closed by
means of weathertight doors or hatch covers;
and
.2.any part of the bulkhead deck in
passenger ships considered a horizontal evacuation route for compliance
with chapter II-2.
5.3.The
factor si
is to be taken as zero
if, taking into account sinkage, heel and trim, any of the following
occur in any intermediate stage or in the final stage of
flooding:
.1.immersion
of any vertical escape hatch in the bulkhead deck intended for
compliance with chapter II-2;
.2.any
controls intended for the operation of watertight doors, equalization
devices, valves on piping or on ventilation ducts intended to maintain
the integrity of watertight bulkheads from above the bulkhead deck
become inaccessible or
inoperable;
.3.immersion of any part of
piping or ventilation ducts carried through a watertight boundary that
is located within any compartment included in damage cases contributing
to the attained index A, if not fitted with
watertight means of closure at each
boundary.
5.4.However,
where compartments assumed flooded due to progressive flooding are
taken into account in the damage stability calculations multiple values
of sintermediate,i may be
calculated assuming equalization in additional flooding
phases.
5.5.Except as provided in
paragraph 5.3.1, openings closed by means of watertight manhole covers
and flush scuttles, small watertight hatch covers, remotely operated
sliding watertight doors, side scuttles of the non-opening type as well
as watertight access doors and hatch covers required to be kept closed
at sea need not be
considered.6.Where
horizontal watertight boundaries are fitted above the waterline under
consideration the s-value calculated for the lower compartment or group
of compartments shall be obtained by multiplying the value as
determined in paragraph 1.1 by the reduction factor
vm
according to paragraph 6.1,
which represents the probability that the spaces above the horizontal
subdivision will not be
flooded.
6.1.The
factor vm
shall be obtained from
the
formula:where:Hj,
n, m
, is the least height above the baseline, in metres,
within the longitudinal range of
x1()???x2(-1)
of the mth horizontal boundary
which is assumed to limit the vertical extent of flooding for the
damaged compartments under
consideration;Hj, n,
m-1
is the least height above the baseline, in metres,
within the longitudinal range of
x1()???x2(-1)
of the (m-1)th horizontal
boundary which is assumed to limit the vertical extent of flooding for
the damaged compartments under
consideration;j signifies the aft
terminal of the damaged compartments under
consideration;m represents each
horizontal boundary counted upwards from the waterline under
consideration;d is the draught in
question as defined in regulation 2;
andx1
and x2
represent the terminals
of the compartment or group of compartments considered in regulation
7-1.
6.1.1.The factors
v(Hj, n, m,
d) and
v(Hj, n,
m-1,d) shall be
obtained from the
formulas:where:v(Hj,
n, m, d) is to be taken as 1, if
Hm
coincides with the uppermost
watertight boundary of the ship within the range
(x1(
???x2(-1)),
andv(Hj,
n, 0, d) is to be taken as 0.In no case is
vm
to be taken as less than zero
or more than 1.
6.2.In
general, each contribution dA to the index
A in the case of horizontal subdivisions is
obtained from the
formula:where:vm
= the v-value calculated in accordance with
paragraph 6.1;smin
=
the least s-factor for all combinations of
damages obtained when the assumed damage extends from the assumed
damage height Hm
downwards.7-3Permeability1.For
the purpose of the subdivision and damage stability calculations of the
regulations, the permeability of each general compartment or part of a
compartment shall be as
follows:
SpacesPermeabilityAppropriated
to storesOccupied by accommodationOccupied by
machineryVoid spacesIntended for
liquids0.600.950.850.950
or
0.951)Whichever
results in the more severe
requirement.
2.For
the purpose of the subdivision and damage stability calculations of the
regulations, the permeability of each cargo compartment or part of a
compartment shall be as
follows:
SpacesPermeability
at draught
dsPermeability
at draught
dpPermeability
at draught
dlDry
cargo spacesContainer spacesRo-ro
spacesCargo
liquids0.700.700.900.700.800.800.900.800.950.950.950.95
3.Other
figures for permeability may be used if substantiated by
calculations.8Special
requirements concerning passenger ship
stability1.A
passenger ship intended to carry 400 or more persons shall have
watertight subdivision abaft the collision bulkhead so that
si
= 1 for the three loading
conditions on which is based the calculation of the subdivision index
and for a damage involving all the compartments within
0.08L measured from the forward
perpendicular.2.A
passenger ship intended to carry 36 or more persons is to be capable of
withstanding damage along the side shell to an extent specified in
paragraph 3.Compliance with this regulation is to be achieved
by demonstrating that si
, as
defined in regulation 7-2, is not less than 0.9 for the three loading
conditions on which is based the calculation of the subdivision
index.3.The
damage extent to be assumed when demonstrating compliance with
paragraph 2, is to be dependent on both N
as defined in regulation 6, and
Ls
as defined in regulation 2,
such
that:
.1.the
vertical extent of damage is to extend from the ship???s moulded
baseline to a position up to 12.5 m above the position of the deepest
subdivision draught as defined in regulation 2, unless a lesser
vertical extent of damage were to give a lower value of
si
, in which case this reduced
extent is to be used;
.2.where 400 or
more persons are to be carried, a damage length of
0.03Ls
but not less than 3 m is
to be assumed at any position along the side shell, in conjunction with
a penetration inboard of 0.1B but not less
than 0.75 m measured inboard from the ship side, at right angle to the
centreline at the level of the deepest subdivision
draught;
.3.where less than 400 persons
are carried, damage length is to be assumed at any position along the
shell side between transverse watertight bulkheads provided that the
distance between two adjacent transverse watertight bulkheads is not
less than the assumed damage length. If the distance between adjacent
transverse watertight bulkheads is less than the assumed damage length,
only one of these bulkheads shall be considered effective for the
purpose of demonstrating compliance with paragraph
2;
.4.where 36 persons are carried, a
damage length of 0.015Ls
but not
less than 3 m is to be assumed, in conjunction with a penetration
inboard of 0.05B but not less than 0.75 m;
and
.5.where more than 36, but fewer
than 400 persons are carried the values of damage length and
penetration inboard, used in the determination of the assumed extent of
damage, are to be obtained by linear interpolation between the values
of damage length and penetration which apply for ships carrying 36
persons and 400 persons as specified in subparagraphs .4 and
.2.B-2SUBDIVISION,
WATERTIGHT AND WEATHERTIGHT
INTEGRITY9Double
bottoms in passenger ships and cargo ships other than
tankers1.A
double bottom shall be fitted extending from the collision bulkhead to
the afterpeak bulkhead, as far as this is practicable and compatible
with the design and proper working of the
ship.2.Where a
double bottom is required to be fitted the inner bottom shall be
continued out to the ship???s sides in such a manner as to protect
the bottom to the turn of the bilge.Such protection will be
deemed satisfactory if the inner bottom is not lower at any part than a
plane parallel with the keel line and which is located not less than a
vertical distance h measured from the keel
line, as calculated by the
formula:h =
B/20However, in no case
is the value of h to be less than 760 mm,
and need not be taken as more than 2,000
mm.3.Small wells
constructed in the double bottom in connection with drainage
arrangements of holds, etc., shall not extend downward more than
necessary. A well extending to the outer bottom is, however, permitted
at the after end of the shaft tunnel.Other wells (e.g. for
lubricating oil under main engines) may be permitted by the
Administration if satisfied that the arrangements give protection
equivalent to that afforded by a double bottom complying with this
regulation. In no case shall the vertical distance from the bottom of
such a well to a plane coinciding with the keel line be less than 500
mm.4.A double
bottom need not be fitted in way of watertight tanks, including dry
tanks of moderate size, provided the safety of the ship is not impaired
in the event of bottom or side
damage.5.In the
case of passenger ships to which the provisions of regulation 1.5 apply
and which are engaged on regular service within the limits of a short
international voyage as defined in regulation III/3.22, the
Administration may permit a double bottom to be dispensed with if
satisfied that the fitting of a double bottom in that part would not be
compatible with the design and proper working of the
ship.6.Any part
of a passenger ship or a cargo ship that is not fitted with a double
bottom in accordance with paragraphs 1, 4 or 5 shall be capable of
withstanding bottom damages, as specified in paragraph 8, in that part
of the ship.7.In
the case of unusual bottom arrangements in a passenger ship or a cargo
ship, it shall be demonstrated that the ship is capable of withstanding
bottom damages as specified in paragraph
8.8.Compliance
with paragraphs 6 or 7 is to be achieved by demonstrating that
si
, when calculated in
accordance with regulation 7-2, is not less than 1 for all service
conditions when subject to a bottom damage assumed at any position
along the ship???s bottom and with an extent specified in .2 below
for the affected part of the
ship:
.1.Flooding
of such spaces shall not render emergency power and lighting, internal
communication, signals or other emergency devices inoperable in other
parts of the ship.
.2.Assumed extent of
damage shall be as
follows:
For
0.3 L from the forward perpendicular of the
shipAny
other part of the
shipLongitudinal
extent1/3
L2/3 or 14.5 m, whichever
isless1/3
L2/3 or 14.5 m, whichever
islessTransverse
extentB/6
or 10 m, whichever is lessB/6
or 5 m, whichever is
lessVertical
extent, measured from the keel
lineB/20
or 2 m, whichever is
lessB/20
or 2 m, whichever is less
.3.If
any damage of a lesser extent than the maximum damage specified in .2
would result in a more severe condition, such damage should be
considered.9.In
case of large lower holds in passenger ships, the Administration may
require an increased double bottom height of not more than
B/10 or 3 m, whichever is less, measured
from the keel line. Alternatively, bottom damages may be calculated for
these areas, in accordance with paragraph 8, but assuming an increased
vertical
extent.10Construction
of watertight
bulkheads1.Each
watertight subdivision bulkhead, whether transverse or longitudinal,
shall be constructed having scantlings as specified in regulation 2.17.
In all cases, watertight subdivision bulkheads shall be capable of
supporting at least the pressure due to a head of water up to the
bulkhead
deck.2.Steps and
recesses in watertight bulkheads shall be as strong as the bulkhead at
the place where each
occurs.11Initial
testing of watertight bulkheads,
etc.1.Testing
watertight spaces not intended to hold liquids and cargo holds intended
to hold ballast by filling them with water is not compulsory. When
testing by filling with water is not carried out, a hose test shall be
carried out where practicable. This test shall be carried out in the
most advanced stage of the fitting out of the ship. Where a hose test
is not practicable because of possible damage to machinery, electrical
equipment insulation or outfitting items, it may be replaced by a
careful visual examination of welded connections, supported where
deemed necessary by means such as a dye penetrant test or an ultrasonic
leak test or an equivalent test. In any case a thorough inspection of
the watertight bulkheads shall be carried
out.2.The
forepeak, double bottom (including duct keels) and inner skins shall be
tested with water to a head corresponding to the requirements of
regulation
10.1.3.Tanks
which are intended to hold liquids, and which form part of the
watertight subdivision of the ship, shall be tested for tightness and
structural strength with water to a head corresponding to its design
pressure. The water head is in no case to be less than the top of the
air pipes or to a level of 2.4 m above the top of the tank, whichever
is the
greater.4.The
tests referred to in paragraphs 2 and 3 are for the purpose of ensuring
that the subdivision structural arrangements are watertight and are not
to be regarded as a test of the fitness of any compartment for the
storage of oil fuel or for other special purposes for which a test of a
superior character may be required depending on the height to which the
liquid has access in the tank or its
connections.12Peak
and machinery space bulkheads, shaft tunnels,
etc.1.A
collision bulkhead shall be fitted which shall be watertight up to the
bulkhead deck. This bulkhead shall be located at a distance from the
forward perpendicular of not less than
0.05L or 10 m, whichever is the less, and,
except as may be permitted by the Administration, not more than
0.08L or 0.05L
+ 3 m, whichever is the
greater.2.Where
any part of the ship below the waterline extends forward of the forward
perpendicular, e.g. a bulbous bow, the distances stipulated in
paragraph 1 shall be measured from a point
either:
.1.at
the mid-length of such extension;
.2.at
a distance 0.015L forward of the forward
perpendicular; or
.3.at a distance 3 m
forward of the forward perpendicular, whichever gives the smallest
measurement.3.The
bulkhead may have steps or recesses provided they are within the limits
prescribed in paragraph 1 or
2.4.No doors,
manholes, access openings, ventilation ducts or any other openings
shall be fitted in the collision bulkhead below the bulkhead
deck.5.1.Except
as provided in paragraph 5.2, the collision bulkhead may be pierced
below the bulkhead deck by not more than one pipe for dealing with
fluid in the forepeak tank, provided that the pipe is fitted with a
screw-down valve capable of being operated from above the bulkhead
deck, the valve chest being secured inside the forepeak to the
collision bulkhead. The Administration may, however, authorize the
fitting of this valve on the after side of the collision bulkhead
provided that the valve is readily accessible under all service
conditions and the space in which it is located is not a cargo space.
All valves shall be of steel, bronze or other approved ductile
material. Valves of ordinary cast iron or similar material are not
acceptable.5.2.If
the forepeak is divided to hold two different kinds of liquids the
Administration may allow the collision bulkhead to be pierced below the
bulkhead by two pipes, each of which is fitted as required by paragraph
5.1, provided the Administration is satisfied that there is no
practical alternative to the fitting of such a second pipe and that,
having regard to the additional subdivision provided in the forepeak,
the safety of the ship is
maintained.6.Where
a long forward superstructure is fitted the collision bulkhead shall be
extended weathertight to the deck next above the bulkhead deck. The
extension need not be fitted directly above the bulkhead below provided
it is located within the limits prescribed in paragraph 1 or 2 with the
exception permitted by paragraph 7 and that the part of the deck which
forms the step is made effectively weathertight. The extension shall be
so arranged as to preclude the possibility of the bow door causing
damage to it in the case of damage to, or detachment of, a bow
door.7.Where bow
doors are fitted and a sloping loading ramp forms part of the extension
of the collision bulkhead above the bulkhead deck the ramp shall be
weathertight over its complete length. In cargo ships the part of the
ramp which is more than 2.3 m above the bulkhead deck may extend
forward of the limit specified in paragraph 1 or 2. Ramps not meeting
the above requirements shall be disregarded as an extension of the
collision
bulkhead.8.The
number of openings in the extension of the collision bulkhead above the
freeboard deck shall be restricted to the minimum compatible with the
design and normal operation of the ship. All such openings shall be
capable of being closed
weathertight.9.Bulkheads
shall be fitted separating the machinery space from cargo and
accommodation spaces forward and aft and made watertight up to the
bulkhead deck. In passenger ships an afterpeak bulkhead shall also be
fitted and made watertight up to the bulkhead deck. The afterpeak
bulkhead may, however, be stepped below the bulkhead deck, provided the
degree of safety of the ship as regards subdivision is not thereby
diminished.10.In
all cases stern tubes shall be enclosed in watertight spaces of
moderate volume.In passenger ships the stern gland shall be
situated in a watertight shaft tunnel or other watertight space
separate from the stern tube compartment and of such volume that, if
flooded by leakage through the stern gland, the bulkhead deck will not
be immersed. In cargo ships other measures to minimize the danger of
water penetrating into the ship in case of damage to stern tube
arrangements may be taken at the discretion of the
Administration.13Openings
in watertight bulkheads below the bulkhead deck in passenger
ships1. The
number of openings in watertight bulkheads shall be reduced to the
minimum compatible with the design and proper working of the ship,
satisfactory means shall be provided for closing these
openings.2.1.Where
pipes, scuppers, electric cables, etc., are carried through watertight
bulkheads, arrangements shall be made to ensure the watertight
integrity of the
bulkheads.2.2.Valves
not forming part of a piping system shall not be permitted in
watertight
bulkheads.2.3.Lead
or other heat sensitive materials shall not be used in systems which
penetrate watertight bulkheads, where deterioration of such systems in
the event of fire would impair the watertight integrity of the
bulkheads.3.No
doors, manholes, or access openings are permitted in watertight
transverse bulkheads dividing a cargo space from an adjoining cargo
space, except as provided in paragraph 9.1 and in regulation
14.4.Subject to
paragraph 10, not more than one door, apart from the doors to shaft
tunnels, may be fitted in each watertight bulkhead within spaces
containing the main and auxiliary propulsion machinery
including boilers serving the needs of propulsion. Where
two or more shafts are fitted, the tunnels shall be connected by an
intercommunicating passage. There shall be only one door between the
machinery space and the tunnel spaces where two shafts are fitted and
only two doors where there are more than two shafts. All these doors
shall be of the sliding type and shall be so located as to have their
sills as high as practicable. The hand gear for operating these doors
from above the bulkhead deck shall be situated outside the spaces
containing the
machinery.5.1.Watertight
doors, except as provided in paragraph 9.1 or regulation 14, shall be
power-operated sliding doors complying with the requirements of
paragraph 7 capable of being closed simultaneously from the central
operating console at the navigation bridge in not more than 60 s with
the ship in the upright
position.5.2.The
means of operation whether by power or by hand of any power-operated
sliding watertight door shall be capable of closing the door with the
ship listed to 15?? either way. Consideration shall also be given
to the forces which may act on either side of the door as may be
experienced when water is flowing through the opening applying a static
head equivalent to a water height of at least 1 m above the sill on the
centreline of the
door.5.3.Watertight
door controls, including hydraulic piping and electric cables, shall be
kept as close as practicable to the bulkhead in which the doors are
fitted, in order to minimize the likelihood of them being involved in
any damage which the ship may sustain. The positioning of watertight
doors and their controls shall be such that if the ship sustains damage
within one fifth of the breadth of the ship, as defined in regulation
2, such distance being measured at right angles to the centreline at
the level of the deepest subdivision draught, the operation of the
watertight doors clear of the damaged portion of the ship is not
impaired.6.All
power-operated sliding watertight doors shall be provided with means of
indication which will show at all remote operating positions whether
the doors are open or closed. Remote operating positions shall only be
at the navigation bridge as required by paragraph 7.1.5 and at the
location where hand operation above the bulkhead deck is required by
paragraph
7.1.4.7.1.Each
power-operated sliding watertight
door:
.1.shall
have a vertical or horizontal
motion;
.2.shall, subject to paragraph
10, be normally limited to a maximum clear opening width of 1.2 m. The
Administration may permit larger doors only to the extent considered
necessary for the effective operation of the ship provided that other
safety measures, including the following, are taken into
consideration:
.1.special
consideration shall be given to the strength of the door and its
closing appliances in order to prevent leakages;
and
.2.the door shall be located
inboard the damage zone
B/5;
.3.shall
be fitted with the necessary equipment to open and close the door using
electric power, hydraulic power, or any other form of power that is
acceptable to the
Administration;
.4.shall be provided
with an individual hand-operated mechanism. It shall be possible to
open and close the door by hand at the door itself from either side,
and in addition, close the door from an accessible position above the
bulkhead deck with an all round crank motion or some other movement
providing the same degree of safety acceptable to the
Administration.Direction of rotation or other movement is to
be clearly indicated at all operating positions. The time necessary for
the complete closure of the door, when operating by hand gear, shall
not exceed 90 s with the ship in the upright
position;
.5.shall be provided with
controls for opening and closing the door by power from both sides of
the door and also for closing the door by power from the central
operating console at the navigation
bridge;
.6.shall be provided with an
audible alarm, distinct from any other alarm in the area, which will
sound whenever the door is closed remotely by power and which shall
sound for at least 5 s but no more than 10 s before the door begins to
move and shall continue sounding until the door is completely closed.
In the case of remote hand operation it is sufficient for the audible
alarm to sound only when the door is moving. Additionally, in passenger
areas and areas of high ambient noise the Administration may require
the audible alarm to be supplemented by an intermittent visual signal
at the door; and
.7.shall have an
approximately uniform rate of closure under power. The closure time,
from the time the door begins to move to the time it reaches the
completely closed position, shall in no case be less than 20??s or
more than 40 s with the ship in the upright
position.7.2.The
electrical power required for power-operated sliding watertight doors
shall be supplied from the emergency switchboard either directly or by
a dedicated distribution board situated above the bulkhead deck. The
associated control, indication and alarm circuits shall be supplied
from the emergency switchboard either directly or by a dedicated
distribution board situated above the bulkhead deck and be capable of
being automatically supplied by the transitional source of emergency
electrical power required by regulation 42.3.1.3 in the event of
failure of either the main or emergency source of electrical
power.7.3.Power-operated
sliding watertight doors shall have
either:
.1.a
centralized hydraulic system with two independent power sources each
consisting of a motor and pump capable of simultaneously closing all
doors. In addition, there shall be for the whole installation hydraulic
accumulators of sufficient capacity to operate all the doors at least
three times, i.e. closed-open-closed, against an adverse list of
15??. This operating cycle shall be capable of being
carried out when the accumulator is at the pump cut-in pressure. The
fluid used shall be chosen considering the temperatures
liable to be encountered by the installation during its service. The
power operating system shall be designed to minimize the possibility of
having a single failure in the hydraulic piping adversely affect the
operation of more than one door. The hydraulic system shall be provided
with a low-level alarm for hydraulic fluid reservoirs serving the
power-operated system and a low gas pressure alarm or other effective
means of monitoring loss of stored energy in hydraulic accumulators.
These alarms are to be audible and visual and shall be situated on the
central operating console at the navigation bridge;
or
.2.an independent hydraulic system
for each door with each power source consisting of a motor and pump
capable of opening and closing the door.In addition, there
shall be a hydraulic accumulator of sufficient capacity to
operate the door at least three times, i.e. closed-open-closed, against
an adverse list of 15??. This operating cycle shall be capable of
being carried out when the accumulator is at the pump cut-in pressure.
The fluid used shall be chosen considering the temperatures liable to
be encountered by the installation during its service. A low gas
pressure group alarm or other effective means of monitoring loss of
stored energy in hydraulic accumulators shall be provided at the
central operating console on the navigation bridge. Loss of stored
energy indication at each local operating position shall also be
provided; or
.3.an independent
electrical system and motor for each door with each power source
consisting of a motor capable of opening and closing the door. The
power source shall be capable of being automatically supplied by the
transitional source of emergency electrical power as required by
regulation 42.4.2 ??? in the event of failure of either the main
or emergency source of electrical power and with sufficient capacity to
operate the door at least three times, i.e. closed-open-closed, against
an adverse list of 15??.For the systems
specified in paragraphs 7.3.1, 7.3.2 and 7.3.3, provision should be
made as follows: Power systems for power-operated watertight sliding
doors shall be separate from any other power system. A single failure
in the electric or hydraulic power-operated systems excluding the
hydraulic actuator shall not prevent the hand operation of any
door.7.4.Control
handles shall be provided at each side of the bulkhead at a minimum
height of 1.6 m above the floor and shall be so arranged as to enable
persons passing through the doorway to hold both handles in the open
position without being able to set the power closing mechanism in
operation accidentally. The direction of movement of the handles in
opening and closing the door shall be in the direction of door movement
and shall be clearly
indicated.7.5.As
far as practicable, electrical equipment and components for watertight
doors shall be situated above the bulkhead deck and outside hazardous
areas and
spaces.7.6.The
enclosures of electrical components necessarily situated below the
bulkhead deck shall provide suitable protection against the ingress of
water.6)Refer
to the following IEC publication 529,
1976:.1.electrical
motors, associated circuits and control components; protected to IPX 7
standard;.2.door
position indicators and associated circuit components; protected to IPX
8 standard;
and.3.door
movement warning signals; protected to IPX 6
standard.Other arrangements
for the enclosures of electrical components may be fitted provided the
Administration is satisfied that an equivalent protection is achieved.
The water pressure IPX 8 shall be based on the pressure that may occur
at the location of the component during flooding for a period of 36
h.7.7.Electric
power, control, indication and alarm circuits shall be protected
against fault in such a way that a failure in one door circuit will not
cause a failure in any other door circuit. Short circuits or other
faults in the alarm or indicator circuits of a door shall not result in
a loss of power operation of that door. Arrangements shall be such that
leakage of water into the electrical equipment located below the
bulkhead deck will not cause the door to
open.7.8.A single
electrical failure in the power operating or control system of a
power-operated sliding watertight door shall not result in a closed
door opening.Availability of the power supply should be
continuously monitored at a point in the electrical circuit as near as
practicable to each of the motors required by paragraph
7.3.Loss of any such power supply should activate an audible
and visual alarm at the central operating console at the navigation
bridge.8.1.The
central operating console at the navigation bridge shall have a
???master mode??? switch with two modes of control: a
???local control??? mode which shall allow any door to be
locally opened and locally closed after use without automatic closure,
and a ???doors closed??? mode which shall automatically close
any door that is open. The ???doors closed??? mode shall
automatically close any door that is open. The ???doors
closed??? mode shall permit doors to be opened locally and shall
automatically re-close the doors upon release of the local control
mechanism. The ???master mode??? switch shall normally be in
the ???local control??? mode. The ???doors
closed??? mode shall only be used in an emergency or for testing
purposes. Special consideration shall be given to the reliability of
the ???master mode???
switch.8.2.The
central operating console at the navigation bridge shall be provided
with a diagram showing the location of each door, with visual
indicators to show whether each door is open or closed. A red light
shall indicate a door is fully open and a green light shall indicate a
door is fully closed. When the door is closed remotely the red light
shall indicate the intermediate position by flashing. The indicating
circuit shall be independent of the control circuit for each
door.8.3.It shall
not be possible to remotely open any door from the central operating
console.9.1.If
the Administration is satisfied that such doors are essential,
watertight doors of satisfactory construction may be fitted in
watertight bulkheads dividing cargo between deck spaces. Such doors may
be hinged, rolling or sliding doors but shall not be remotely
controlled. They shall be fitted at the highest level and as far from
the shell plating as practicable, but in no case shall the outboard
vertical edges be situated at a distance from the shell plating which
is less than one fifth of the breadth of the ship, as defined in
regulation 2, such distance being measured at right angles to the
centreline at the level of the deepest subdivision
draught.9.2.Should
any such doors be accessible during the voyage, they shall be fitted
with a device which prevents unauthorized opening. When it is proposed
to fit such doors, the number and arrangements shall receive the
special consideration of the
Administration.10.Portable
plates on bulkheads shall not be permitted except in machinery
spaces.The Administration may permit not more than one
power-operated sliding watertight door in each watertight bulkhead
larger than those specified in paragraph 7.1.2 to be substituted for
these portable plates, provided these doors are intended to remain
closed during navigation except in case of urgent necessity at the
discretion of the master. These doors need not meet the requirements of
paragraph 7.1.4 regarding complete closure by hand-operated gear in 90
s.11.1.Where
trunkways or tunnels for access from crew accommodation to the
stokehold, for piping, or for any other purpose are carried through
watertight bulkheads, they shall be watertight and in accordance with
the requirements of regulation 16-1. The access to at least one end of
each such tunnel or trunkway, if used as a passage at sea, shall be
through a trunk extending watertight to a height sufficient to permit
access above the bulkhead deck. The access to the other end of the
trunkway or tunnel may be through a watertight door of the type
required by its location in the ship. Such trunkways or tunnels shall
not extend through the first subdivision bulkhead abaft the collision
bulkhead.11.2.Where
it is proposed to fit tunnels piercing watertight bulkheads, these
shall receive the special consideration of the
Administration.11.3.Where
trunkways in connection with refrigerated cargo and ventilation or
forced draught trunks are carried through more than one watertight
bulkhead, the means of closure at such openings shall be operated by
power and be capable of being closed from a central position situated
above the bulkhead
deck.13-1Openings
in watertight bulkheads and internal decks in cargo
ships1.The
number of openings in watertight subdivisions is to be kept to a
minimum compatible with the design and proper working of the ship.
Where penetrations of watertight bulkheads and internal decks are
necessary for access, piping, ventilation, electrical cables, etc.,
arrangements are to be made to maintain the watertight
integrity.The Administration may permit relaxation in the
watertightness of openings above the freeboard deck, provided that it
is demonstrated that any progressive flooding can be easily controlled
and that the safety of the ship is not
impaired.2.Doors
provided to ensure the watertight integrity of internal openings which
are used while at sea are to be sliding watertight doors capable of
being remotely closed from the bridge and are also to be operable
locally from each side of the bulkhead. Indicators are to be provided
at the control position showing whether the doors are open or closed,
and an audible alarm is to be provided at the door closure. The power,
control and indicators are to be operable in the event of main power
failure. Particular attention is to be paid to minimizing the effect of
control system failure. Each power-operated sliding watertight door
shall be provided with an individual hand-operated mechanism. It shall
be possible to open and close the door by hand at the door itself from
both
sides.3.Access
doors and access hatch covers normally closed at sea, intended to
ensure the watertight integrity of internal openings, shall be provided
with means of indication locally and on the bridge showing whether
these doors or hatch covers are open or closed.A notice is to
be affixed to each such door or hatch cover to the effect that it is
not to be left
open.4.Watertight
doors or ramps of satisfactory construction may be fitted to internally
subdivide large cargo spaces, provided that the Administration is
satisfied that such doors or ramps are essential. These doors or ramps
may be hinged, rolling or sliding doors or ramps, but shall not be
remotely
controlled.7)Refer
to Interpretations of regulations of part B-1 of SOLAS chapter II-1
(MSC/Circ.651).
Should any of the doors or ramps be accessible during the voyage, they
shall be fitted with a device which prevents unauthorized
opening.5.Other
closing appliances which are kept permanently closed at sea to ensure
the watertight integrity of internal openings shall be provided with a
notice which is to be affixed to each such closing appliance to the
effect that it is to be kept closed. Manholes fitted with closely
bolted covers need not be so
marked.14Passenger
ships carrying goods vehicles and accompanying
personnel1.This
regulation applies to passenger ships designed or adapted for the
carriage of goods vehicles and accompanying
personnel.2.If in
such a ship the total number of passengers which include personnel
accompanying vehicles does not exceed 12 +
Ad
/25, where
Ad
= total deck area (square
metres) of spaces available for the stowage of goods vehicles and where
the clear height at the stowage position and at the entrance to such
spaces is not less than 4 m, the provisions of regulations 13.9.1 and
13.9.2 in respect of watertight doors apply except that the doors may
be fitted at any level in watertight bulkheads dividing cargo
spaces.Additionally, indicators are required on the navigation
bridge to show automatically when each door is closed and all door
fastenings are
secured.3.The
ship may not be certified for a higher number of passengers than
assumed in paragraph 2, if a watertight door has been fitted in
accordance with this
regulation.15Openings
in the shell plating below the bulkhead deck of passenger ships and the
freeboard deck of cargo
ships1.The
number of openings in the shell plating shall be reduced to the minimum
compatible with the design and proper working of the
ship.2.The
arrangement and efficiency of the means for closing any opening in the
shell plating shall be consistent with its intended purpose and the
position in which it is fitted and generally to the satisfaction of the
Administration.3.1.Subject
to the requirements of the International Convention on Load Lines in
force, no sidescuttle shall be fitted in such a position that its sill
is below a line drawn parallel to the bulkhead deck at side and having
its lowest point 2.5% of the breadth of the ship above the deepest
subdivision draught, or 500 mm, whichever is the
greater.3.2.All
sidescuttles the sills of which are below the bulkhead deck of
passenger ships and the freeboard deck of cargo ships, as permitted by
paragraph 3.1, shall be of such construction as will effectively
prevent any person opening them without the consent of the master of
the
ship.4.Efficient
hinged inside deadlights so arranged that they can be easily and
effectively closed and secured watertight, shall be fitted to all
sidescuttles except that abaft one eighth of the ship???s length
from the forward perpendicular and above a line drawn parallel to the
bulkhead deck at side and having its lowest point at a height of 3.7 m
plus 2.5% of the breadth of the ship above the deepest subdivision
draught, the deadlights may be portable in passenger accommodation
other than that for steerage passengers, unless the deadlights are
required by the International Convention on Load Lines in force to be
permanently attached in their proper positions. Such portable
deadlights shall be stowed adjacent to the sidescuttles they
serve.5.1.No
sidescuttles shall be fitted in any spaces which are appropriated
exclusively to the carriage of cargo or
coal.5.2.Sidescuttles
may, however, be fitted in spaces appropriated alternatively to the
carriage of cargo or passengers, but they shall be of such construction
as will effectively prevent any person opening them or their deadlights
without the consent of the
master.6.Automatic
ventilating sidescuttles shall not be fitted in the shell plating below
the bulkhead deck of passenger ships and the freeboard deck of cargo
ships without the special sanction of the
Administration.7.The
number of scuppers, sanitary discharges and other similar openings in
the shell plating shall be reduced to the minimum either by making each
discharge serve for as many as possible of the sanitary and other
pipes, or in any other satisfactory
manner.8.1.All
inlets and discharges in the shell plating shall be fitted with
efficient and accessible arrangements for preventing the accidental
admission of water into the
ship.
8.2.1.Subject
to the requirements of the International Convention on Load Lines in
force, and except as provided in paragraph 8.3, each separate discharge
led through the shell plating from spaces below the bulkhead deck of
passenger ships and the freeboard deck of cargo ships shall be provided
with either one automatic non-return valve fitted with a positive means
of closing it from above the bulkhead deck or with two automatic
non-return valves without positive means of closing, provided that the
inboard valve is situated above the deepest subdivision draught and is
always accessible for examination under service conditions. Where a
valve with positive means of closing is fitted, the operating position
above the bulkhead deck shall always be readily accessible and means
shall be provided for indicating whether the valve is open or
closed.
8.2.2.The
requirements of the International Convention on Load Lines in force
shall apply to discharges led through the shell plating from spaces
above the bulkhead deck of passenger ships and the freeboard deck of
cargo
ships.8.3.Machinery
space, main and auxiliary sea inlets and discharges in connection with
the operation of machinery shall be fitted with readily accessible
valves between the pipes and the shell plating or between the pipes and
fabricated boxes attached to the shell plating. In manned machinery
spaces the valves may be controlled locally and shall be provided with
indicators showing whether they are open or
closed.8.4.Moving
parts penetrating the shell plating below the deepest subdivision
draught shall be fitted with a watertight sealing arrangement
acceptable to the Administration.The inboard gland shall be
located within a watertight space of such volume that, if flooded, the
bulkhead deck will not be submerged. The Administration may require
that if such compartment is flooded, essential or emergency power and
lighting, internal communication, signals or other emergency devices
must remain available in other parts of the
ship.8.5.All
shell fittings and valves required by this regulation shall be of
steel, bronze or other approved ductile material. Valves of ordinary
cast iron or similar material are not acceptable. All pipes to which
this regulation refers shall be of steel or other equivalent material
to the satisfaction of the
Administration.9.Gangway,
cargo and fuelling ports fitted below the bulkhead deck of passenger
ships and the freeboard deck of cargo ships shall be watertight and in
no case be so fitted as to have their lowest point below the deepest
subdivision
draught.10.1.The
inboard opening of each ash-chute, rubbish-chute, etc., shall be fitted
with an efficient
cover.10.2.If the
inboard opening is situated below the bulkhead deck of passenger ships
and the freeboard deck of cargo ships, the cover shall be watertight
and, in addition, an automatic non-return valve shall be fitted in the
chute in an easily accessible position above the deepest subdivision
draught.15-1External
openings in cargo
ships1.All
external openings leading to compartments assumed intact in the damage
analysis, which are below the final damage waterline, are required to
be
watertight.2.External
openings required to be watertight in accordance with paragraph 1
shall, except for cargo hatch covers, be fitted with indicators on the
bridge.3.Openings
in the shell plating below the deck limiting the vertical extent of
damage shall be fitted with a device that prevents unauthorized opening
if they are accessible during the
voyage.4.Other
closing appliances which are kept permanently closed at sea to ensure
the watertight integrity of external openings shall be provided with a
notice affixed to each appliance to the effect that it is to be kept
closed. Manholes fitted with closely bolted covers need not be so
marked.16Construction
and initial tests of watertight doors, sidescuttles,
etc.1.In all
ships:
.1.the
design, materials and construction of all watertight doors,
sidescuttles, gangway and cargo ports, valves, pipes, ash-chutes and
rubbish-chutes referred to in these regulations shall be to the
satisfaction of the
Administration;
.2.such valves, doors
and mechanisms shall be suitably marked to ensure that they may be
properly used to provide maximum safety;
and
.3.the frames of vertical
watertight doors shall have no groove at the bottom in which dirt might
lodge and prevent the door closing
properly.2.In
passenger ships and cargo ships watertight doors shall be tested by
water pressure to a head of water they might sustain in a final or
intermediate stage of flooding.Where testing of individual
doors is not carried out because of possible damage to insulation or
outfitting items, testing of individual doors may be replaced by a
prototype pressure test of each type and size of door with a test
pressure corresponding at least to the head required for the intended
location. The prototype test shall be carried out before the door is
fitted. The installation method and procedure for fitting the door on
board shall correspond to that of the prototype test. When fitted on
board, each door shall be checked for proper seating between the
bulkhead, the frame and the
door.16-1Construction
and initial tests of watertight decks, trunks,
etc.1.Watertight
decks, trunks, tunnels, duct keels and ventilators shall be of the same
strength as watertight bulkheads at corresponding levels. The means
used for making them watertight, and the arrangements adopted for
closing openings in them, shall be to the satisfaction of the
Administration. Watertight ventilators and trunks shall be carried at
least up to the bulkhead deck in passenger ships and up to the
freeboard deck in cargo
ships.2.Where a
ventilation trunk passing through a structure penetrates the bulkhead
deck, the trunk shall be capable of withstanding the water pressure
that may be present within the trunk, after having taken into account
the maximum heel angle allowable during intermediate stages of
flooding, in accordance with regulation
7-2.3.Where all
or part of the penetration of the bulkhead deck is on the main ro-ro
deck, the trunk shall be capable of withstanding impact pressure due to
internal water motions (sloshing) of water trapped on the ro-ro
deck.4.After
completion, a hose or flooding test shall be applied to watertight
decks and a hose test to watertight trunks, tunnels and
ventilators.17Internal
watertight integrity of passenger ships above the bulkhead
deck1.The
Administration may require that all reasonable and practicable measures
shall be taken to limit the entry and spread of water above the
bulkhead deck. Such measures may include partial bulkheads or webs.
When partial watertight bulkheads and webs are fitted on the bulkhead
deck, above or in the immediate vicinity of watertight bulkheads, they
shall have watertight shell and bulkhead deck connections so as to
restrict the flow of water along the deck when the ship is in a heeled
damaged condition. Where the partial watertight bulkhead does not line
up with the bulkhead below, the bulkhead deck between shall be made
effectively watertight. Where openings, pipes, scuppers, electric
cables etc. are carried through the partial watertight bulkheads or
decks within the immersed part of the bulkhead deck, arrangements shall
be made to ensure the watertight integrity of the structure above the
bulkhead
deck.8)Refer
to the Guidance notes on the integrity of flooding boundaries above the
bulkhead deck of passenger ships for proper application of regulations
II-1/8 and 20, paragraph 1, of SOLAS 1974, as amended (MSC/Circ.541, as
may be amended).2.All openings in
the exposed weather deck shall have coamings of ample height and
strength and shall be provided with efficient means for expeditiously
closing them weathertight. Freeing ports, open rails and scuppers shall
be fitted as necessary for rapidly clearing the weather deck of water
under all weather
conditions.3.The
open end of air pipes terminating within a superstructure shall be at
least 1 m above the waterline when the ship heels to an angle of
15??, or the maximum angle of heel during intermediate stages of
flooding, as determined by direct calculation, whichever is the
greater. Alternatively, air pipes from tanks other than oil tanks may
discharge through the side of the superstructure. The provisions of
this paragraph are without prejudice to the provisions of the
International Convention on Load Lines in
force.4.Sidescuttles,
gangway, cargo and fuelling ports and other means for closing openings
in the shell plating above the bulkhead deck shall be of efficient
design and construction and of sufficient strength having regard to the
spaces in which they are fitted and their positions relative to the
deepest subdivision
draught.9)Refer
to the Recommendation on strength and security and locking arrangements
of shell doors on ro-ro passenger ships, adopted by the Organization by
resolution A.793(19).5.Efficient inside
deadlights, so arranged that they can be easily and effectively closed
and secured watertight, shall be provided for all sidescuttles to
spaces below the first deck above the bulkhead
deck.17-1Integrity
of the hull and superstructure, damage prevention and control on ro-ro
passenger
ships1.1.Subject
to the provisions of paragraphs 1.2 and 1.3, all accesses that lead to
spaces below the bulkhead deck shall have a lowest point which is not
less than 2.5 m above the bulkhead
deck.1.2.Where
vehicle ramps are installed to give access to spaces below the bulkhead
deck, their openings shall be able to be closed weathertight to prevent
ingress of water below, alarmed and indicated to the navigation
bridge.1.3.The
Administration may permit the fitting of particular accesses to spaces
below the bulkhead deck provided they are necessary for the essential
working of the ship, e.g. the movement of machinery and stores, subject
to such accesses being made watertight, alarmed and indicated on the
navigation
bridge.2.Indicators
shall be provided on the navigation bridge for all shell doors, loading
doors and other closing appliances which, if left open or not properly
secured, could, in the opinion of the Administration, lead to flooding
of a special category space or ro-ro space. The indicator system shall
be designed on the fail-safe principle and shall show by visual alarms
if the door is not fully closed or if any of the securing arrangements
are not in place and fully locked and by audible alarms if such door or
closing appliances become open or the securing arrangements become
unsecured. The indicator panel on the navigation bridge shall be
equipped with a mode selection function ???harbour/sea
voyage??? so arranged that an audible alarm is given on the
navigation bridge if the ship leaves harbour with the bow doors, inner
doors, stern ramp or any other side shell doors not closed or any
closing device not in the correct position. The power supply for the
indicator system shall be independent of the power supply for operating
and securing the
doors.3.Television
surveillance and a water leakage detection system shall be arranged to
provide an indication to the navigation bridge and to the engine
control station of any leakage through inner and outer bow doors, stern
doors or any other shell doors which could lead to flooding of special
category spaces or ro-ro
spaces.B-3SUBDIVISION
LOAD LINE ASSIGNMENT FOR PASSENGER
SHIPS18Assigning,
marking and recording of subdivision load lines for passenger
ships1.In
order that the required degree of subdivision shall be maintained, a
load line corresponding to the approved subdivision draught shall be
assigned and marked on the ship???s sides. A ship intended for
alternating modes of operation may, if the owners desire, have one or
more additional load lines assigned and marked to correspond with the
subdivision draughts which the Administration may approve for the
alternative service configurations. Each service configuration so
approved shall comply with part B-1 of this chapter independently of
the results obtained for other modes of
operation.2.The
subdivision load lines assigned and marked shall be recorded in the
Passenger Ship Safety Certificate, and shall be distinguished by the
notation P1 for the principal passenger service configuration, and P2,
P3, etc., for the alternative configurations. The principal passenger
configuration shall be taken as the mode of operation in which the
required subdivision index R will have the
highest
value.3.The
freeboard corresponding to each of these load lines shall be measured
at the same position and from the same deck line as the freeboards
determined in accordance with the International Convention on Load
Lines in
force.4.The
freeboard corresponding to each approved subdivision load line and the
service configuration, for which it is approved, shall be clearly
indicated on the Passenger Ship Safety
Certificate.5.In
no case shall any subdivision load line mark be placed above the
deepest load line in salt water as determined by the strength of the
ship or the International Convention on Load Lines in
force.6.Whatever
may be the position of the subdivision load line marks, a ship shall in
no case be loaded so as to submerge the load line mark appropriate to
the season and locality as determined in accordance with the
International Convention on Load Lines in
force.7.A ship
shall in no case be so loaded that when it is in salt water the
subdivision load line mark appropriate to the particular voyage and
service configuration is
submerged.B-4STABILITY
MANAGEMENT19Damage
control
information1.There
shall be permanently exhibited, or readily available on the navigation
bridge, for the guidance of the officer in charge of the ship, plans
showing clearly for each deck and hold the boundaries of the watertight
compartments, the openings therein with the means of closure and
position of any controls thereof, and the arrangements for the
correction of any list due to flooding. In addition, booklets
containing the aforementioned information shall be made available to
the officers of the
ship.10)Refer
to the Guidelines for damage control plans
(MSC/Circ.919).2.Watertight doors
in passenger ships permitted to remain open during navigation shall be
clearly indicated in the ship???s stability
information.3.General
precautions to be included shall consist of a listing of equipment,
conditions, and operational procedures, considered by the
Administration to be necessary to maintain watertight integrity under
normal ship
operations.4.Specific
precautions to be included shall consist of a listing of elements (i.e.
closures, security of cargo, sounding of alarms, etc.) considered by
the Administration to be vital to the survival of the ship, passengers
and crew.5.In
case of ships to which damage stability requirements of part B-1 apply,
damage stability information shall provide the master a simple and
easily understandable way of assessing the ship???s survivability
in all damage cases involving a compartment or group of
compartments.11)Refer
to the guidelines to be developed by the
Organization.20Loading
of passenger
ships1.On
completion of loading of the ship and prior to its departure, the
master shall determine the ship???s trim and stability and also
ascertain and record that the ship is in compliance with stability
criteria in relevant regulations. The determination of the
ship???s stability shall always be made by calculation. The
Administration may accept the use of an electronic loading and
stability computer or equivalent means for this
purpose.2.Water
ballast should not in general be carried in tanks intended for oil
fuel. In ships in which it is not practicable to avoid putting water in
oil fuel tanks, oily-water separating equipment to the satisfaction of
the Administration shall be fitted, or other alternative means, such as
discharge to shore facilities, acceptable to the Administration shall
be provided for disposing of the oily-water
ballast.3.The
provisions of this regulation are without prejudice to the provisions
of the International Convention for the Prevention of Pollution from
Ships in
force.21Periodical
operation and inspection of watertight doors, etc. in passenger
ships1.Drills
for the operating of watertight doors, sidescuttles, valves and closing
mechanisms of scuppers, ash-chutes and rubbish-chutes shall take place
weekly. In ships in which the voyage exceeds one week in duration a
complete drill shall be held before leaving port, and others thereafter
at least once a week during the
voyage.2.All
watertight doors, both hinged and power operated, in watertight
bulkheads, in use at sea, shall be operated
daily.3.The
watertight doors and all mechanisms and indicators connected therewith,
all valves, the closing of which is necessary to make a compartment
watertight, and all valves the operation of which is necessary for
damage control cross connections shall be periodically inspected at sea
at least once a
week.4.A record
of all drills and inspections required by this regulation shall be
entered in the log-book with an explicit record of any defects which
may be
disclosed.22Prevention
and control of water ingress,
etc.1.All
watertight doors shall be kept closed during navigation except that
they may be opened during navigation as specified in paragraphs 3 and
4. Watertight doors of a width of more than 1.2 m in machinery spaces
as permitted by regulation 13.10 may only be opened in the
circumstances detailed in that regulation. Any door which is opened in
accordance with this paragraph shall be ready to be immediately
closed.2.Watertight
doors located below the bulkhead deck having a maximum clear opening
width of more than 1.2 m shall be kept closed when the ship is at sea,
except for limited periods when absolutely necessary as determined by
the
Administration.3.A
watertight door may be opened during navigation to permit the passage
of passengers or crew, or when work in the immediate vicinity of the
door necessitates it being opened. The door must be immediately closed
when transit through the door is complete or when the task which
necessitated it being open is
finished.4.Certain
watertight doors may be permitted to remain open during navigation only
if considered absolutely necessary; that is, being open is determined
essential to the safe and effective operation of the ship???s
machinery or to permit passengers normally unrestricted access
throughout the passenger area. Such determination shall be made by the
Administration only after careful consideration of the impact on ship
operations and survivability. A watertight door permitted to remain
thus open shall be clearly indicated in the ship???s stability
information and shall always be ready to be immediately
closed.5.Portable
plates on bulkheads shall always be in place before the ship leaves
port, and shall not be removed during navigation except in case of
urgent necessity at the discretion of the master. The necessary
precautions shall be taken in replacing them to ensure that the joints
are watertight. Power-operated sliding watertight doors permitted in
machinery spaces in accordance with regulation 13.10 shall be closed
before the ship leaves port and shall remain closed during navigation
except in case of urgent necessity at the discretion of the
master.6.Watertight
doors fitted in watertight bulkheads dividing cargo between deck spaces
in accordance with regulation 13.9.1 shall be closed before the voyage
commences and shall be kept closed during navigation; the time of
opening such doors in port and of closing them before the ship leaves
port shall be entered in the
log-book.7.Gangway,
cargo and fuelling ports fitted below the bulkhead deck shall be
effectively closed and secured watertight before the ship leaves port,
and shall be kept closed during
navigation.8.The
following doors, located above the bulkhead deck, shall be closed and
locked before the ship proceeds on any voyage and shall remain closed
and locked until the ship is at its next
berth:
.1.cargo
loading doors in the shell or the boundaries of enclosed
superstructures;
.2.bow visors fitted
in positions as indicated in paragraph
8.1;
.3.cargo loading doors in the
collision bulkhead; and
.4.ramps
forming an alternative closure to those defined in paragraphs 8.1 to
8.3
inclusive.9.Provided
that where a door cannot be opened or closed while the ship is at the
berth such a door may be opened or left open while the ship approaches
or draws away from the berth, but only so far as may be necessary to
enable the door to be immediately operated. In any case, the inner bow
door must be kept
closed.10.Notwithstanding
the requirements of paragraphs 8.1 and 8.4, the Administration may
authorize that particular doors can be opened at the discretion of the
master, if necessary for the operation of the ship or the embarking and
disembarking of passengers when the ship is at safe anchorage and
provided that the safety of the ship is not
impaired.11.The
master shall ensure that an effective system of supervision and
reporting of the closing and opening of the doors referred to in
paragraph 8 is
implemented.12.The
master shall ensure, before the ship proceeds on any voyage, that an
entry in the log-book is made of the time of the last closing of the
doors specified in paragraph 13 and the time of any opening of
particular doors in accordance with paragraph
14.13.Hinged
doors, portable plates, sidescuttles, gangway, cargo and bunkering
ports and other openings, which are required by these regulations to be
kept closed during navigation, shall be closed before the ship leaves
port. The time of closing and the time of opening (if permissible under
these regulations) shall be recorded in such log-book as may be
prescribed by the
Administration.14.Where
in a between-decks, the sills of any of the sidescuttles referred to in
regulation 15.3.2 are below a line drawn parallel to the bulkhead deck
at side and having its lowest point 1.4 m plus 2.5% of the breadth of
the ship above the water when the ship departs from any port, all the
sidescuttles in that between-decks shall be closed watertight and
locked before the ship leaves port, and they shall not be opened before
the ship arrives at the next port. In the application of this paragraph
the appropriate allowance for fresh water may be made when
applicable.
.1.The
time of opening such sidescuttles in port and of closing and locking
them before the ship leaves port shall be entered in such log-book as
may be prescribed by the
Administration.
.2.For any ship that
has one or more sidescuttles so placed that the requirements of
paragraph 15 would apply when it was floating at its deepest
subdivision draught, the Administration may indicate the limiting mean
draught at which these sidescuttles will have their sills above the
line drawn parallel to the bulkhead deck at side, and having its lowest
point 1.4 m plus 25% of the breadth of the ship above the waterline
corresponding to the limiting mean draught, and at which it will there
fore be permissible to depart from port without previously closing and
locking them and to open them at sea on the responsibility of the
master during the voyage to the next port. In tropical zones as defined
in the International Convention on Load Lines in force, this limiting
draught may be increased by 0.3
m.15.Sidescuttles
and their deadlights which will not be accessible during navigation
shall be closed and secured before the ship leaves
port.16.If cargo
is carried in such spaces, the sidescuttles and their deadlights shall
be closed watertight and locked before the cargo is shipped and such
closing and locking shall be recorded in such log-book as may be
prescribed by the
Administration.17.When
a rubbish-chute, etc. is not in use, both the cover and the valve
required by regulation 15.10.2 shall be kept closed and
secured.23Special
requirements for ro-ro passenger
ships1.Special
category spaces and ro-ro spaces shall be continuously patrolled or
monitored by effective means, such as television surveillance, so that
any movement of vehicles in adverse weather conditions and unauthorized
access by passengers thereto can be detected whilst the ship is
underway.2.Documented
operating procedures for closing and securing all shell doors, loading
doors and other closing appliances which, if left open or not properly
secured, could, in the opinion of the Administration, lead to flooding
of a special category space or ro-ro space, shall be kept on board and
posted at an appropriate
place.3.All
accesses from the ro-ro deck and vehicle ramps that lead to spaces
below the bulkhead deck shall be closed before the ship leaves the
berth on any voyage and shall remain closed until the ship is at its
next berth.4.The
master shall ensure that an effective system of supervision and
reporting of the closing and opening of such accesses referred to in
paragraph 3 is
implemented.5.The
master shall ensure, before the ship leaves the berth on any voyage,
that an entry in the log-book, as required by regulation 22.13, is made
of the time of the last closing of the accesses referred to in
paragraph
3.6.Notwithstanding
the requirements of paragraph 3, the Administration may permit some
accesses to be opened during the voyage, but only for a period
sufficient to permit through passage and, if required, for the
essential working of the
ship.7.All
transverse or longitudinal bulkheads which are taken into account as
effective to confine the seawater accumulated on the ro-ro deck shall
be in place and secured before the ship leaves the berth and remain in
place and secured until the ship is at its next
berth.8.Notwithstanding
the requirements of paragraph 7, the Administration may permit some
accesses within such bulkheads to be opened during the voyage but only
for sufficient time to permit through passage and, if required, for the
essential working of the
ship.9.In all
ro-ro passenger ships, the master or the designated officer shall
ensure that, without the expressed consent of the master or the
designated officer, no passengers are allowed access to an enclosed
ro-ro deck when the ship is under
way.24Prevention
and control of water ingress, etc. in cargo
ships1.Openings
in the shell plating below the deck limiting the vertical extent of
damage shall be kept permanently closed while at
sea.2.Notwithstanding
the requirements of paragraph 3, the Administration may authorize that
particular doors may be opened at the discretion of the master, if
necessary for the operation of the ship and provided that the safety of
the ship is not
impaired.3.Watertight
doors or ramps fitted internally subdivide large cargo spaces shall be
closed before the voyage commences and shall be kept closed during
navigation; the time of opening such doors in port and of closing them
before the ship leaves port shall be entered in the
log-book.4.The
use of access doors and hatch covers intended to ensure the watertight
integrity of internal openings shall be authorized by the officer of
the
watch.25Water
level detectors on single hold cargo ships other than bulk
carriers1.Single
hold cargo ships other than bulk carriers constructed before 1 January
2007 shall comply with the requirements of this regulation not later
than 31 December
2009.2.Ships
having a length (L) of less than 80 m, or
100 m if constructed before 1 July 1998, and a single cargo hold below
the freeboard deck or cargo holds below the freeboard deck which are
not separated by at least one bulkhead made watertight up to that deck,
shall be fitted in such space or spaces with water level
detectors12)Refer
to the Performance standards for water level detectors on bulk carriers
and single hold cargo ships other than bulk carriers, adopted by the
Maritime Safety Committee by resolution
MSC.188(79).
.3.The water level
detectors required by paragraph 2
shall:
.1.give
an audible and visual alarm at the navigation bridge when the water
level above the inner bottom in the cargo hold reaches a height of not
less than 0.3 m, and another when such level reaches not more than 15%
of the mean depth of the cargo hold;
and
.2.be fitted at the aft end of the
hold, or above its lowest part where the inner bottom is not parallel
to the designed waterline. Where webs or partial watertight bulkheads
are fitted above the inner bottom, Administrations may require the
fitting of additional
detectors.4.The
water level detectors required by paragraph 2 need not be fitted in
ships complying with regulation XII/12, or in ships having watertight
side compartments each side of the cargo hold length extending
vertically at least from inner bottom to freeboard
deck.???CMACHINERY
INSTALLATIONS
2.The
following new regulation 35-1 is inserted after existing regulation
35:35-1Bilge
pumping
arrangements1.This
regulation applies to ships constructed on or after 1 January
2009.2.Passenger
ships and cargo
ships
2.1.An
efficient bilge pumping system shall be provided, capable of pumping
from and draining any watertight compartment other than a space
permanently appropriated for the carriage of fresh water, water
ballast, oil fuel or liquid cargo and for which other efficient means
of pumping are provided, under all practical conditions. Efficient
means shall be provided for draining water from insulated
holds.
2.2.Sanitary, ballast and
general service pumps may be accepted as independent power bilge pumps
if fitted with the necessary connections to the bilge pumping
system.
2.3.All bilge pipes used in or
under coal bunkers or fuel storage tanks or in boiler or machinery
spaces, including spaces in which oil-settling tanks or oil fuel
pumping units are situated, shall be of steel or other suitable
material.
2.4.The arrangement of the
bilge and ballast pumping system shall be such as to prevent the
possibility of water passing from the sea and from water ballast spaces
into the cargo and machinery spaces, or from one compartment to
another. Provision shall be made to prevent any deep tank having bilge
and ballast connections being inadvertently flooded from the sea when
containing cargo, or being discharged through a bilge pump when
containing water ballast.
2.5.All
distribution boxes and manually operated valves in connection with the
bilge pumping arrangements shall be in positions which are accessible
under ordinary
circumstances.
2.6.Provision shall be
made for the drainage of enclosed cargo spaces situated on the bulkhead
deck of a passenger ship and on the freeboard deck of a cargo ship,
provided that the Administration may permit the means of drainage to be
dispensed with in any particular compartment of any ship or class of
ship if it is satisfied that by reason of size or internal subdivision
of those spaces the safety of the ship is not thereby
impaired.
2.6.1.Where
the freeboard to the bulkhead deck or the freeboard deck, respectively,
is such that the deck edge is immersed when the ship heels more than
5??, the drainage shall be by means of a sufficient number of
scuppers of suitable size discharging directly overboard, fitted in
accordance with the requirements of regulation 15 in the case of a
passenger ship and the requirements for scuppers, inlets and discharges
of the International Convention on Load Lines in force in the case of a
cargo ship.
2.6.2.Where
the freeboard is such that the edge of the bulkhead deck or the edge of
the freeboard deck, respectively, is immersed when the ship heels
5?? or less, the drainage of the enclosed cargo spaces on the
bulkhead deck or on the freeboard deck, respectively, shall be led to a
suitable space, or spaces, of adequate capacity, having a high water
level alarm and provided with suitable arrangements for discharge
overboard. In addition it shall be ensured
that:
.1.the
number, size and disposition of the scuppers are such as to prevent
unreasonable accumulation of free
water;
.2.the pumping arrangements
required by this regulation for passenger ships or cargo ships, as
applicable, take account of the requirements for any fixed pressure
water-spraying fire extinguishing
system;
.3.water contaminated with
petrol or other dangerous substances is not drained to machinery spaces
or other spaces where sources of ignition may be present;
and
.4.where the enclosed cargo space
is protected by a carbon dioxide fire extinguishing system the deck
scuppers are fitted with means to prevent the escape of the smothering
gas.3.Passenger
ships
3.1.The
bilge pumping system required by paragraph 2.1 shall be capable of
operation under all practicable conditions after a casualty whether the
ship is upright or listed. For this purpose wing suctions shall
generally be fitted except in narrow compartments at the end of the
ship where one suction may be sufficient. In compartments of unusual
form, additional suctions may be required. Arrangements shall be made
whereby water in the compartment may find its way to the suction pipes.
Where, for particular compartments, the Administration is satisfied
that the provision of drainage may be undesirable, it may allow such
provision to be dispensed with if calculations made in accordance with
the conditions laid down in regulations 7 and 8 show that the survival
capability of the ship will not be
impaired.
3.2.At least three power
pumps shall be fitted connected to the bilge main, one of which may be
driven by the propulsion machinery. Where the bilge pump numeral is 30
or more, one additional independent power pump shall be
provided.The bilge pump numeral shall be calculated as
follows:where:L
= the length of the ship (metres), as defined in regulation
2;M = the volume of the machinery
space (cubic metres), as defined in regulation 2, that is below the
bulkhead deck; with the addition thereto of the volume of any permanent
oil fuel bunkers which may be situated above the inner bottom and
forward of, or abaft, the machinery
space;P = the whole volume of the
passenger and crew spaces below the bulkhead deck (cubic metres), which
are provided for the accommodation and use of passengers and crew,
excluding baggage, store, provision and mail
rooms;V = the whole volume of the
ship below the bulkhead deck (cubic
metres);P1 =
KN,where:N
= the number of passengers for which the ship is to be certified;
andK =
0.056LHowever, where the value of
KN is greater than the sum of
P and the whole volume of the actual
passenger spaces above the bulkhead deck, the figure to be taken as
P1 is that sum or two-thirds
KN, whichever is the
greater.
3.3.Where practicable, the
power bilge pumps shall be placed in separate watertight compartments
and so arranged or situated that these compartments will not be flooded
by the same damage. If the main propulsion machinery, auxiliary
machinery and boilers are in two or more watertight compartments, the
pumps available for bilge service shall be distributed as far as is
possible throughout these
compartments.
3.4.On a ship of 91.5 m
in length and upwards or having a bilge pump numeral, calculated in
accordance with paragraph 3.2, of 30 or more, the arrangements shall be
such that at least one power bilge pump shall be available for use in
all flooding conditions which the ship is required to withstand, as
follows:
.1.one
of the required bilge pumps shall be an emergency pump of a reliable
submersible type having a source of power situated above the bulkhead
deck; or
.2.the bilge pumps and their
sources of power shall be so distributed throughout the length of the
ship that at least one pump in an undamaged compartment will be
available.
3.5.With the
exception of additional pumps which may be provided for peak
compartments only, each required bilge pump shall be so arranged as to
draw water from any space required to be drained by paragraph
2.1.
3.6.Each power bilge pump shall be
capable of pumping water through the required main bilge pipe at a
speed of not less than 2 m/s. Independent power bilge pumps situated in
machinery spaces shall have direct suctions from these spaces, except
that not more than two such suctions shall be required in any one
space. Where two or more such suctions are provided, there shall be at
least one on each side of the ship. The Administration may require
independent power bilge pumps situated in other spaces to have separate
direct suctions. Direct suctions shall be suitably arranged and those
in a machinery space shall be of a diameter not less than that required
for the bilge
main.
3.7.1.In addition
to the direct bilge suction or suctions required by paragraph 3.6, a
direct suction from the main circulating pump leading to the drainage
level of the machinery space and fitted with a non-return valve shall
be provided in the machinery space. The diameter of this direct suction
pipe shall be at least two thirds of the diameter of the pump inlet in
the case of steamships, and of the same diameter as the pump inlet in
the case of
motorships.
3.7.2.Where
in the opinion of the Administration the main circulating pump is not
suitable for this purpose, a direct emergency bilge suction shall be
led from the largest available independent power driven pump to the
drainage level of the machinery space; the suction shall be of the same
diameter as the main inlet of the pump used. The capacity of the pump
so connected shall exceed that of a required bilge pump by an amount
deemed satisfactory by the
Administration.
3.7.3.The
spindles of the sea inlet and direct suction valves shall extend well
above the engine-room platform.
3.8.All
bilge suction piping up to the connection to the pumps shall be
independent of other piping.
3.9.The
diameter d of the bilge main shall be
calculated according to the following formula. However, the actual
internal diameter of the bilge main may be rounded off to the nearest
standard size acceptable to the
Administration:where:d
is the internal diameter of the bilge main
(millimetres);L and
B are the length and the breadth of the
ship (metres) as defined in regulation 2;
andD is the moulded depth of the
ship to the bulkhead deck (metres) provided that, in a ship having an
enclosed cargo space on the bulkhead deck which is internally drained
in accordance with the requirements of paragraph 2.6.2 and which
extends for the full length of the ship, D
shall be measured to the next deck above the bulkhead deck. Where the
enclosed cargo spaces cover a lesser length,
D shall be taken as the moulded depth to
the bulkhead deck plus lh/L where
l and h are the
aggregate length and height respectively of the enclosed cargo spaces
(metres).The diameter of the bilge branch pipes shall meet the
requirements of the
Administration.
3.10.Provision
shall be made to prevent the compartment served by any bilge suction
pipe being flooded in the event of the pipe being severed or otherwise
damaged by collision or grounding in any other compartment. For this
purpose, where the pipe is at any part situated nearer the side of the
ship than one fifth of the breadth of the ship (as defined in
regulation 2 and measured at right angles to the centreline at the
level of the deepest subdivision load line), or is in a duct keel, a
non-return valve shall be fitted to the pipe in the compartment
containing the open
end.
3.11.Distribution
boxes, cocks and valves in connection with the bilge pumping system
shall be so arranged that, in the event of flooding, one of the bilge
pumps may be operative on any compartment; in addition, damage to a
pump or its pipe connecting to the bilge main outboard of a line drawn
at one fifth of the breadth of the ship shall not put the bilge system
out of action. If there is only one system of pipes common to all the
pumps, the necessary valves for controlling the bilge suctions must be
capable of being operated from above the bulkhead deck. Where in
addition to the main bilge pumping system an emergency bilge pumping
system is provided, it shall be independent of the main system and so
arranged that a pump is capable of operating on any compartment under
flooding condition as specified in paragraph 3.1; in that case only the
valves necessary for the operation of the emergency system need be
capable of being operated from above the bulkhead
deck.
3.12.All cocks and
valves referred to in paragraph 3.11 which can be operated from above
the bulkhead deck shall have their controls at their place of operation
clearly marked and shall be provided with means to indicate whether
they are open or
closed.4.Cargo
shipsAt least two power pumps connected to the main bilge
system shall be provided, one of which may be driven by the propulsion
machinery. If the Administration is satisfied that the safety of the
ship is not impaired, bilge pumping arrangements may be dispensed with
in particular
compartments.???II-2CONSTRUCTION
??? FIRE PROTECTION, FIRE DETECTION AND FIRE
EXTINCTION4Probability
of ignition3.
In paragraph 5.2.4, the reference to ???regulation
II-1/25-9.2??? is replaced by the reference to ???regulation
II-1/13-1.2???.10Fire
fighting4.In
paragraph 2.2.4.1.2, the reference to ???regulation
II-1/21??? is replaced by the reference to ???regulation
II-1/35-1???.20Protection
of vehicle, special category and ro.ro
spaces5.In
paragraph 6.1.4.1.3, the reference to ???regulation
II-1/21??? is replaced by the reference to ???regulation
II-1/35-1???, and in paragraph 6.1.4.2, the reference to
???regulation II-1/22??? is replaced by the reference to
???regulation
II-1/5-1???.VICARRIAGE
OF
CARGOES7Loading,
unloading and stowage of bulk
cargoes6.In
subparagraph 2.1, the reference to ???regulation II-1/22???
is replaced by the reference to ???regulation
II-1/5-1???.IXMANAGEMENT
FOR THE SAFE OPERATION OF
SHIPS1Definitions7.In
paragraph 3, the reference to ???regulation II-1/2.12??? is
replaced by the reference to ???regulation
II-1/2.22???.XI-1SPECIAL
MEASURES TO ENHANCE MARITIME
SAFETY2Enhanced
surveys8.The
reference to ???regulation II-1/2.12??? is replaced by the
reference to ???regulation
II-1/2.22???.9.The
following new regulation 3-1 is added after the existing regulation
3:3-1Company
and registered owner identification
number1.This
regulation applies to Companies and registered owners of ships to which
chapter I
applies.2.For the
purpose of this regulation, registered owner shall be as specified by
the Administration and Company as defined in regulation
IX/l.3.Every
Company and registered owner shall be provided with an identification
number which conforms to the IMO Unique Company and Registered Owner
Identification Number Scheme adopted by the
Organization13)Refer
to resolution MSC.160(78) entitled ???Adoption of the IMO Unique
Company and Registered Owner Identification Number
Scheme???.
.4.The Company
identification number shall be inserted on the certificates and
certified copies thereof issued under regulation IX/4 and section
A/19.2 or A/19.4 of the ISPS
Code.5.This
regulation shall take effect when the certificates referred to in
paragraph 4 are issued or renewed on or after 1 January
2009.???5Continuous
Synopsis
Record10.In
paragraph 3, in the first sentence, after the word
???information???, the following words are
inserted:???(The Continuous Synopsis Record shall contain
the information in paragraphs 3.7 and 3.10 when it is issued or updated
on or after 1 January 2009)???;and the following new
subparagraphs .7 and .10 are inserted as
follows:
???.7.the
registered owner identification number;???
and
???.10.the
Company identification
number;???.11.In
paragraph 3, existing subparagraphs .7 and .8 are renumbered as
subparagraphs .8 and .9, and existing subparagraphs .9 to .13 are
renumbered as subparagraphs .11 to
.15.XI-2SPECIAL
MEASURES TO ENHANCE MARITIME
SECURITY1Definitions12.In
paragraph 1.6, the reference to ???regulation II-1/2.12??? is
replaced by the reference to???regulation
II-1/2.22???.CertificatesForm
of Safety Certificate for Passenger
Ships
13.In the table of paragraph 2.1.3, in the section commencing with the
words ???THIS IS TO CERTIFY:???, the reference to
???regulation II-1/13??? is replaced by the reference to
???regulation
II-1/18???.Resolutie
MSC.201(81) van 18 mei
2006Bij
Resolutie MSC.201(81) heeft de Maritieme Veiligheidscommissie van de
Internationale Maritieme Organisatie op 18 mei 2006 in overeenstemming
met artikel VIII(b)(iv) van het Verdrag wijzigingen aangenomen. De
Engelse
tekst1)De
Chinese, de Franse, de Russische en de Spaanse tekst zijn niet
afgedrukt.Het voor eensluidend gewaarmerkt afschrift
is nog niet ontvangen. In de tekst kunnen derhalve onjuistheden
voorkomen, die in een volgend Tractatenblad zullen worden
gecorrigeerd.
van de Resolutie en de wijzigingen luidt als
volgt:Resolution
MSC.201(81)(adopted on 18 May
2006)Adoption of Amendments to the International
Convention for the Safety of Life at Sea, 1974, as
amendedThe
Maritime Safety Committee,Recalling Article 28(b) of the
Convention on the International Maritime Organization concerning the
functions of the Committee,Recalling further article VIII(b)
of the International Convention for the Safety of Life at Sea (SOLAS),
1974 (hereinafter referred to as ???the Convention???),
concerning the amendment procedure applicable to the Annex to the
Convention, other than the provisions of chapter I
thereof,Having considered, at its eighty-first session,
amendments to the Convention, proposed and circulated in accordance
with article VIII(b)(i)
thereof,
1.Adopts,
in accordance with article VIII(b)(iv) of the Convention, amendments to
the Convention, the text of which is set out in the Annex to the
present resolution;
2.Determines, in
accordance with article VIII(b)(vi)(2)(bb) of the Convention, that the
said amendments shall be deemed to have been accepted on 1 January
2010, unless, prior to that date, more than one third of the
Contracting Governments to the Convention or Contracting Governments
the combined merchant fleets of which constitute not less than 50% of
the gross tonnage of the world???s merchant fleet, have notified
their objections to the
amendments;
3.Invites SOLAS Contracting
Governments to note that, in accordance with article
VIII(b)(vii)(2) of the Convention, the amendments shall enter into
force on 1 July 2010 upon their acceptance in accordance
with paragraph 2 above;
4.Requests the
Secretary-General, in conformity with article VIII(b)(v) of
the Convention, to transmit certified copies of the present resolution
and the text of the amendments contained in the Annex to all
Contracting Governments to the
Convention;
5.Further requests the
Secretary-General to transmit copies of this resolution and its Annex
to Members of the Organization, which are not Contracting Governments
to the
Convention.Amendments
to the International Convention for the Safety of Life at Sea, 1974, as
amendedII-2CONSTRUCTION
??? FIRE PROTECTION, FIRE DETECTION AND FIRE
EXTINCTION9Containment
of fire1.In
subparagraph .2 of paragraph 4.1.3.3, ???.??? is replaced by
???;
or???.2.In
paragraph 4.1.3.3, the following new subparagraph .3 is added after the
existing subparagraph
.2:
???.3.water-mist
nozzles that have been tested and approved in accordance with the
guidelines approved by the
Organization1)Refer
to the Revised Guidelines for approval of sprinkler systems equivalent
to that referred to in SOLAS regulation II-2/12 (resolution
A.800(19)).
.???15Arrangements
for oil fuel, lubricating oil and other flammable
oils3.In
regulation II-2/15, as amended by resolution MSC.31(63), the text after
the title is replaced by the following:???(Paragraphs 2.9
to 2.12 of this regulation apply to ships constructed on or after 1.
February 1992, except that the references to paragraphs 2.10 and 2.11
in paragraphs 3 and 4 apply to ships constructed on or after 1 July
1998)???.IIILIFE-SAVING
APPLIANCES AND
ARRANGEMENTS7Personal
life-saving
appliances4.In
paragraph 2.1, the following new subparagraphs .1 and .2 are
inserted:
???.1.for
passenger ships on voyages less than 24 h, a number of infant
lifejackets equal to at least 2.5% of the number of passengers on board
shall be provided;
.2.for passenger
ships on voyages 24 h or greater, infant lifejackets shall be provided
for each infant on board;???,and the
existing subparagraphs .1 and .2 are renumbered as subparagraphs .3 and
.4. The word ???and??? is moved from the end of renumbered
subparagraph .3 to the end of renumbered subparagraph
.4.5.The
following new subparagraph .5 is inserted after the renumbered
subparagraph .4 of paragraph
2.1:
???.5.if
the adult lifejackets provided are not designed to fit persons weighing
up to 140 kg and with a chest girth of up to 1,750 mm, a sufficient
number of suitable accessories shall be available on board to allow
them to be secured to such
persons.???IVRADIOCOMMUNICATIONS7Radio
equipment:
General6.The
existing text of subparagraph .6.1 of paragraph 1 is replaced by the
following:
???.6.1.capable of transmitting a distress alert through the
polar orbiting satellite service operating in the 406 MHz
band;???9Radio
equipment: Sea areas A1 and
A27. The
existing text of subparagraph .3.3 of paragraph 1 is replaced by the
following:
???.3.3.through
the Inmarsat geostationary satellite service by a ship earth
station.???10Radio
equipment: Sea areas A1, A2 and
A38.The
existing text of subparagraph .4.3 of paragraph 1 is replaced by the
following:
???.4.3.through
the Inmarsat geostationary satellite service by an additional ship
earth
station.???9.The
existing text of subparagraph .3.2 of paragraph 2 is replaced by the
following:
???.3.2.through
the Inmarsat geostationary satellite service by a ship earth station;
and???VSAFETY
OF
NAVIGATION22Navigation
bridge
visibility10.The
following new paragraph 4 is added after the existing paragraph
3:
???4.Notwithstanding
the requirements of paragraphs 1.1, 1.3, 1.4 and 1.5, ballast water
exchange may be undertaken provided
that:
.1.the
master has determined that it is safe to do so and takes into
consideration any increased blind sectors or reduced horizontal fields
of vision resulting from the operation to ensure that a proper lookout
is maintained at all times;
.2.the
operation is conducted in accordance with the ship???s ballast
water management plan, taking into account the recommendations on
ballast water exchange adopted by the Organization;
and
.3.the commencement and termination
of the operation are recorded in the ship???s record of
navigational activities pursuant to regulation
28.???Resolutie
MSC.202(81) van 19 mei
2006Bij
Resolutie MSC.202(81) heeft de Maritieme Veiligheidscommissie van de
Internationale Maritieme Organisatie op 19 mei 2006 in overeenstemming
met artikel VIII(b)(iv) van het Verdrag wijzigingen aangenomen. De
Engelse
tekst1)De
Chinese, de Franse, de Russische en de Spaanse tekst zijn niet
afgedrukt.Het voor eensluidend gewaarmerkt afschrift
is nog niet ontvangen. In de tekst kunnen derhalve onjuistheden
voorkomen, die in een volgend Tractatenblad zullen worden
gecorrigeerd.
van de Resolutie en de wijzigingen luidt als
volgt:Resolution
MSC.202(81)(adopted on 19 May
2006)Adoption of Amendments to the International
Convention for the Safety of Life at Sea, 1974, as
amendedThe
Maritime Safety Committee,Recalling Article 28(b) of the
Convention on the International Maritime Organization concerning the
functions of the Committee,Recalling further article VIII(b)
of the International Convention for the Safety of Life at Sea (SOLAS),
1974 (hereinafter referred to as ???the Convention???),
concerning the amendment procedure applicable to the Annex to the
Convention, other than the provisions of chapter I
thereof,Having considered, at its eighty-first session,
amendments to the Convention, proposed and circulated in accordance
with article VIII(b)(i)
thereof,
1.Adopts,
in accordance with article VIII(b)(iv) of the Convention, amendments to
the Convention, the text of which is set out in the Annex to the
present resolution;
2.Determines, in
accordance with article VIII(b)(vi)(2)(bb) of the Convention, that the
said amendments shall be deemed to have been accepted on 1 July 2007,
unless, prior to that date, more than one third of the Contracting
Governments to the Convention or Contracting Governments the combined
merchant fleets of which constitute not less than 50% of the gross
tonnage of the world???s merchant fleet, have notified their
objections to the amendments;
3.Invites
SOLAS Contracting Governments to note that, in accordance
with article VIII(b)(vii)(2) of the Convention, the amendments shall
enter into force on 1 January 2008 upon their acceptance in
accordance with paragraph 2
above;
4.Requests the
Secretary-General, in conformity with article VIII(b)(v) of
the Convention, to transmit certified copies of the present resolution
and the text of the amendments contained in the Annex to all
Contracting Governments to the
Convention;
5.Further requests the
Secretary-General to transmit copies of this resolution and its Annex
to Members of the Organization, which are not Contracting Governments
to the
Convention.Amendments
to the International Convention for the Safety of Life at Sea, 1974, as
amendedVSAFETY
OF
NAVIGATION2Definitions1)The
amendments to regulation 2 take into account the amendments to the
regulation which were adopted on 20 May 2004, under cover of resolution
MSC.153(78), and which will enter into force on 1 July
2006.1.The following
text is inserted after the existing paragraph
5:
???6.High-speed
craft means a craft as defined in regulation
X/1.3.
7.Mobile
offshore drilling unit means a mobile offshore drilling unit
as defined in regulation
XI-2/1.1.5.???2.The
following new regulation 19-1 is inserted after the existing regulation
19:19-1Long-range
identification and tracking of
ships1.
Nothing in this regulation or the provisions of performance
standards and functional
requirements2)Refer
to the Performance standards and functional requirements for the
long-range identification and tracking of ships, adopted by the
Maritime Safety Committee of the Organization by resolution
MSC.210(81).
adopted by the Organization in relation to the long-range
identification and tracking of ships shall prejudice the rights,
jurisdiction or obligations of States under international law, in
particular, the legal regimes of the high seas, the exclusive economic
zone, the contiguous zone, the territorial seas or the straits used for
international navigation and archipelagic sea
lanes.2.1.Subject
to the provisions of paragraphs 4.1 and 4.2, this regulation shall
apply to the following types of ships engaged on international
voyages:
.1.passenger
ships, including high-speed passenger
craft;
.2.cargo ships, including
high-speed craft, of 300 gross
tonnage3)The
gross tonnage to be used for determining whether a cargo ship or
high-speed craft is required to comply with the provisions of this
regulation shall be that determined under the provisions of the
International Convention on Tonnage Measurement of Ships, 1969
irrespective of the date on which the ship or high-speed craft has been
or is being constructed.
and upwards; and
.3.mobile offshore
drilling
units.2.2.The
term ???ship???, when used in paragraphs 3 to 11.2, includes
the passenger and cargo ships, the high-speed craft and the mobile
offshore drilling units which are subject to the provisions of this
regulation.3.This
regulation establishes provisions to enable Contracting Governments to
undertake the long-range identification and tracking of
ships.4.1.Ships
shall be fitted with a system to automatically transmit the information
specified in paragraph 5 as
follows:
.1.ships
constructed on or after 31 December
2008;
.2.ships constructed before 31
December 2008 and certified for
operations:
.1.in
sea areas A1 and A2, as defined in regulations IV/2.1.12 and IV/2.1.13;
or
.2.in sea areas Al, A2 and A3, as
defined in regulations IV/2.1.12, IV/2.1.13 and IV/2.1.14;not
later than the first survey of the radio installation after
31??December
2008;
.3.ships constructed
before 31 December 2008 and certified for operations in sea
areas Al, A2, A3 and A4, as defined in regulations IV/2.1.12,
IV/2.1.13, IV/2.1.14 and IV/2.1.15, not later than the first survey of
the radio installation after 1 July 2009. However, these ships shall
comply with the provisions of subparagraph .2 above whilst they operate
within sea areas A1, A2 and
A3.4.2.Ships,
irrespective of the date of construction, fitted with an automatic
identification system (AIS), as defined in regulation 19.2.4, and
operated exclusively within sea area A1, as defined in regulation
IV/2.1.12, shall not be required to comply with the provisions of this
regulation.5.Subject
to the provisions of paragraph 4.1, ships shall automatically transmit
the following long-range identification and tracking
information:
.1.the
identity of the ship;
.2.the position
of the ship (latitude and longitude);
and
.3.the date and time of the
position
provided.6.Systems
and equipment used to meet the requirements of this regulation shall
conform to performance standards and functional
requirements4)Refer
to the Performance standards and functional requirements for the
long-range identification and tracking of ships, adopted by the
Maritime Safety Committee of the Organization by resolution
MSC.210(81).
not inferior to those adopted by the Organization. Any shipboard
equipment shall be of a type approved by the
Administration.7.Systems
and equipment used to meet the requirements of this regulation shall be
capable of being switched off on board or be capable of ceasing the
distribution of long-range identification and tracking
information:
.1.where
international agreements, rules or standards provide for the protection
of navigational information; or
.2.in
exceptional circumstances and for the shortest duration possible where
the operation is considered by the master to compromise the safety or
security of the ship. In such a case, the master shall inform the
Administration without undue delay and make an entry in the record of
navigational activities and incidents maintained in accordance with
regulation 28 setting out the reasons for the decision and indicating
the period during which the system or equipment was switched
off.8.1.
Subject to the provisions of paragraphs 8.2 to 11.2,
Contracting Governments shall be able to receive long-range
identification and tracking information about ships, for security and
other purposes as agreed by the Organization, as
follows:
.1.the
Administration shall be entitled to receive such information about
ships entitled to fly its flag irrespective of where such ships may be
located;
.2.a Contracting Government
shall be entitled to receive such information about ships which have
indicated their intention to enter a port facility, as defined in
regulation XI-2/1.1.9, or a place under the jurisdiction of that
Contracting Government, irrespective of where such ships may be located
provided they are not located within the waters landward of the
baselines,established in accordance with international law, of another
Contracting Government; and
.3.a
Contracting Government shall be entitled to receive such information
about ships entitled to fly the flag of other Contracting Governments,
not intending to enter a port facility or a place under the
jurisdiction of that Contracting Government, navigating within a
distance not exceeding 1,000 nautical miles of its coast provided such
ships are not located within the waters landward of the baselines,
established in accordance with international law, of another
Contracting Government; and
.4.a
Contracting Government shall not be entitled to receive, pursuant to
subparagraph .3, such information about a ship located within the
territorial sea of the Contracting Government whose flag the ship is
entitled to
fly.8.2.
Contracting Governments shall specify and communicate to
the Organization relevant details, taking into account the performance
standards and functional requirements adopted by the
Organization5)Refer
to the Performance standards and functional requirements for the
long-range identification and tracking of ships, adopted by the
Maritime Safety Committee of the Organization by resolution
MSC.210(81).
, to enable long-range identification and tracking information to be
made available pursuant to the provisions of paragraph 8.1.The
Contracting Government concerned may, at any time thereafter, amend or
withdraw such communication. The Organization shall inform all
Contracting Governments upon receipt of such communication together
with the particulars
thereof.9.1.Notwithstanding
the provisions of paragraph 8.1.3, the Administration shall be
entitled, in order to meet security or other concerns, at any time, to
decide that long-range identification and tracking information about
ships entitled to fly its flag shall not be provided pursuant to the
provisions of paragraph 8.1.3 to Contracting Governments. The
Administration concerned may, at any time thereafter, amend, suspend or
annul such
decisions.9.2.The
Administration concerned shall communicate, pursuant to paragraph 9.1,
such decisions to the Organization. The Organization shall inform all
Contracting Governments upon receipt of such communication together
with the particulars
thereof.9.3.The
rights, duties and obligations, under international law, of the ships
whose Administration invoked the provisions of paragraph 9.1 shall not
be prejudiced as a result of such
decisions.10.Contracting
Governments shall, at all
times:
.1.recognize
the importance of long-range identification and tracking
information;
.2.recognize and respect
the commercial confidentiality and sensitivity of any long-range
identification and tracking information they may
receive;
.3.protect the information
they may receive from unauthorized access or disclosure;
and
.4.use the information they may
receive in a manner consistent with international
law.11.1.Contracting
Governments shall bear all costs associated with any long-range
identification and tracking information they request and receive.
Notwithstanding the provisions of paragraph 11.2, Contracting
Governments shall not impose any charges on ships in relation to the
long-range identification and tracking information they may seek to
receive.11.2.Unless
the national legislation of the Administration provides otherwise,
ships entitled to fly its flag shall not incur any charges for
transmitting long-range identification and tracking information in
compliance with the provisions of this
regulation.12.Notwithstanding
the provisions of paragraph 8.1, the search and rescue services of
Contracting Governments shall be entitled to receive, free of any
charges, long-range identification and tracking information in relation
to the search and rescue of persons in distress at
sea.13.Contracting
Governments may report to the Organization any case where they consider
that provisions of this regulation or of any other related requirements
established by the Organization have not been or are not being observed
or adhered
to.14.The
Maritime Safety Committee shall determine the criteria, procedures and
arrangements for the establishment, review and audit of the provision
of long-range identification and tracking information to Contracting
Governments pursuant to the provisions of this
regulation.???Resolutie
MSC.216(82) van 8 december
2006Bij
Resolutie MSC.216(82) heeft de Maritieme Veiligheidscommissie van de
Internationale Maritieme Organisatie op 8 december 2006 in
overeenstemming met artikel VIII(b)(iv) van het Verdrag wijzigingen
aangenomen. De Engelse
tekst1)De
Chinese, de Franse, de Russische en de Spaanse tekst zijn niet
afgedrukt.Het voor eensluidend gewaarmerkt afschrift
is nog niet ontvangen. In de tekst kunnen derhalve onjuistheden
voorkomen, die in een volgend Tractatenblad zullen worden
gecorrigeerd.
van de Resolutie en de wijzigingen luidt als
volgt:Resolution
MSC.216(82)(adopted on 8 December
2006)Adoption of Amendments to the International
Convention for the Safety of Life at Sea, 1974, as
amendedThe
Maritime Safety Committee,Recalling Article 28(b) of the
Convention on the International Maritime Organization concerning the
functions of the Committee,Recalling further article VIII(b)
of the International Convention for the Safety of Life at Sea (SOLAS),
1974 (hereinafter referred to as ???the Convention???),
concerning the amendment procedure applicable to the Annex to the
Convention, other than to the provisions of chapter I
thereof,Having considered, at its eighty-second session,
amendments to the Convention, proposed and circulated in accordance
with article VIII(b)(i)
thereof,
1.Adopts,
in accordance with article VIII(b)(iv) of the Convention, amendments to
the Convention, the text of which is set out in Annexes 1, 2 and 3 to
the present resolution;
2.Determines,
in accordance with article VIII(b)(vi)(2)(bb) of the Convention,
that:
a)the
said amendments, set out in Annex 1, shall be deemed to have been
accepted on 1 January 2008;
b)the said
amendments, set out in Annex 2, shall be deemed to have been accepted
on 1 July 2008; and
c)the said
amendments, set out in Annex 3, shall be deemed to have been accepted
on 1 January 2010,unless, prior to those dates,
more than one third of the Contracting Governments to the Convention or
Contracting Governments the combined merchant fleets of which
constitute not less than 50% of the gross tonnage of the world???s
merchant fleet, have notified their objections to the
amendments;
3.Invites SOLAS Contracting
Governments to note that, in accordance with article
VIII(b)(vii)(2) of the
Convention:
a)the
amendments, set out in Annex 1, shall enter into force on 1??July
2008;
b)the amendments, set out in
Annex 2, shall enter into force on 1??January 2009;
and
c)the amendments, set out in Annex
3, shall enter into force on 1??July
2010,upon their acceptance in accordance with
paragraph 2 above;
4.Requests the
Secretary-General, in conformity with article VIII(b)(v) of
the Convention, to transmit certified copies of the present resolution
and the text of the amendments contained in Annexes 1, 2 and 3 to all
Contracting Governments to the
Convention;
5.Further requests the
Secretary-General to transmit copies of this resolution and its Annexes
1, 2 and 3 to Members of the Organization, which are not Contracting
Governments to the
Convention.1Amendments
to the International Convention for the Safety of Life at Sea, 1974, as
amendedII-1CONSTRUCTION
??? STRUCTURE, SUBDIVISION AND STABILITY, MACHINERY AND ELECTRICAL
INSTALLATIONSA-1STRUCTURE
OF
SHIPS3-2Corrosion
prevention of seawater ballast tanks in oil tankers and bulk
carriers1.The
existing text and the heading of regulation 3-2 are replaced by the
following:???Protective coatings of
dedicated seawater ballast tanks in all types of ships and double-side
skin spaces of bulk
carriers
1.Paragraphs 2 and 4 of this regulation shall apply to ships of not
less than 500 gross
tonnage:
.1.for
which the building contract is placed on or after 1 July 2008;
or
.2.in the absence of a building
contract, the keels of which are laid or which are at a similar stage
of construction on or after 1 January 2009;
or
.3.the delivery of which is on or
after 1 July
2012.2.All
dedicated seawater ballast tanks arranged in ships and double-side skin
spaces arranged in bulk carriers of 150 m in length and upwards shall
be coated during construction in accordance with the Performance
standard for protective coatings for dedicated seawater ballast tanks
in all types of ships and double-side skin spaces of bulk carriers,
adopted by the Maritime Safety Committee by resolution MSC.215(82), as
may be amended by the Organization, provided that such amendments are
adopted, brought into force and take effect in accordance with the
provisions of article VIII of the present Convention concerning the
amendment procedures applicable to the Annex other than chapter
I.3.All dedicated
seawater ballast tanks arranged in oil tankers and bulk carriers
constructed on or after 1 July 1998, for which paragraph 2 is not
applicable, shall comply with the requirements of regulation II-1/3-2
adopted by resolution
MSC.47(66).4.Maintenance
of the protective coating system shall be included in the overall
ship???s maintenance scheme. The effectiveness of the protective
coating system shall be verified during the life of a ship by the
Administration or an organization recognized by the Administration,
based on the guidelines developed by the
Organization.1)Refer
to the guidelines to be developed by the
Organization.
???II-2CONSTRUCTION
??? FIRE PROTECTION, FIRE DETECTION AND FIRE
EXTINCTION1Application2.In
paragraph 2.2.3, the second occurrence of the word ???and???
is deleted.3.In
paragraph 2.2.4, ???.??? is replaced by ???;
and???.4.In
paragraph 2.2, the following new subparagraph .5 is added after the
existing subparagraph
.4:
???.5.regulations
5.3.1.3.2 and 5.3.4 to passenger ships not later than the date of the
first survey after 1 July
2008.???3Definitions5.
The following new paragraph 53 is added after the existing
paragraph
52:
???53.Cabin
balcony is an open deck space which is provided for the
exclusive use of the occupants of a single cabin and has direct access
from such a
cabin.???4Probability
of
ignition6.The
following text is added at the end of paragraph
5.2.3:???except that ???A-0??? class standard
is acceptable for windows and sidescuttles outside the limit specified
in regulation
9.2.4.2.5.???7.In
paragraph 4.4, the words ???or if applied on cabin balconies of
passenger ships constructed on or after 1 July 2008,??? are added
between the words ???stations??? and
???shall???.5Fire
growth
potential8.In
paragraph 3.1.2.1, the last sentence is
deleted.9.The
following new paragraph 3.1.3 is
inserted:
???3.1.3.Partial
bulkheads and decks on passenger
ships
3.1.3.1.Partial
bulkheads or decks used to subdivide a space for utility or artistic
treatment shall be of non-combustible
materials.
3.1.3.2.Linings,
ceilings and partial bulkheads or decks used to screen or to separate
adjacent cabin balconies shall be of non-combustible materials. Cabin
balconies on passenger ships constructed before 1 July 2008 shall
comply with the requirements of this paragraph by the first survey
after 1 July
2008.???10.In
the first sentence of paragraph 3.2.1.1, the words ???and cabin
balconies??? are added between the words ???spaces???
and ???which???, and the following new sentence is added at
the end of the paragraph:???However, the provisions of
paragraph 3.2.3 need not be applied to cabin
balconies.???11.The
following new subparagraph .3 is added to the existing paragraph
3.2.4.1:
???.3.exposed surfaces of cabin balconies, except for natural hard wood
decking
systems.???12.The
following new paragraph 3.4 is added after the existing paragraph
3.3:
???3.4.Furniture and furnishings on cabin balconies of
passenger shipsOn passenger ships, furniture and
furnishings on cabin balconies shall comply with regulations 3.40.1,
3.40.2, 3.40.3, 3.40.6 and 3.40.7 unless such balconies are protected
by a fixed pressure water-spraying and fixed fire detection and fire
alarm systems complying with regulations 7.10 and 10.6.1.3. Passenger
ships constructed before 1 July 2008 shall comply with the requirements
of this paragraph by the first survey after 1 July
2008.???6Smoke
generation potential and
toxicity13.The
existing paragraph 2 is renumbered as paragraph
2.1.14.The
following new paragraph 2.2 is added after the renumbered paragraph
2.1:
???2.2.On
passenger ships constructed on or after 1 July 2008, paints, varnishes
and other finishes used on exposed surfaces of cabin balconies,
excluding natural hard wood decking systems, shall not be capable of
producing excessive quantities of smoke and toxic products, this being
determined in accordance with the Fire Test Procedures
Code.???15.The
existing paragraph 3 is renumbered as paragraph
3.1.16.The
following new paragraph 3.2 is added after the renumbered paragraph
3.1:
???3.2.On
passenger ships constructed on or after 1 July 2008, primary deck
coverings on cabin balconies shall not give rise to smoke, toxic or
explosive hazards at elevated temperatures, this being determined in
accordance with the Fire Test Procedures
Code.???7Detection
and
alarm17.The
following new paragraph 10 is added after the existing paragraph
9.4:
???10.Protection
of cabin balconies on passenger shipsA fixed fire detection
and fire alarm system complying with the provisions of the Fire Safety
Systems Code shall be installed on cabin balconies of ships to which
regulation 5.3.4 applies, when furniture and furnishings on such
balconies are not as defined in regulations 3.40.1, 3.40.2, 3.40.3,
3.40.6 and
3.40.7.???9Containment
of fire18.The
following new paragraph 2.2.6 is added after the existing paragraph
2.2.5.2:
???2.2.6.Arrangement
of cabin balconiesOn passenger ships constructed on
or after 1 July 2008, non-load bearing partial bulkheads which separate
adjacent cabin balconies shall be capable of being opened by the crew
from each side for the purpose of fighting
fires.???10Fire
fighting19.The
heading of paragraph 6.1 is replaced by the
following:
???6.1.Sprinkler
and water spray systems in passenger
ships???20.The
following new paragraph 6.1.3 is added after the existing paragraph
6.1.2:
???6.1.3.A
fixed pressure water-spraying fire-extinguishing system complying with
the provisions of the Fire Safety Systems Code shall be installed on
cabin balconies of ships to which regulation 5.3.4 applies, where
furniture and furnishings on such balconies are not as defined in
regulations 3.40.1, 3.40.2, 3.40.3, 3.40.6 and
3.40.7.???IIILIFE-SAVING
APPLIANCES AND
ARRANGEMENTS6Communications21.Paragraph
4.3 is replaced by the
following:
???4.3.The
general emergency alarm system shall be audible throughout all the
accommodation and normal crew working spaces. On passenger ships, the
system shall also be audible on all open
decks.???11Survival
craft muster and embarkation
arrangements22.In
the first sentence of paragraph 7, the word
???unfavourable??? is replaced by the word
???all??? and the unit ???????? is inserted
after the terms ???10??? and
???20???.14Stowage
of rescue
boats23.The
words ???, and if the inflated type, in a fully inflated condition
at all times??? are added at the end of subparagraph
.1.19Emergency
training and
drills24.Paragraph
3.3.4 is replaced by the
following:
???3.3.4.In
the case of a lifeboat arranged for free-fall launching, at least once
every three months during an abandon ship drill the crew shall board
the lifeboat, properly secure themselves in their seats and commence
launch procedures up to but not including the actual release of the
lifeboat (i.e., the release hook shall not be released). The lifeboat
shall then either be free-fall launched with only the required
operating crew on board, or lowered into the water by means of the
secondary means of launching with or without the operating crew on
board. In both cases the lifeboat shall thereafter be manoeuvred in the
water by the operating crew. At intervals of not more than six months,
the lifeboat shall either be launched by free-fall with only the
operating crew on board, or simulated launching shall be carried out in
accordance with the guidelines developed by the
Organization2)Refer
to Measures to prevent accidents with lifeboats
(MSC.1/Circ.1206).
.???20Operational
readiness, maintenance and
inspections25.
Paragraphs 4.1 and 4.2 are replaced by the
following:???Falls used in launching shall be inspected
periodically
with special regard for areas passing through sheaves, and renewed when
necessary due to deterioration of the falls or at intervals of not more
than 5 years, whichever is the
earlier.???26.In
the third sentence of paragraph 6.2, the words ???it should be run
for such period as prescribed in the manufacturer???s
handbook??? are replaced by the words ???a suitable water
supply may be
provided???.27.The
heading of paragraph 8 is replaced by the
following:
???8.Servicing
of inflatable liferafts, inflatable lifejackets, marine evacuation
systems and maintenance and repair of inflated rescue
boats???28.The
second sentence of paragraph 11.1.3 is replaced by the
following:???The load to be applied shall be the mass of
the survival craft or rescue boat without persons on board, except
that, at intervals not exceeding five years, the test shall be carried
out with a proof load equal to 1.1 times the weight of the survival
craft or rescue boat and its full complement of persons and
equipment.???29.The
chapeau of paragraph 11.2 is replaced by the
following:
???11.2.Lifeboat
or rescue boat on-load release gear, including free-fall lifeboat
release systems, shall
be:???30.In
the first sentence of paragraph 11.2.3, the word
???lifeboat??? is replaced by the word
???boat???.31.The
following new paragraph 11.3 is added to the
regulation:
.1.maintained
in accordance with instructions for on-board maintenance as required by
regulation 36;
.2.subject to a thorough
examination and operational test during the annual surveys required by
regulations I/7 and I/8 by properly trained personnel familiar with the
system; and
.3.operationally tested
under a load of 1.1 times the total mass of the liferaft when loaded
with its full complement of persons and equipment whenever the
automatic release hook is overhauled. Such over-hauling and test shall
be carried out at least once every five
years.3)Refer
to the Recommendation on testing of life-saving appliances, as adopted
by the Organization by resolution A.689(17). For life-saving appliances
installed on board on or after 1 July 1999, refer to the Revised
Recommendations on testing of life-saving appliances, as adopted by the
Maritime Safety Committee of the Organization by resolution
MSC.81(70).
???21Survival
craft and rescue
boats32.The
chapeau of paragraph 1.2 is replaced by the
following:
???1.2.Passenger
ships engaged on short international voyages shall
carry:???33.Paragraph
1.3 is deleted and the remaining paragraphs are renumbered
accordingly.34.In
paragraph 1.4, the words ???after all persons have been assembled,
with lifejackets donned??? are added at the end of the
paragraph.35.Paragraph
2.3 is replaced by the
following:
???2.3.A
lifeboat may be accepted as a rescue boat provided that it and its
launching and recovery arrangements also comply with the requirements
for a rescue
boat.???36.In
paragraph 3.2, the words ???and complying with the special
standards of subdivision prescribed by regulation II-1/6.5??? are
deleted.26Additional
requirements for ro-ro passenger
ships37.In
paragraph 3.1, the words ???approved by the Administration having
regard for the recommendations approved by the Organization??? are
replaced by the words ???complying with section 5.1.4 of the
Code???.38.In
paragraph 3.2, all the words after the word ???appliance???
are replaced by the words ???complying with section 6.1.7 of the
Code???.31Survival
craft and rescue
boats39.Subparagraph
.2 of paragraph 1.1 is replaced by the
following:
???.2.in
addition, one or more inflatable or rigid liferafts, complying with the
requirements of section 4.2 or 4.3 of the Code, of a mass of less than
185 kg and stowed in a position providing for easy side-to-side
transfer at a single open deck level, and of such aggregate capacity as
will accommodate the total number of persons on board. If the liferaft
or liferafts are not of a mass of less than 185 kg and stowed in a
position providing for easy side-to-side transfer at a single open deck
level, the total capacity available on each side shall be sufficient to
accommodate the total number of persons on
board.???40.Subparagraph
.2 of paragraph 1.3 is replaced by the
following:
???.2.unless
the liferafts required by paragraph 1.3.1 are of a mass of less than
185 kg and stowed in a position providing for easy side-to-side
transfer at a single open deck level, additional liferafts shall be
provided so that the total capacity available on each side will
accommodate 150% of the total number of persons on
board;???41.Subparagraph
.4 of paragraph 1.3 is replaced by the
following:
???.4.in
the event of any one survival craft being lost or rendered
unserviceable, there shall be sufficient survival craft available for
use on each side, including any which are of a mass of less than 185 kg
and stowed in a position providing for easy side-to-side transfer at a
single open deck level, to accommodate the total number of persons on
board.???42.The
second sentence of paragraph 2 is replaced by the
following:???A lifeboat may be accepted as a rescue boat,
provided that it and its launching and recovery arrangements also
comply with the requirements for a rescue
boat.???32Personal
life-saving
appliances43.In
the first sentence of paragraph 3.2, the words ???of an
appropriate size,??? are inserted between the words
???suits??? and
???complying???.44.In
paragraph 3.3, the words ???including remotely located survival
craft carried in accordance with regulation 31.1.4???, are
inserted between the words ???stowed,??? and
???additional??? and the words ???of an appropriate
size??? are inserted between the words ???suits??? and
???shall???.35Training
manual and on-board training
aids45.The
following new paragraph 5 is added after the existing paragraph
4:
???5.The
training manual shall be written in the working language of the
ship.???XIIADDITIONAL
SAFETY MEASURES FOR BULK
CARRIERS6Structural
and other requirements for bulk
carriers46.The
existing paragraph 3 is deleted and the existing paragraphs 4 and 5 are
renumbered as paragraphs 3 and
4.12Hold,
ballast and dry space water ingress
alarms47.In
paragraph 1.2, the reference to ???regulation II-1/11??? is
replaced by the reference to ???regulation
II-1/12???.13Availability
of pumping systems48.
In paragraph 1, the reference to ???regulation
II-1/11.4??? is replaced by the reference to ???regulation
II-1/12???.Certificates
49.In
the Passenger Ship Safety Certificate, Cargo Ship Safety Construction
Certificate and Cargo Ship Safety Certificate, the phrase ???Date
on which keel was laid or ship was at a similar stage of construction
or, where applicable, date on which work for a conversion or an
alteration or modification of a major character was commenced
.....??? is replaced by the
following:???Date of
build:
???Date
of building contract
.........
???Date on which keel
was laid or ship was at similar stage of construction
.........
???Date of delivery
.........
???Date on which work
for a conversion or an alteration or modification of a major character
was commenced (where applicable) .........All applicable dates
shall be
completed.???Record
of Equipment for the Passenger Ship Safety Certificate
(Form
P)
50.In
the Record of Equipment for the Passenger Ship Safety Certificate (Form
P), the following new item 4.2 is inserted in section 5 after item
4:
???4.2.Long-range
identification and tracking system???,and
item 4 (Automatic identification system (AIS)) is renumbered as item
4.1.Record
of Equipment for the Cargo Ship Safety Equipment Certificate (Form
E)
51.In
the Record of Equipment for the Cargo Ship Safety Equipment Certificate
(Form E), the following new item 4.2 is inserted in section 3 after
item
4:
???4.2.Long-range
identification and tracking system???,and item 4
(Automatic identification system (AIS)) is renumbered as item
4.1.Record
of Equipment for the Cargo Ship Safety Certificate (Form
C)
52.In
the Record of Equipment for the Cargo Ship Safety Certificate (Form C),
the following new item 4.2 is inserted in section 5 after item
4:
???4.2.Long-range
identification and tracking system???,and
item 4 (Automatic identification system (AIS)) is renumbered as item
4.1.Form
of Safety Certificate for Nuclear Passenger
Ships
53.In
the table of paragraph 2.1.3, in the section commencing with the words
???THIS IS TO CERTIFY:???, the reference to
???regulation II-1/13??? is replaced by the reference to
???regulation
II-1/18???.2Amendments
to the International Convention for the Safety of Life at Sea, 1974, as
amendedII-1CONSTRUCTION
??? STRUCTURE, SUBDIVISION AND STABILITY, MACHINERY AND ELECTRICAL
INSTALLATIONS
1.The
existing text of parts A, B and B-1 of the chapter is replaced by the
following:AGENERAL1Application1.1.Unless
expressly provided otherwise, this chapter shall apply to ships the
keels of which are laid or which are at a similar stage of construction
on or after 1 January
2009.1.2.For the
purpose of this chapter, the term a similar stage of
construction means the stage at
which:
.1.construction
identifiable with a specific ship begins;
and
.2.assembly of that ship has
commenced comprising at least 50 tonnes or one per cent of the
estimated mass of all structural material, whichever is
less.1.3.For
the purpose of this
chapter:
.1.the
expression ships constructed means ships
the keels of which are laid or which are at a similar stage of
construction;
.2.the expression
all ships means ships constructed before,
on or after 1 January 2009;
.3.a cargo
ship, whenever built, which is converted to a passenger ship shall be
treated as a passenger ship constructed on the date on which such a
conversion commences;
.4.the expression
alterations and modifications of a major
character means, in the context of cargo ship subdivision and
stability, any modification to the construction which affects the level
of subdivision of that ship. Where a cargo ship is subject to such
modification, it shall be demonstrated that the
A/R ratio
calculated for the ship after such modifications is not less than the
A/R ratio
calculated for the ship before the
modification.However, in those cases where the
ship???s
A/R ratio
before modification is equal to or greater than unity, it is only
necessary that the ship after modification has an
A value which is not less than
R, calculated for the modified
ship.2.Unless
expressly provided otherwise, for ships constructed before 1 January
2009, the Administration shall ensure that the requirements which are
applicable under chapter II-1 of the International Convention for the
Safety of Life at Sea, 1974, as amended by resolutions MSC.1(XLV),
MSC.6(48), MSC.11(55), MSC.12(56), MSC.13(57), MSC.19(58), MSC.26(60),
MSC.27(61), Resolution 1 of the 1995 SOLAS Conference, MSC.47(66),
MSC.57(67), MSC.65(68), MSC.69(69), MSC.99(73), MSC.134(76),
MSC.151(78) and MSC.170(79) are complied
with.3.All ships
which undergo repairs, alterations, modifications and outfitting
related thereto shall continue to comply with at least the requirements
previously applicable to these ships. Such ships, if constructed before
the date on which any relevant amendments enter into force, shall, as a
rule, comply with the requirements for ships constructed on or after
that date to at least the same extent as they did before undergoing
such repairs, alterations, modifications or outfitting. Repairs,
alterations and modifications of a major character and outfitting
related thereto shall meet the requirements for ships constructed on or
after the date on which any relevant amendments enter into force, in so
far as the Administration deems reasonable and
practicable.4.The
Administration of a State may, if it considers that the sheltered
nature and conditions of the voyage are such as to render the
application of any specific requirements of this chapter unreasonable
or unnecessary, exempt from those requirements individual ships or
classes of ships entitled to fly the flag of that State which, in the
course of their voyage, do not proceed more than 20 miles from the
nearest land.5.In
the case of passenger ships which are employed in special trades for
the carriage of large numbers of special trade passengers, such as the
pilgrim trade, the Administration of the State whose flag such ships
are entitled to fly, if satisfied that it is impracticable to enforce
compliance with the requirements of this chapter, may exempt such ships
from those requirements, provided that they comply fully with the
provisions
of:
.1.the
rules annexed to the Special Trade Passenger Ships Agreement, 1971;
and
.2.the rules annexed to the
Protocol on Space Requirements for Special Trade Passenger Ships,
1973.2DefinitionsFor
the purpose of this chapter, unless expressly provided
otherwise:
1.Subdivision
length (Ls) of the ship is the greatest projected
moulded length of that part of the ship at or below deck or decks
limiting the vertical extent of flooding with the ship at the deepest
subdivision
draught.
2.Mid-length
is the mid-point of the subdivision length of the
ship.
3.Aft
terminal is the aft limit of the subdivision
length.
4.Forward
terminal is the forward limit of the subdivision
length.
5.Length
(L) is the length as defined in the International Convention
on Load Lines in
force.
6.Freeboard
deck is the deck as defined in the International Convention on
Load Lines in
force.
7.Forward
perpendicular is the forward perpendicular as defined in the
International Convention on Load Lines in
force.
8.Breadth
(B) is the greatest moulded breadth of the ship at or below
the deepest subdivision
draught.
9.Draught
(d) is the vertical distance from the keel line at mid-length
to the waterline in
question.
10.Deepest
subdivision draught (ds) is the waterline which
corresponds to the summer load line draught of the
ship.
11.Light
service draught (dl) is the service draught
corresponding to the lightest anticipated loading and associated
tankage, including, however, such ballast as may be necessary for
stability and/or immersion. Passenger ships should include the full
complement of passengers and crew on
board.
12.Partial
subdivision draught (dp) is the light service
draught plus 60% of the difference between the light service draught
and the deepest subdivision
draught.
13.Trim
is the difference between the draught forward and the draught aft,
where the draughts are measured at the forward and aft terminals
respectively, disregarding any rake of
keel.
14.Permeability
(??) of a space is the proportion of the immersed volume
of that space which can be occupied by
water.
15.Machinery
spaces are spaces between the watertight boundaries of a space
containing the main and auxiliary propulsion machinery, including
boilers, generators and electric motors primarily intended for
propulsion. In the case of unusual arrangements, the Administration may
define the limits of the machinery
spaces.
16.Weathertight
means that in any sea conditions water will not penetrate into the
ship.
17.Watertight
means having scantlings and arrangements capable of preventing the
passage of water in any direction under the head of water likely to
occur in intact and damaged conditions. In the damaged condition, the
head of water is to be considered in the worst situation at
equilibrium, including intermediate stages of
flooding.
18.Design
pressure means the hydrostatic pressure for which each
structure or appliance assumed watertight in the intact and damage
stability calculations is designed to
withstand.
19.Bulkhead
deck in a passenger ship means the uppermost deck at any point
in the subdivision length (Ls
)
to which the main bulkheads and the ship???s shell are carried
watertight and the lowermost deck from which passenger and crew
evacuation will not be impeded by water in any stage of flooding for
damage cases defined in regulation 8 and in part B-2 of this chapter.
The bulkhead deck may be a stepped deck. In a cargo ship the freeboard
deck may be taken as the bulkhead
deck.
20.Deadweight
is the difference in tonnes between the displacement of a ship in water
of a specific gravity of 1.025 at the draught corresponding to the
assigned summer freeboard and the lightweight of the
ship.
21.Lightweight
is the displacement of a ship in tonnes without cargo, fuel,
lubricating oil, ballast water, fresh water and feedwater in tanks,
consumable stores, and passengers and crew and their
effects.
22.Oil
tanker is the oil tanker defined in regulation 1 of Annex I of
the Protocol of 1978 relating to the International Convention for the
Prevention of Pollution from Ships,
1973.
23.Ro-ro
passenger ship means a passenger ship with ro-ro spaces or
special category spaces as defined in regulation
II-2/3.
24.Bulk
carrier means a bulk carrier as defined in regulation
XII/1.1.
25.Keel
line is a line parallel to the slope of the keel passing
amidships
through:
.1.the
top of the keel at centreline or line of intersection of the inside of
shell plating with the keel if a bar keel extends below that line, on a
ship with a metal shell; or
.2.in wood
and composite ships, the distance is measured from the lower edge of
the keel rabbet. When the form at the lower part of the midship section
is of a hollow character, or where thick garboards are fitted, the
distance is measured from the point where the line of the flat of the
bottom continued inward intersects the centreline
amidships.
26.Amidship
is at the middle of the length
(L).3Definitions
relating to parts C, D and EFor the purpose of parts
C, D and E, unless expressly provided
otherwise:
1.Steering
gear control system is the equipment by which orders are
transmitted from the navigating bridge to the steering gear power
units. Steering gear control systems comprise transmitters, receivers,
hydraulic control pumps and their associated motors, motor controllers,
piping and
cables.
2.Main
steering gear is the machinery, rudder actuators, steering
gear, power units, if any, and ancillary equipment and the means of
applying torque to the rudder stock (e.g. tiller or quadrant) necessary
for effecting movement of the rudder for the purpose of steering the
ship under normal service
conditions.
3.Steering
gear power unit
is:
.1.in
the case of electric steering gear, an electric motor and its
associated electrical equipment;
.2.in
the case of electrohydraulic steering gear, an electric motor and its
associated electrical equipment and connected pump;
or
.3.in the case of other hydraulic
steering gear, a driving engine and connected
pump.
4.Auxiliary
steering gear is the equipment other than any part of the main
steering gear necessary to steer the ship in the event of failure of
the main steering gear but not including the tiller, quadrant or
components serving the same
purpose.
5.Normal
operational and habitable condition is a condition under which
the ship as a whole, the machinery, services, means and aids ensuring
propulsion, ability to steer, safe navigation, fire and flooding
safety, internal and external communications and signals, means of
escape, and emergency boat winches, as well as the designed comfortable
conditions of habitability are in working order and functioning
normally.
6.Emergency
condition is a condition under which any services needed for
normal operational and habitable conditions are not in working order
due to failure of the main source of electrical
power.
7.Main source
of electrical power is a source intended to supply electrical
power to the main switchboard for distribution to all services
necessary for maintaining the ship in normal operational and habitable
conditions.
8.Dead
ship condition is the condition under which the main
propulsion plant, boilers and auxiliaries are not in operation due to
the absence of
power.
9.Main
generating station is the space in which the main source of
electrical power is
situated.
10.Main
switchboard is a switchboard which is directly supplied by the
main source of electrical power and is intended to distribute
electrical energy to the ship???s
services.
11.Emergency
switchboard is a switchboard which in the event of failure of
the main electrical power supply system is directly supplied by the
emergency source of electrical power or the transitional source of
emergency power and is intended to distribute electrical energy to the
emergency
services.
12.Emergency
source of electrical power is a source of electrical power,
intended to supply the emergency switchboard in the event of a failure
of the supply from the main source of electrical
power.
13.Power
actuating system is the hydraulic equipment provided for
supplying power to turn the rudder stock, comprising a steering gear
power unit or units, together with the associated pipes and fittings,
and a rudder actuator. The power actuating systems may share common
mechanical components (i.e. tiller, quadrant and rudder stock) or
components serving the same
purpose.
14.Maximum
ahead service speed is the greatest speed which the ship is
designed to maintain in service at sea at the deepest sea-going
draught.
15.Maximum
astern speed is the speed which it is estimated the ship can
attain at the designed maximum astern power at the deepest sea-going
draught.
16.Machinery
spaces are all machinery spaces of category A and all other
spaces containing propelling machinery, boilers, oil fuel units, steam
and internal combustion engines, generators and major electrical
machinery, oil filling stations, refrigerating, stabilizing,
ventilation and air conditioning machinery, and similar spaces, and
trunks to such
spaces.
17.Machinery
spaces of category A are those spaces and trunks to such
spaces which
contain:
.1.internal
combustion machinery used for main
propulsion;
.2.internal combustion
machinery used for purposes other than main propulsion where such
machinery has in the aggregate a total power output of not less than
375 kW; or
.3.any oil-fired boiler or
oil fuel
unit.
18.Control
stations are those spaces in which the ship???s radio or
main navigating equipment or the emergency source of power is located
or where the fire recording or fire control equipment is
centralized.
19.Chemical
tanker is a cargo ship constructed or adapted and used for the
carriage in bulk of any liquid product listed in
either:
.1.chapter
17 of the International Code for the Construction and Equipment of
Ships Carrying Dangerous Chemicals in Bulk adopted by the Maritime
Safety Committee by resolution MSC.4(48), hereinafter referred to as
???the International Bulk Chemical Code???, as may be amended
by the Organization; or
.2.chapter VI
of the Code for the Construction and Equipment of Ships Carrying
Dangerous Chemicals in Bulk adopted by the Assembly of the Organization
by resolution A.212(VII), hereinafter referred to as ???the Bulk
Chemical Code???, as has been or may be amended by the
Organization, whichever is
applicable.
20.Gas
carrier is a cargo ship constructed or adapted and used for
the carriage in bulk of any liquefied gas or other products listed in
either:
.1.chapter
19 of the International Code for the Construction and Equipment of
Ships Carrying Liquefied Gases in Bulk adopted by the Maritime Safety
Committee by resolution MSC.5(48), hereinafter referred to as
???the International Gas Carrier Code???, as may be amended
by the Organization; or
.2.chapter XIX
of the Code for the Construction and Equipment of Ships Carrying
Liquefied Gases in Bulk adopted by the Organization by resolution
A.328(IX), hereinafter referred to as ???the Gas Carrier
Code???, as has been or may be amended by the Organization,
whichever is
applicable.BSUBDIVISION
AND
STABILITY4General1.The
damage stability requirements in parts B-1 through B-4 shall apply to
cargo ships of 80 m in length (L) and
upwards and to all passenger ships regardless of length but shall
exclude those cargo ships which are shown to comply with subdivision
and damage stability regulations in other
instruments1)Cargo
ships shown to comply with the following regulations may be excluded
from the application of part
B-1:.1.Annex
I to MARPOL 73/78, except OBO ships with type B freeboards are not
excluded;.2.International
Bulk Chemical
Code;.3.International
Gas Carrier
Code;.4.Guidelines
for the design and construction of offshore supply vessels (resolution
A.469(XII));.5.Code
of Safety for Special Purpose Ships (resolution A.534(13), as
amended);.6.Damage
stability requirements of regulation 27 of the 1966 Load Lines
Convention as applied in compliance with resolutions A.320(IX) and
A.514(13), provided that in the case of cargo ships to which regulation
27(9) applies, main transverse watertight bulkheads, to be considered
effective, are spaced according to paragraph (12)(f) of resolution
A.320(IX), except ships intended for the carriage of deck cargo;
and.7.Damage
stability requirements of regulation 27 of the 1988 Load Lines
Protocol, except ships intended for the carriage of deck
cargo.
developed by the
Organization.2.The
Administration may, for a particular ship or group of ships, accept
alternative methodologies if it is satisfied that at least the same
degree of safety as represented by these regulations is achieved. Any
Administration which allows such alternative methodologies shall
communicate to the Organization particulars
thereof.3.Ships
shall be as efficiently subdivided as is possible having regard to the
nature of the service for which they are intended. The degree of
subdivision shall vary with the subdivision length
(Ls
) of the ship and with the
service, in such manner that the highest degree of subdivision
corresponds with the ships of greatest subdivision length
(Ls
), primarily engaged in the
carriage of
passengers.4.Where
it is proposed to fit decks, inner skins or longitudinal bulkheads of
sufficient tightness to seriously restrict the flow of water, the
Administration shall be satisfied that proper consideration is given to
beneficial or adverse effects of such structures in the
calculations.B-1STABILITY5Intact
stability
information2)Refer
to the Code on Intact Stability for All Types of Ships covered by IMO
Instruments, adopted by the Organization by resolution
A.749(18).1.Every
passenger ship regardless of size and every cargo ship having a length
(L) of 24 m and upwards, shall be inclined
upon its completion and the elements of its stability
determined.2.The
Administration may allow the inclining test of an individual cargo ship
to be dispensed with provided basic stability data are available from
the inclining test of a sister ship and it is shown to the satisfaction
of the Administration that reliable stability information for the
exempted ship can be obtained from such basic data, as required by
regulation 5-1. A weight survey shall be carried out upon completion
and the ship shall be inclined whenever in comparison with the data
derived from the sister ship, a deviation from the lightship
displacement exceeding 1% for ships of 160 m or more in length and 2%
for ships of 50 m or less in length and as determined by linear
interpolation for intermediate lengths or a deviation from the
lightship longitudinal centre of gravity exceeding 0.5% of
Ls
is
found.3.The
Administration may also allow the inclining test of an individual ship
or class of ships especially designed for the carriage of liquids or
ore in bulk to be dispensed with when reference to existing data for
similar ships clearly indicates that due to the ship???s
proportions and arrangements more than sufficient metacentric height
will be available in all probable loading
conditions.4.Where
any alterations are made to a ship so as to materially affect the
stability information supplied to the master, amended stability
information shall be provided. If necessary the ship shall be
re-inclined. The ship shall be re-inclined if anticipated deviations
exceed one of the values specified in paragraph
5.5.At periodical
intervals not exceeding five years, a lightweight survey shall be
carried out on all passenger ships to verify any changes in lightship
displacement and longitudinal centre of gravity. The ship shall be
re-inclined whenever, in comparison with the approved stability
information, a deviation from the lightship displacement exceeding 2%
or a deviation of the longitudinal centre of gravity exceeding 1% of
Ls
is found or
anticipated.6.Every
ship shall have scales of draughts marked clearly at the bow and stern.
In the case where the draught marks are not located where they are
easily readable, or operational constraints for a particular trade make
it difficult to read the draught marks, then the ship shall also be
fitted with a reliable draught indicating system by which the bow and
stern draughts can be
determined.5-1Stability
information to be supplied to the
master3)Refer
also to the Guidelines for the preparation of intact stability
information (MSC/Circ.456);Guidance on the intact
stability of existing tankers during transfer operations
(MSC/Circ.706); and the Revised guidance to the master for avoiding
dangerous situations in following and quartering seas
(MSC.1/Circ.1228).1.The master
shall be supplied with such information satisfactory to the
Administration as is necessary to enable him by rapid and simple
processes to obtain accurate guidance as to the stability of the ship
under varying conditions of service.A copy of the stability
information shall be furnished to the
Administration.2.The
information should
include:
.1.curves
or tables of minimum operational metacentric height
(GM) versus draught which assures
compliance with the relevant intact and damage stability requirements,
alternatively corresponding curves or tables of the maximum allowable
vertical centre of gravity (KG) versus
draught, or with the equivalents of either of these
curves;
.2.instructions concerning the
operation of cross-flooding arrangements;
and
.3.all other data and aids which
might be necessary to maintain the required intact stability and
stability after
damage.3.The
stability information shall show the influence of various trims in
cases where the operational trim range exceeds +/- 0.5% of
Ls
.4.For
ships which have to fulfil the stability requirements of part B-1,
information referred to in paragraph 2 are determined from
considerations related to the subdivision index, in the following
manner: Minimum required GM (or maximum
permissible vertical position of centre of gravity
KG) for the three draughts
ds
,
dp
and
dl
are equal to the
GM (or KG
values) of corresponding loading cases used for the
calculation of survival factor
si
. For intermediate draughts,
values to be used shall be obtained by linear interpolation applied to
the GM value only between the deepest
subdivision draught and the partial subdivision draught and between the
partial load line and the light service draught respectively. Intact
stability criteria will also be taken into account by retaining for
each draft the maximum among minimum required
GM values or the minimum of maximum
permissible KG values for both criteria. If
the subdivision index is calculated for different trims, several
required GM curves will be established in
the same
way.5.When curves
or tables of minimum operational metacentric height
(GM) versus draught are not appropriate,
the master should ensure that the operating condition does not deviate
from a studied loading condition, or verify by calculation that the
stability criteria are satisfied for this loading
condition.6Required
subdivision index
R4)The
Maritime Safety Committee, in adopting the regulations contained in
parts B to B-4, invited Administrations to note that the regulations
should be applied in conjunction with the explanatory notes developed
by the Organization in order to ensure their uniform
application.1.The
subdivision of a ship is considered sufficient if the attained
subdivision index A, determined in
accordance with regulation 7, is not less than the required subdivision
index R calculated in accordance with this
regulation and if, in addition, the partial indices
As,
Ap and
Al are not less than
0.9R for passenger ships and
0.5R for cargo
ships.2.For all
ships to which the damage stability requirements of this chapter apply,
the degree of subdivision to be provided shall be determined by the
required subdivision index R, as
follows:
.1.In
the case of cargo ships greater than 100 m in length
(Ls
):
.2.In
the case of cargo ships not less than 80 m in length
(Ls
) and not greater than 100 m
in length
(Ls
):where
Ro
is the value
R as calculated in accordance with the
formula in subparagraph
.1.
.3.In the case of
passenger
ships:where:N
= N1 +
2N2N1
= number of persons for whom lifeboats are
providedN2 = number of
persons (including officers and crew) the ship is permitted to carry in
excess of
N1.
.4.Where
the conditions of service are such that compliance with paragraph 2.3
of this regulation on the basis of N =
N1 +
2N2 is impracticable and where
the Administration considers that a suitably reduced degree of hazard
exists, a lesser value of N may be taken
but in no case less than N =
N1 +
N2.7Attained
subdivision index
A1.The
attained subdivision index A is obtained by
the summation of the partial indices
As,
Ap and
Al, (weighted as shown)
calculated for the draughts ds,
dp and
dl defined in regulation 2 in
accordance with the following
formula:A =
0.4As
+
0.4Ap
+
0.2AlEach partial index
is a summation of contributions from all damage cases taken in
consideration, using the following
formula:A =
??pisiwhere:i
represents each compartment or group of compartments under
consideration,pi
accounts for the probability that only the compartment or group of
compartments under consideration may be flooded, disregarding any
horizontal subdivision, as defined in regulation
7-1,si
accounts for the
probability of survival after flooding the compartment or group of
compartments under consideration, and includes the effect of any
horizontal subdivision, as defined in regulation
7-2.2.In the
calculation of A, the level trim shall be
used for the deepest subdivision draught and the partial subdivision
draught. The actual service trim shall be used for the light service
draught. If in any service condition, the trim variation in comparison
with the calculated trim is greater than 0.5% of
Ls, one or more additional
calculations of A are to be submitted for
the same draughts but different trims so that, for all service
conditions, the difference in trim in comparison with the reference
trim used for one calculation will be less than 0.5% of
Ls.3.When
determining the positive righting lever
(GZ) of the residual stability curve, the
displacement used should be that of the intact condition. That is, the
constant displacement method of calculation should be
used.4.The
summation indicated by the above formula shall be taken over the
ship???s subdivision length
(Ls) for all cases of flooding
in which a single compartment or two or more adjacent compartments are
involved. In the case of unsymmetrical arrangements, the calculated
A value should be the mean value obtained
from calculations involving both sides. Alternatively, it should be
taken as that corresponding to the side which evidently gives the least
favourable
result.5.Wherever
wing compartments are fitted, contribution to the summation indicated
by the formula shall be taken for all cases of flooding in which wing
compartments are involved. Additionally, cases of simultaneous flooding
of a wing compartment or group of compartments and the adjacent inboard
compartment or group of compartments, but excluding damage of
transverse extent greater than one half of the ship breadth
B, may be added. For the purpose of this
regulation, transverse extent is measured inboard from ship???s
side, at right angle to the centreline at the level of the deepest
subdivision
draught.6.In the
flooding calculations carried out according to the regulations, only
one breach of the hull and only one free surface need to be assumed.
The assumed vertical extent of damage is to extend from the baseline
upwards to any watertight horizontal subdivision above the waterline or
higher. However, if a lesser extent of damage will give a more severe
result, such extent is to be
assumed.7.If
pipes, ducts or tunnels are situated within the assumed extent of
damage, arrangements are to be made to ensure that progressive flooding
cannot thereby extend to compartments other than those assumed flooded.
However, the Administration may permit minor progressive flooding if it
is demonstrated that its effects can be easily controlled and the
safety of the ship is not
impaired.7-1Calculation
of the factor
pi1.The
factor pi
for a compartment or
group of compartments shall be calculated in accordance with paragraphs
1.1 and 1.2 using the following
notations:j = the aftmost damage
zone number involved in the damage starting with No.1 at the
stern;n = the number of adjacent
damage zones involved in the
damage;k = is the number of a
particular longitudinal bulkhead as barrier for transverse penetration
in a damage zone counted from shell towards the centre line. The shell
has k =
0;x1 = the distance from the aft
terminal of Ls
to the aft end of
the zone in question;x2 = the
distance from the aft terminal of
Ls
to the forward end of the
zone in question;b = the mean
transverse distance in metres measured at right angles to the
centreline at the deepest subdivision loadline between the shell and an
assumed vertical plane extended between the longitudinal limits used in
calculating the factor pi
and
which is a tangent to, or common with, all or part of the outermost
portion of the longitudinal bulkhead under consideration. This vertical
plane shall be so orientated that the mean transverse distance to the
shell is a maximum, but not more than twice the least distance between
the plane and the shell. If the upper part of a longitudinal bulkhead
is below the deepest subdivision loadline the vertical plane used for
determination of b is assumed to extend
upwards to the deepest subdivision waterline. In any case,
b is not to be taken greater than
B/2.If the damage
involves a single zone
only:If
the damage involves two adjacent
zones:If
the damage involves three or more adjacent
zones:and
where r(x1, x2,
b0
) =
0
1.1.The
factor p(x1,
x2) is to be calculated according to the
following formulae:Overall normalized max damage
length: Jmax =
10/33Knuckle point in the distribution:
Jkn
= 5/33Cumulative
probability at Jkn
:
pk
= 11/12Maximum
absolute damage length: lmax =
60 mLength where normalized distribution ends:
L* = 260 mProbability
density at J =
0:The
non-dimensional damage
length:The
normalized length of a compartment or group of
compartments:Jn
is to be taken as the lesser of J and
Jm
1.1.1.Where
neither limits of the compartment or group of compartments under
consideration coincides with the aft or forward
terminals:
1.1.2.Where
the aft limit of the compartment or group of compartments under
consideration coincides with the aft terminal or the forward limit of
the compartment or group of compartments under consideration coincides
with the forward
terminal:
1.1.3.Where
the compartment or groups of compartments considered extends over the
entire subdivision length
(Ls
):
1.2.The
factor r(x1, x2, b) shall be determined by
the following
formulae:where:
1.2.1.Where
the compartment or groups of compartments considered extends over the
entire subdivision length
(Ls
):
1.2.2.Where
neither limits of the compartment or group of compartments under
consideration coincides with the aft or forward
terminals:
1.2.3.Where
the aft limit of the compartment or group of compartments under
consideration coincides with the aft terminal or the forward limit of
the compartment or group of compartments under consideration coincides
with the forward
terminal:7-2Calculation
of the factor
si1.The
factor si
shall be determined
for each case of assumed flooding, involving a compartment or group of
compartments, in accordance with the following notations and the
provisions in this regulation.??e is the
equilibrium heel angle in any stage of flooding, in
degrees;??v is the angle, in any stage of
flooding, where the righting lever becomes negative, or the angle at
which an opening incapable of being closed weathertight becomes
submerged;GZmax is the
maximum positive righting lever, in metres, up to the angle ??
v;Range is the range of
positive righting levers, in degrees, measured from the angle ??
e. The positive range is to be taken up to the angle ??
v;Flooding stage is any
discrete step during the flooding process, including the stage before
equalization (if any) until final equilibrium has been
reached.
1.1.The
factor si
, for any damage case
at any initial loading condition,
di
, shall be obtained from the
formula:where:sintermediate,i
is the probability to survive all intermediate flooding stages until
the final equilibrium stage, and is calculated in accordance with
paragraph 2;sfinal,i is
the probability to survive in the final equilibrium stage of flooding.
It is calculated in accordance with paragraph
3;smom,i is the
probability to survive heeling moments, and is calculated in accordance
with paragraph
4.2.The
factor sintermediate,i is applicable only to passenger ships
(for cargo ships sintermediate,i should be taken as unity)
and shall be taken as the least of the s-factors obtained from all
flooding stages including the stage before equalization, if any, and is
to be calculated as
follows:where
GZmax is not to be taken as more
than 0.05 m and Range as not more than
7??.sintermediate =
0, if the intermediate heel angle exceeds 15??. Where
cross-flooding fittings are required, the time for equalization shall
not exceed 10
min.3.The factor
sfinal,i shall be obtained from
the
formula:where:GZmax
is not to be taken as more than 0.12
m;Range is not to be taken as more
than
16??;where:??min
is 7?? for passenger ships and 25?? for cargo ships;
and??max is 15?? for passenger ships and
30?? for cargo
ships.4.The
factor smom,i is applicable only
to passenger ships (for cargo ships
smom,i shall be taken as unity)
and shall be calculated at the final equilibrium from the
formula:where:Displacement
is the intact displacement at the subdivision
draught;Mheel is the
maximum assumed heeling moment as calculated in accordance with
subparagraph 4.1;
and
4.1.The
heeling moment Mheel is to be
calculated as
follows:
4.1.1Mpassenger
is the maximum assumed heeling moment resulting from movement of
passengers, and is to be obtained as
follows:Mpassenger =
(0.075 ?? Np) ?? (0.45
?? B)
(tm)where:Np
is the maximum number of passengers permitted to be on board in the
service condition corresponding to the deepest subdivision draught
under consideration; andB is the
beam of the ship.Alternatively, the heeling moment may be
calculated assuming the passengers are distributed with 4 persons per
square metre on available deck areas towards one side of the ship on
the decks where muster stations are located and in such a way that they
produce the most adverse heeling moment. In doing so, a weight of 75 kg
per passenger is to be
assumed.
4.1.2.Mwind
is the maximum assumed wind force acting in a damage
situation:Mwind =
(P ?? A
?? Z) / 9,806
(tm)where:P = 120
N/m2;A = projected
lateral area above waterline;Z =
distance from centre of lateral projected area above waterline to
T/2; andT
= ship???s draught,
di
.
4.1.3.MSurvivalcraft
is the maximum assumed heeling moment due to the launching of all fully
loaded davit-launched survival craft on one side of the ship. It shall
be calculated using the following
assumptions:
.1.all
lifeboats and rescue boats fitted on the side to which the ship has
heeled after having sustained damage shall be assumed to be swung out
fully loaded and ready for
lowering;
.2.for lifeboats which are
arranged to be launched fully loaded from the stowed position, the
maximum heeling moment during launching shall be
taken;
.3.a fully loaded davit-launched
liferaft attached to each davit on the side to which the ship has
heeled after having sustained damage shall be assumed to be swung out
ready for lowering;
.4.persons not in
the life-saving appliances which are swung out shall not provide either
additional heeling or righting moment;
and
.5.life-saving appliances on the
side of the ship opposite to the side to which the ship has heeled
shall be assumed to be in a stowed
position.5.Unsymmetrical
flooding is to be kept to a minimum consistent with the efficient
arrangements. Where it is necessary to correct large angles of heel,
the means adopted shall, where practicable, be self-acting, but in any
case where controls to equalization devices are provided they shall be
operable from above the bulkhead deck. These fittings together with
their controls shall be acceptable to the
Administration.5)Reference
is made to the Recommendation on a standard method for establishing
compliance with the requirements for cross-flooding arrangements in
passengers ships, adopted by the Organization by resolution
A.266(VIII), as may be amended.
Suitable information concerning the use of equalization devices shall
be supplied to the master of the
ship.5.1.Tanks
and compartments taking part in such equalization shall be fitted with
air pipes or equivalent means of sufficient cross-section to ensure
that the flow of water into the equalization compartments is not
delayed.5.2.In
all cases, si is to be taken as
zero in those cases where the final waterline, taking into account
sinkage, heel and trim,
immerses:
.1.the
lower edge of openings through which progressive flooding may take
place and such flooding is not accounted for in the calculation of
factor si. Such openings shall
include air-pipes, ventilators and openings which are
closed by means of weathertight doors or hatch covers;
and
.2.any part of the bulkhead deck in
passenger ships considered a horizontal evacuation route for compliance
with chapter
II-2.5.3.The
factor si is to be taken as zero
if, taking into account sinkage, heel and trim, any of the following
occur in any intermediate stage or in the final stage of
flooding:
.1.immersion
of any vertical escape hatch in the bulkhead deck intended for
compliance with chapter II-2;
.2.any
controls intended for the operation of watertight doors, equalization
devices, valves on piping or on ventilation ducts intended to maintain
the integrity of watertight bulkheads from above the bulkhead deck
become inaccessible or
inoperable;
.3.immersion of any part of
piping or ventilation ducts carried through a watertight boundary that
is located within any compartment included in damage cases contributing
to the attained index A, if not fitted with
watertight means of closure at each
boundary.5.4.However,
where compartments assumed flooded due to progressive flooding are
taken into account in the damage stability calculations multiple values
of sintermediate,i may be
calculated assuming equalization in additional flooding
phases.5.5.Except
as provided in paragraph 5.3.1, openings closed by means of watertight
manhole covers and flush scuttles, small watertight hatch covers,
remotely operated sliding watertight doors, side scuttles of the
non-opening type as well as watertight access doors and hatch covers
required to be kept closed at sea need not be
considered.6.Where
horizontal watertight boundaries are fitted above the waterline under
consideration the s-value calculated for the lower compartment or group
of compartments shall be obtained by multiplying the value as
determined in paragraph 1.1 by the reduction factor
vm according to
paragraph 6.1, which represents the probability that the spaces above
the horizontal subdivision will not be
flooded.
6.1.The
factor vm
shall be obtained from
the formula:vm
=
v(Hj, n, m,
d) ???
v(Hj, n,
m-1,d)where:Hj,
n, m
is the least height above the baseline, in metres,
within the longitudinal range of
x1()???x2(+-1)
of the mth horizontal boundary
which is assumed to limit the vertical extent of flooding for the
damaged compartments under
consideration;Hj, n,
m-1 is the least height above the baseline,
in metres, within the longitudinal range of
x1()???x2(+-1)
of the (m-1)th horizontal
boundary which is assumed to limit the vertical extent of flooding for
the damaged compartments under
consideration;j signifies the aft
terminal of the damaged compartments under
consideration;m represents each
horizontal boundary counted upwards from the waterline under
consideration;d is the draught in
question as defined in regulation 2;
andx1
and
x2
represent the terminals of
the compartment or group of compartments considered in regulation
7-1.
6.1.1.The
factors v(Hj, n,
m, d) and
v(Hj, n,
m-1, d) shall be obtained from the
formulae:where:v(Hj,
n, m, d) is to be taken as 1, if
Hm
coincides with the uppermost
watertight boundary of the ship within the range
(x1()???x2(+-1)),
andv(Hj,
n, 0, d) is to be taken as 0.In no case is
vm
to be taken as less than zero
or more than 1.
6.2.In general, each
contribution dA to the index
A in the case of horizontal subdivisions is
obtained from the
formula:where:vm
= the v-value calculated in accordance with
paragraph 6.1;smin =
the least s-factor for all combinations of
damages obtained when the assumed damage extends from the assumed
damage height Hm
downwards.7-3Permeability1.For
the purpose of the subdivision and damage stability calculations of the
regulations, the permeability of each general compartment or part of a
compartment shall be as
follows:
SpacesPermeabilityAppropriated
to storesOccupied by accommodationOccupied by
machineryVoid spacesIntended for
liquids0.600.950.850.950
or
0.951)Whichever
results in the more severe
requirement.
2.For
the purpose of the subdivision and damage stability calculations of the
regulations, the permeability of each cargo compartment or part of a
compartment shall be as
follows:
SpacesPermeability
at draught
dsPermeability
at draught
dpPermeability
at draught
dlDry
cargo spacesContainer spacesRo-ro
spacesCargo
liquids0.700.700.900.700.800.800.900.800.950.950.950.95
3.Other
figures for permeability may be used if substantiated by
calculations.8Special
requirements concerning passenger ship
stability1.A
passenger ship intended to carry 400 or more persons shall have
watertight subdivision abaft the collision bulkhead so that
si
= 1 for the three loading
conditions on which is based the calculation of the subdivision index
and for a damage involving all the compartments within
0.08L measured from the forward
perpendicular.2.A
passenger ship intended to carry 36 or more persons is to be capable of
withstanding damage along the side shell to an extent specified in
paragraph 3.Compliance with this regulation is to be achieved
by demonstrating that si
, as
defined in regulation 7-2, is not less than 0.9 for the three loading
conditions on which is based the calculation of the subdivision
index.3.The
damage extent to be assumed when demonstrating compliance with
paragraph 2, is to be dependent on both N
as defined in regulation 6, and
Ls
as defined in regulation 2,
such
that:
.1.the
vertical extent of damage is to extend from the ship???s moulded
baseline to a position up to 12.5 m above the position of the deepest
subdivision draught as defined in regulation 2, unless a lesser
vertical extent of damage were to give a lower value of
si
, in which case this reduced
extent is to be used;
.2.where 400 or
more persons are to be carried, a damage length of
0.03Ls
but not less than 3 m is
to be assumed at any position along the side shell, in conjunction with
a penetration inboard of 0.1B but not less
than 0.75 m measured inboard from the ship side, at right angle to the
centreline at the level of the deepest subdivision
draught;
.3.where less than 400 persons
are carried, damage length is to be assumed at any position along the
shell side between transverse watertight bulkheads provided that the
distance between two adjacent transverse watertight bulkheads is not
less than the assumed damage length. If the distance between adjacent
transverse watertight bulkheads is less than the assumed damage length,
only one of these bulkheads shall be considered effective for the
purpose of demonstrating compliance with paragraph
2;
.4.where 36 persons are carried, a
damage length of 0.015Ls
but not
less than 3 m is to be assumed, in conjunction with a penetration
inboard of 0.05B but not less than 0.75 m;
and
.5.where more than 36, but fewer
than 400 persons are carried the values of damage length and
penetration inboard, used in the determination of the assumed extent of
damage, are to be obtained by linear interpolation between the values
of damage length and penetration which apply for ships carrying 36
persons and 400 persons as specified in subparagraphs .4 and
.2.8-1System
capabilities after a flooding casualty on passenger
ships1.ApplicationThis
regulation applies to passenger ships constructed on or after
1??July 2010 to which regulation II-2/21
applies.2.Availability
of essential systems in case of flooding
damage6)Refer
to the Performance standards for the systems and services to remain
operational on passenger ships for safe return to port and orderly
evacuation and abandonment after a casualty (MSC.1/Circ.
1214).A passenger ship shall be designed so that the systems
specified in regulation II-2/21.4 remain operational when the ship is
subject to flooding of any single watertight
compartment.B-2SUBDIVISION,
WATERTIGHT AND WEATHERTIGHT
INTEGRITY9Double
bottoms in passenger ships and cargo ships other than
tankers1.A
double bottom shall be fitted extending from the collision bulkhead to
the afterpeak bulkhead, as far as this is practicable and compatible
with the design and proper working of the
ship.2.Where a
double bottom is required to be fitted the inner bottom shall be
continued out to the ship???s sides in such a manner as to protect
the bottom to the turn of the bilge.Such protection will be
deemed satisfactory if the inner bottom is not lower at any part than a
plane parallel with the keel line and which is located not less than a
vertical distance h measured from the keel line, as calculated by the
formula:h =
B/20However, in no case is the
value of h to be less than 760 mm, and need
not be taken as more than 2,000
mm.3.Small wells
constructed in the double bottom in connection with drainage
arrangements of holds, etc., shall not extend downward more than
necessary. A well extending to the outer bottom is, however, permitted
at the after end of the shaft tunnel.Other wells (e.g., for
lubricating oil under main engines) may be permitted by the
Administration if satisfied that the arrangements give protection
equivalent to that afforded by a double bottom complying with this
regulation. In no case shall the vertical distance from the bottom of
such a well to a plane coinciding with the keel line be less than 500
mm.4.A double
bottom need not be fitted in way of watertight tanks, including dry
tanks of moderate size, provided the safety of the ship is not impaired
in the event of bottom or side
damage.5.In the
case of passenger ships to which the provisions of regulation 1.5 apply
and which are engaged on regular service within the limits of a short
international voyage as defined in regulation III/3.22, the
Administration may permit a double bottom to be dispensed with if
satisfied that the fitting of a double bottom in that part would not be
compatible with the design and proper working of the
ship.6.Any part
of a passenger ship or a cargo ship that is not fitted with a double
bottom in accordance with paragraphs 1, 4 or 5 shall be capable of
withstanding bottom damages, as specified in paragraph 8, in that part
of the ship.7.In
the case of unusual bottom arrangements in a passenger ship or a cargo
ship, it shall be demonstrated that the ship is capable of withstanding
bottom damages as specified in paragraph
8.8.Compliance
with paragraphs 6 or 7 is to be achieved by demonstrating that
si
, when calculated in
accordance with regulation 7-2, is not less than 1 for all service
conditions when subject to a bottom damage assumed at any position
along the ship???s bottom and with an extent specified in
subparagraph .2 below for the affected part of the
ship:
.1.Flooding
of such spaces shall not render emergency power and lighting, internal
communication, signals or other emergency devices inoperable in other
parts of the ship.
.2.Assumed extent of
damage shall be as
follows:
For
0.3 L from the forward perpendicular of the
shipAny
other part of the
shipLongitudinal
extent1/3
L2/3 or 14.5 m, whichever is
less1/3
L2/3 or 14.5 m, whichever is
lessTransverse
extentB/6
or 10 m, whichever is lessB/6
or 5 m, whichever is
lessVertical
extent, measured from the keel
lineB/20
or 2 m, whichever is lessB/20 or 2 m,
whichever is
less
.3.If
any damage of a lesser extent than the maximum damage specified in
subparagraph .2 would result in a more severe condition, such damage
should be
considered.9.In
case of large lower holds in passenger ships, the Administration may
require an increased double bottom height of not more than
B/10 or 3 m, whichever is less, measured
from the keel line. Alternatively, bottom damages may be calculated for
these areas, in accordance with paragraph 8, but assuming an increased
vertical
extent.10Construction
of watertight
bulkheads1.Each
watertight subdivision bulkhead, whether transverse or longitudinal,
shall be constructed having scantlings as specified in regulation 2.17.
In all cases, watertight subdivision bulkheads shall be capable of
supporting at least the pressure due to a head of water up to the
bulkhead
deck.2.Steps and
recesses in watertight bulkheads shall be as strong as the bulkhead at
the place where each
occurs.11Initial
testing of watertight bulkheads,
etc.1.Testing
watertight spaces not intended to hold liquids and cargo holds intended
to hold ballast by filling them with water is not compulsory. When
testing by filling with water is not carried out, a hose test shall be
carried out where practicable. This test shall be carried out in the
most advanced stage of the fitting out of the ship. Where a hose test
is not practicable because of possible damage to machinery, electrical
equipment insulation or outfitting items, it may be replaced by a
careful visual examination of welded connections, supported where
deemed necessary by means such as a dye penetrant test or an ultrasonic
leak test or an equivalent test. In any case a thorough inspection of
the watertight bulkheads shall be carried
out.2.The
forepeak, double bottom (including duct keels) and inner skins shall be
tested with water to a head corresponding to the requirements of
regulation
10.1.3.Tanks
which are intended to hold liquids, and which form part of the
watertight subdivision of the ship, shall be tested for tightness and
structural strength with water to a head corresponding to its design
pressure. The water head is in no case to be less than the top of the
air pipes or to a level of 2.4 m above the top of the tank, whichever
is the
greater.4.The
tests referred to in paragraphs 2 and 3 are for the purpose of ensuring
that the subdivision structural arrangements are watertight and are not
to be regarded as a test of the fitness of any compartment for the
storage of oil fuel or for other special purposes for which a test of a
superior character may be required depending on the height to which the
liquid has access in the tank or its
connections.12Peak
and machinery space bulkheads, shaft tunnels,
etc.1.A
collision bulkhead shall be fitted which shall be watertight up to the
bulkhead deck. This bulkhead shall be located at a distance from the
forward perpendicular of not less than
0.05L or 10 m, whichever is the less, and,
except as may be permitted by the Administration, not more than
0.08L or 0.05L
+ 3 m, whichever is the
greater.2.Where
any part of the ship below the waterline extends forward of the forward
perpendicular, e.g., a bulbous bow, the distances stipulated in
paragraph 1 shall be measured from a point
either:
.1.at
the mid-length of such extension;
.2.at
a distance 0.015L forward of the forward
perpendicular; or
.3.at a distance 3 m
forward of the forward perpendicular, whichever gives the smallest
measurement.3.The
bulkhead may have steps or recesses provided they are within the limits
prescribed in paragraph 1 or
2.4.No doors,
manholes, access openings, ventilation ducts or any other openings
shall be fitted in the collision bulkhead below the bulkhead
deck.5.1.Except
as provided in paragraph 5.2, the collision bulkhead may be pierced
below the bulkhead deck by not more than one pipe for dealing with
fluid in the forepeak tank, provided that the pipe is fitted with a
screw-down valve capable of being operated from above the bulkhead
deck, the valve chest being secured inside the forepeak to the
collision bulkhead. The Administration may, however, authorize the
fitting of this valve on the after side of the collision bulkhead
provided that the valve is readily accessible under all service
conditions and the space in which it is located is not a cargo space.
All valves shall be of steel, bronze or other approved ductile
material. Valves of ordinary cast iron or similar material are not
acceptable.5.2.If
the forepeak is divided to hold two different kinds of liquids the
Administration may allow the collision bulkhead to be pierced below the
bulkhead deck by two pipes, each of which is fitted as required by
paragraph 5.1, provided the Administration is satisfied that there is
no practical alternative to the fitting of such a second pipe and that,
having regard to the additional subdivision provided in the forepeak,
the safety of the ship is
maintained.6.Where
a long forward superstructure is fitted the collision bulkhead shall be
extended weathertight to the deck next above the bulkhead deck. The
extension need not be fitted directly above the bulkhead below provided
it is located within the limits prescribed in paragraph 1 or 2 with the
exception permitted by paragraph 7 and that the part of the deck which
forms the step is made effectively weathertight. The extension shall be
so arranged as to preclude the possibility of the bow door causing
damage to it in the case of damage to, or detachment of, a bow
door.7.Where bow
doors are fitted and a sloping loading ramp forms part of the extension
of the collision bulkhead above the bulkhead deck the ramp shall be
weathertight over its complete length. In cargo ships the part of the
ramp which is more than 2.3 m above the bulkhead deck may extend
forward of the limit specified in paragraph 1 or 2. Ramps not meeting
the above requirements shall be disregarded as an extension of the
collision
bulkhead.8.The
number of openings in the extension of the collision bulkhead above the
freeboard deck shall be restricted to the minimum compatible with the
design and normal operation of the ship. All such openings shall be
capable of being closed
weathertight.9.Bulkheads
shall be fitted separating the machinery space from cargo and
accommodation spaces forward and aft and made watertight up to the
bulkhead deck. In passenger ships an afterpeak bulkhead shall also be
fitted and made watertight up to the bulkhead deck. The afterpeak
bulkhead may, however, be stepped below the bulkhead deck, provided the
degree of safety of the ship as regards subdivision is not thereby
diminished.10.In
all cases stern tubes shall be enclosed in watertight spaces of
moderate volume.In passenger ships the stern gland shall be
situated in a watertight shaft tunnel or other watertight space
separate from the stern tube compartment and of such volume that, if
flooded by leakage through the stern gland, the bulkhead deck will not
be immersed. In cargo ships other measures to minimize the danger of
water penetrating into the ship in case of damage to stern tube
arrangements may be taken at the discretion of the
Administration.13Openings
in watertight bulkheads below the bulkhead deck in passenger
ships1. The
number of openings in watertight bulkheads shall be reduced to the
minimum compatible with the design and proper working of the ship,
satisfactory means shall be provided for closing these
openings.2.1.Where
pipes, scuppers, electric cables, etc., are carried through watertight
bulkheads, arrangements shall be made to ensure the watertight
integrity of the
bulkheads.2.2.Valves
not forming part of a piping system shall not be permitted in
watertight
bulkheads.2.3.Lead
or other heat sensitive materials shall not be used in systems which
penetrate watertight bulkheads, where deterioration of such systems in
the event of fire would impair the watertight integrity of the
bulkheads.3.No
doors, manholes, or access openings are permitted in watertight
transverse bulkheads dividing a cargo space from an adjoining cargo
space, except as provided in paragraph 9.1 and in regulation
14.4.Subject to
paragraph 10, not more than one door, apart from the doors to shaft
tunnels, may be fitted in each watertight bulkhead within spaces
containing the main and auxiliary propulsion machinery including
boilers serving the needs of propulsion. Where two or more shafts are
fitted, the tunnels shall be connected by an intercommunicating
passage. There shall be only one door between the machinery space and
the tunnel spaces where two shafts are fitted and only two doors where
there are more than two shafts. All these doors shall be of the sliding
type and shall be so located as to have their sills as high as
practicable. The hand gear for operating these doors from above the
bulkhead deck shall be situated outside the spaces containing the
machinery.5.1.Watertight
doors, except as provided in paragraph 9.1 or regulation 14, shall be
power-operated sliding doors complying with the requirements of
paragraph 7 capable of being closed simultaneously from the central
operating console at the navigation bridge in not more than 60 s with
the ship in the upright
position.5.2.The
means of operation whether by power or by hand of any power-operated
sliding watertight door shall be capable of closing the door with the
ship listed to 15??. either way. Consideration shall also be given
to the forces which may act on either side of the door as may be
experienced when water is flowing through the opening applying a static
head equivalent to a water height of at least 1 m above the sill on the
centreline of the
door.5.3.Watertight
door controls, including hydraulic piping and electric cables, shall be
kept as close as practicable to the bulkhead in which the doors are
fitted, in order to minimize the likelihood of them being involved in
any damage which the ship may sustain. The positioning of watertight
doors and their controls shall be such that if the ship sustains damage
within one fifth of the breadth of the ship, as defined in regulation
2, such distance being measured at right angles to the centreline at
the level of the deepest subdivision draught, the operation of the
watertight doors clear of the damaged portion of the ship is not
impaired.6.All
power-operated sliding watertight doors shall be provided with means of
indication which will show at all remote operating positions whether
the doors are open or closed. Remote operating positions shall only be
at the navigation bridge as required by paragraph 7.1.5 and at the
location where hand operation above the bulkhead deck is required by
paragraph
7.1.4.7.1.Each
power-operated sliding watertight
door:
.1.shall
have a vertical or horizontal
motion;
.2.shall, subject to paragraph
10, be normally limited to a maximum clear opening width of 1.2 m. The
Administration may permit larger doors only to the extent considered
necessary for the effective operation of the ship provided that other
safety measures, including the following, are taken into
consideration:
.1.special
consideration shall be given to the strength of the door and its
closing appliances in order to prevent leakages;
and
.2.the door shall be located
inboard the damage zone B/5;
.3.shall
be fitted with the necessary equipment to open and close the door using
electric power, hydraulic power, or any other form of power that is
acceptable to the
Administration;
.4.shall be provided
with an individual hand-operated mechanism. It shall be possible to
open and close the door by hand at the door itself from either side,
and in addition, close the door from an accessible position above the
bulkhead deck with an all round crank motion or some other movement
providing the same degree of safety acceptable to the
Administration.Direction of rotation or other movement is to
be clearly indicated at all operating positions. The time necessary for
the complete closure of the door, when operating by hand gear, shall
not exceed 90 s with the ship in the upright
position;
.5.shall be provided with
controls for opening and closing the door by power from both sides of
the door and also for closing the door by power from the central
operating console at the navigation
bridge;
.6.shall be provided with an
audible alarm, distinct from any other alarm in the area, which will
sound whenever the door is closed remotely by power and which shall
sound for at least 5 s but no more than 10 s before the door begins to
move and shall continue sounding until the door is completely closed.
In the case of remote hand operation it is sufficient for the audible
alarm to sound only when the door is moving. Additionally, in passenger
areas and areas of high ambient noise the Administration may require
the audible alarm to be supplemented by an intermittent visual signal
at the door; and
.7.shall have an
approximately uniform rate of closure under power. The closure time,
from the time the door begins to move to the time it reaches the
completely closed position shall in no case be less than 20 s or more
than 40 s with the ship in the upright
position.7.2.The
electrical power required for power-operated sliding watertight doors
shall be supplied from the emergency switchboard either directly or by
a dedicated distribution board situated above the bulkhead deck. The
associated control, indication and alarm circuits shall be supplied
from the emergency switchboard either directly or by a dedicated
distribution board situated above the bulkhead deck and be capable of
being automatically supplied by the transitional source of emergency
electrical power required by regulation 42.3.1.3 in the event of
failure of either the main or emergency source of electrical
power.7.3.Power-operated
sliding watertight doors shall have
either:
.1.a
centralized hydraulic system with two independent power sources each
consisting of a motor and pump capable of simultaneously closing all
doors. In addition, there shall be for the whole installation hydraulic
accumulators of sufficient capacity to operate all the doors at least
three times, i.e. closed-open-closed, against an adverse list of
15??. This operating cycle shall be capable of being carried out
when the accumulator is at the pump cut-in pressure. The fluid used
shall be chosen considering the temperatures liable to be encountered
by the installation during its service. The power operating system
shall be designed to minimize the possibility of having a single
failure in the hydraulic piping adversely affect the operation of more
than one door. The hydraulic system shall be provided with a low-level
alarm for hydraulic fluid reservoirs serving the power-operated system
and a low gas pressure alarm or other effective means of monitoring
loss of stored energy in hydraulic accumulators.These alarms
are to be audible and visual and shall be situated on the central
operating console at the navigation bridge;
or
.2.an independent hydraulic system
for each door with each power source consisting of a motor and pump
capable of opening and closing the door.In addition, there
shall be a hydraulic accumulator of sufficient capacity to operate the
door at least three times, i.e. closed-open-closed, against an adverse
list of 15??. This operating cycle shall be capable of being
carried out when the accumulator is at the pump cut-in pressure. The
fluid used shall be chosen considering the temperatures liable to be
encountered by the installation during its service. A low gas pressure
group alarm or other effective means of monitoring loss of stored
energy in hydraulic accumulators shall be provided at the central
operating console on the navigation bridge. Loss of stored energy
indication at each local operating position shall also be provided;
or
.3.an independent electrical system
and motor for each door with each power source consisting of a motor
capable of opening and closing the door. The power source shall be
capable of being automatically supplied by the transitional source of
emergency electrical power as required by regulation 42.4.2 ??? in
the event of failure of either the main or emergency source of
electrical power and with sufficient capacity to operate the door at
least three times, i.e. closed-open-closed, against an adverse list of
15??.For the systems specified in paragraphs 7.3.1, 7.3.2
and 7.3.3, provision should be made as follows: Power systems for
power-operated watertight sliding doors shall be separate from any
other power system. A single failure in the electric or hydraulic
power-operated systems excluding the hydraulic actuator shall not
prevent the hand operation of any
door.7.4.Control
handles shall be provided at each side of the bulkhead at a minimum
height of 1.6 m above the floor and shall be so arranged as to enable
persons passing through the doorway to hold both handles in the open
position without being able to set the power closing mechanism in
operation accidentally. The direction of movement of the handles in
opening and closing the door shall be in the direction of door movement
and shall be clearly
indicated.7.5.As
far as practicable, electrical equipment and components for watertight
doors shall be situated above the bulkhead deck and outside hazardous
areas and
spaces.7.6.The
enclosures of electrical components necessarily situated below the
bulkhead deck shall provide suitable protection against the ingress of
water.7)Refer
to the following publication IEC
529(1976):.1.electrical
motors, associated circuits and control components; protected to IPX 7
standard;.2.door
position indicators and associated circuit components; protected to IPX
8 standard;
and.3.door
movement warning signals; protected to IPX 6
standard.Other arrangements
for the enclosures of electrical components may be fitted provided the
Administration is satisfied that an equivalent protection is achieved.
The water pressure IPX 8 shall be based on the pressure that may occur
at the location of the component during flooding for a period of 36
h.7.7.Electric
power, control, indication and alarm circuits shall be protected
against fault in such a way that a failure in one door circuit will not
cause a failure in any other door circuit. Short circuits or other
faults in the alarm or indicator circuits of a door shall not result in
a loss of power operation of that door. Arrangements shall be such that
leakage of water into the electrical equipment located below the
bulkhead deck will not cause the door to
open.7.8.A single
electrical failure in the power operating or control system of a
power-operated sliding watertight door shall not result in a closed
door opening.Availability of the power supply should be
continuously monitored at a point in the electrical circuit as near as
practicable to each of the motors required by paragraph
7.3.Loss of any such power supply should activate an audible
and visual alarm at the central operating console at the navigation
bridge.8.1.The
central operating console at the navigation bridge shall have a
???master mode??? switch with two modes of control: a
???local control??? mode which shall allow any door to be
locally opened and locally closed after use without automatic closure,
and a ???doors closed??? mode which shall automatically close
any door that is open. The ???doors closed??? mode shall
automatically close any door that is open. The ???doors
closed??? mode shall permit doors to be opened locally and shall
automatically re-close the doors upon release of the local control
mechanism. The ???master mode??? switch shall normally be in
the ???local control??? mode. The ???doors
closed??? mode shall only be used in an emergency or for testing
purposes. Special consideration shall be given to the reliability of
the ???master mode???
switch.8.2.The
central operating console at the navigation bridge shall be provided
with a diagram showing the location of each door, with visual
indicators to show whether each door is open or closed. A red light
shall indicate a door is fully open and a green light shall indicate a
door is fully closed. When the door is closed remotely the red light
shall indicate the intermediate position by flashing. The indicating
circuit shall be independent of the control circuit for each
door.8.3.It shall
not be possible to remotely open any door from the central operating
console.9.1.If
the Administration is satisfied that such doors are essential,
watertight doors of satisfactory construction may be fitted in
watertight bulkheads dividing cargo between deck spaces. Such doors may
be hinged, rolling or sliding doors but shall not be remotely
controlled. They shall be fitted at the highest level and as far from
the shell plating as practicable, but in no case shall the outboard
vertical edges be situated at a distance from the shell plating which
is less than one fifth of the breadth of the ship, as defined in
regulation 2, such distance being measured at right angles to the
centreline at the level of the deepest subdivision
draught.9.2.Should
any such doors be accessible during the voyage, they shall be fitted
with a device which prevents unauthorized opening. When it is proposed
to fit such doors, the number and arrangements shall receive the
special consideration of the
Administration.10.Portable
plates on bulkheads shall not be permitted except in machinery
spaces.The Administration may permit not more than one
power-operated sliding watertight door in each watertight bulkhead
larger than those specified in paragraph 7.1.2 to be substituted for
these portable plates, provided these doors are intended to remain
closed during navigation except in case of urgent necessity at the
discretion of the master. These doors need not meet the requirements of
paragraph 7.1.4 regarding complete closure by hand-operated gear in 90
s.11.1.Where
trunkways or tunnels for access from crew accommodation to the
stokehold, for piping, or for any other purpose are carried through
watertight bulkheads, they shall be watertight and in accordance with
the requirements of regulation 16-1. The access to at least one end of
each such tunnel or trunkway, if used as a passage at sea, shall be
through a trunk extending watertight to a height sufficient to permit
access above the bulkhead deck. The access to the other end of the
trunkway or tunnel may be through a watertight door of the type
required by its location in the ship. Such trunkways or tunnels shall
not extend through the first subdivision bulkhead abaft the collision
bulkhead.11.2.Where
it is proposed to fit tunnels piercing watertight bulkheads, these
shall receive the special consideration of the
Administration.11.3.Where
trunkways in connection with refrigerated cargo and ventilation or
forced draught trunks are carried through more than one watertight
bulkhead, the means of closure at such openings shall be operated by
power and be capable of being closed from a central position situated
above the bulkhead
deck.13-1Openings
in watertight bulkheads and internal decks in cargo
ships1.The
number of openings in watertight subdivisions is to be kept to a
minimum compatible with the design and proper working of the ship.
Where penetrations of watertight bulkheads and internal decks are
necessary for access, piping, ventilation, electrical cables, etc.,
arrangements are to be made to maintain the watertight
integrity.The Administration may permit relaxation in the
watertightness of openings above the freeboard deck, provided that it
is demonstrated that any progressive flooding can be easily controlled
and that the safety of the ship is not
impaired.2.Doors
provided to ensure the watertight integrity of internal openings which
are used while at sea are to be sliding watertight doors capable of
being remotely closed from the bridge and are also to be operable
locally from each side of the bulkhead. Indicators are to be provided
at the control position showing whether the doors are open or closed,
and an audible alarm is to be provided at the door closure. The power,
control and indicators are to be operable in the event of main power
failure. Particular attention is to be paid to minimizing the effect of
control system failure. Each power-operated sliding watertight door
shall be provided with an individual hand-operated mechanism. It shall
be possible to open and close the door by hand at the door itself from
both
sides.3.Access
doors and access hatch covers normally closed at sea, intended to
ensure the watertight integrity of internal openings, shall be provided
with means of indication locally and on the bridge showing whether
these doors or hatch covers are open or closed.A notice is to
be affixed to each such door or hatch cover to the effect that it is
not to be left
open.4.Watertight
doors or ramps of satisfactory construction may be fitted to internally
subdivide large cargo spaces, provided that the Administration is
satisfied that such doors or ramps are essential. These doors or ramps
may be hinged, rolling or sliding doors or ramps, but shall not be
remotely
controlled.8)Refer
to Interpretations of regulations of part B-1 of SOLAS chapter II-1
(MSC/Circ.651).
Should any of the doors or ramps be accessible during the voyage, they
shall be fitted with a device which prevents unauthorized
opening.5.Other
closing appliances which are kept permanently closed at sea to ensure
the watertight integrity of internal openings shall be provided with a
notice which is to be affixed to each such closing appliance to the
effect that it is to be kept closed. Manholes fitted with closely
bolted covers need not be so
marked.14Passenger
ships carrying goods vehicles and accompanying
personnel1.This
regulation applies to passenger ships designed or adapted for the
carriage of goods vehicles and accompanying
personnel.2.If in
such a ship the total number of passengers which include personnel
accompanying vehicles does not exceed 12 +
Ad
/25, where
Ad
= total deck area (square
metres) of spaces available for the stowage of goods vehicles and where
the clear height at the stowage position and at the entrance to such
spaces is not less than 4 m, the provisions of regulations 13.9.1 and
13.9.2 in respect of watertight doors apply except that the doors may
be fitted at any level in watertight bulkheads dividing cargo
spaces.Additionally, indicators are required on the navigation
bridge to show automatically when each door is closed and all door
fastenings are
secured.3.The
ship may not be certified for a higher number of passengers than
assumed in paragraph 2, if a watertight door has been fitted in
accordance with this
regulation.15Openings
in the shell plating below the bulkhead deck of passenger ships and the
freeboard deck of cargo
ships1.The
number of openings in the shell plating shall be reduced to the minimum
compatible with the design and proper working of the
ship.2.The
arrangement and efficiency of the means for closing any opening in the
shell plating shall be consistent with its intended purpose and the
position in which it is fitted and generally to the satisfaction of the
Administration.3.1.Subject
to the requirements of the International Convention on Load Lines in
force, no sidescuttle shall be fitted in such a position that its sill
is below a line drawn parallel to the bulkhead deck at side and having
its lowest point 2.5% of the breadth of the ship above the deepest
subdivision draught, or 500 mm, whichever is the
greater.3.2.All
sidescuttles the sills of which are below the bulkhead deck of
passenger ships and the freeboard deck of cargo ships, as permitted by
paragraph 3.1, shall be of such construction as will effectively
prevent any person opening them without the consent of the master of
the
ship.4.Efficient
hinged inside deadlights so arranged that they can be easily and
effectively closed and secured watertight, shall be fitted to all
sidescuttles except that abaft one eighth of the ship???s length
from the forward perpendicular and above a line drawn parallel to the
bulkhead deck at side and having its lowest point at a height of 3.7 m
plus 2.5% of the breadth of the ship above the deepest subdivision
draught, the deadlights may be portable in passenger accommodation
other than that for steerage passengers, unless the deadlights are
required by the International Convention on Load Lines in force to be
permanently attached in their proper positions. Such portable
deadlights shall be stowed adjacent to the sidescuttles they
serve.5.1.No
sidescuttles shall be fitted in any spaces which are appropriated
exclusively to the carriage of cargo or
coal.5.2.Sidescuttles
may, however, be fitted in spaces appropriated alternatively to the
carriage of cargo or passengers, but they shall be of such construction
as will effectively prevent any person opening them or their deadlights
without the consent of the
master.6.Automatic
ventilating sidescuttles shall not be fitted in the shell plating below
the bulkhead deck of passenger ships and the freeboard deck of cargo
ships without the special sanction of the
Administration.7.The
number of scuppers, sanitary discharges and other similar openings in
the shell plating shall be reduced to the minimum either by making each
discharge serve for as many as possible of the sanitary and other
pipes, or in any other satisfactory
manner.8.1.All
inlets and discharges in the shell plating shall be fitted with
efficient and accessible arrangements for preventing the accidental
admission of water into the
ship.
8.2.1.Subject
to the requirements of the International Convention on Load Lines in
force, and except as provided in paragraph 8.3, each separate discharge
led through the shell plating from spaces below the bulkhead deck of
passenger ships and the freeboard deck of cargo ships shall be provided
with either one automatic non-return valve fitted with a positive means
of closing it from above the bulkhead deck or with two automatic
non-return valves without positive means of closing, provided that the
inboard valve is situated above the deepest subdivision draught and is
always accessible for examination under service conditions. Where a
valve with positive means of closing is fitted, the operating position
above the bulkhead deck shall always be readily accessible and means
shall be provided for indicating whether the valve is open or
closed.
8.2.2.The
requirements of the International Convention on Load Lines in force
shall apply to discharges led through the shell plating from spaces
above the bulkhead deck of passenger ships and the freeboard deck of
cargo
ships.8.3.Machinery
space, main and auxiliary sea inlets and discharges in connection with
the operation of machinery shall be fitted with readily accessible
valves between the pipes and the shell plating or between the pipes and
fabricated boxes attached to the shell plating. In manned machinery
spaces the valves may be controlled locally and shall be provided with
indicators showing whether they are open or
closed.8.4.Moving
parts penetrating the shell plating below the deepest subdivision
draught shall be fitted with a watertight sealing arrangement
acceptable to the Administration. The inboard gland shall be located
within a watertight space of such volume that, if flooded, the bulkhead
deck will not be submerged. The Administration may require that if such
compartment is flooded, essential or emergency power and lighting,
internal communication, signals or other emergency devices must remain
available in other parts of the
ship.8.5.All
shell fittings and valves required by this regulation shall be of
steel, bronze or other approved ductile material. Valves of ordinary
cast iron or similar material are not acceptable. All pipes to which
this regulation refers shall be of steel or other equivalent material
to the satisfaction of the
Administration.9.Gangway,
cargo and fuelling ports fitted below the bulkhead deck of passenger
ships and the freeboard deck of cargo ships shall be watertight and in
no case be so fitted as to have their lowest point below the deepest
subdivision
draught.10.1.The
inboard opening of each ash-chute, rubbish-chute, etc., shall be fitted
with an efficient
cover.10.2.If the
inboard opening is situated below the bulkhead deck of passenger ships
and the freeboard deck of cargo ships, the cover shall be watertight
and, in addition, an automatic non-return valve shall be fitted in the
chute in an easily accessible position above the deepest subdivision
draught.15-1External
openings in cargo
ships1.All
external openings leading to compartments assumed intact in the damage
analysis, which are below the final damage waterline, are required to
be
watertight.2.External
openings required to be watertight in accordance with paragraph 1
shall, except for cargo hatch covers, be fitted with indicators on the
bridge.3.Openings
in the shell plating below the deck limiting the vertical extent of
damage shall be fitted with a device that prevents unauthorized opening
if they are accessible during the
voyage.4.Other
closing appliances which are kept permanently closed at sea to ensure
the watertight integrity of external openings shall be provided with a
notice affixed to each appliance to the effect that it is to be kept
closed. Manholes fitted with closely bolted covers need not be so
marked.16Construction
and initial tests of watertight doors, sidescuttles,
etc.1.In all
ships:
.1.the
design, materials and construction of all watertight doors,
sidescuttles, gangway and cargo ports, valves, pipes, ash-chutes and
rubbish-chutes referred to in these regulations shall be to the
satisfaction of the
Administration;
.2.such valves, doors
and mechanisms shall be suitably marked to ensure that they may be
properly used to provide maximum safety;
and
.3.the frames of vertical
watertight doors shall have no groove at the bottom in which dirt might
lodge and prevent the door closing
properly.2.In
passenger ships and cargo ships watertight doors shall be tested by
water pressure to a head of water they might sustain in a final or
intermediate stage of flooding.Where testing of individual
doors is not carried out because of possible damage to insulation or
outfitting items, testing of individual doors may be replaced by a
prototype pressure test of each type and size of door with a test
pressure corresponding at least to the head required for the intended
location. The prototype test shall be carried out before the door is
fitted. The installation method and procedure for fitting the door on
board shall correspond to that of the prototype test. When fitted on
board, each door shall be checked for proper seating between the
bulkhead, the frame and the
door.16-1Construction
and initial tests of watertight decks, trunks,
etc.1.Watertight
decks, trunks, tunnels, duct keels and ventilators shall be of the same
strength as watertight bulkheads at corresponding levels. The means
used for making them watertight, and the arrangements adopted for
closing openings in them, shall be to the satisfaction of the
Administration. Watertight ventilators and trunks shall be carried at
least up to the bulkhead deck in passenger ships and up to the
freeboard deck in cargo
ships.2.Where a
ventilation trunk passing through a structure penetrates the bulkhead
deck, the trunk shall be capable of withstanding the water pressure
that may be present within the trunk, after having taken into account
the maximum heel angle allowable during intermediate stages of
flooding, in accordance with regulation
7-2.3.Where all
or part of the penetration of the bulkhead deck is on the main ro-ro
deck, the trunk shall be capable of withstanding impact pressure due to
internal water motions (sloshing) of water trapped on the ro-ro
deck.4.After
completion, a hose or flooding test shall be applied to watertight
decks and a hose test to watertight trunks, tunnels and
ventilators.17Internal
watertight integrity of passenger ships above the bulkhead
deck1.The
Administration may require that all reasonable and practicable measures
shall be taken to limit the entry and spread of water above the
bulkhead deck. Such measures may include partial bulkheads or webs.
When partial watertight bulkheads and webs are fitted on the bulkhead
deck, above or in the immediate vicinity of watertight bulkheads, they
shall have watertight shell and bulkhead deck connections so as to
restrict the flow of water along the deck when the ship is in a heeled
damaged condition. Where the partial watertight bulkhead does not line
up with the bulkhead below, the bulkhead deck between shall be made
effectively watertight. Where openings, pipes, scuppers, electric
cables etc. are carried through the partial watertight bulkheads or
decks within the immersed part of the bulkhead deck, arrangements shall
be made to ensure the watertight integrity of the structure above the
bulkhead
deck.9)Refer
to the Guidance notes on the integrity of flooding boundaries above the
bulkhead deck of passenger ships for proper application of regulations
II-1/8 and 20, paragraph 1, of SOLAS 1974, as amended (MSC/Circ.541, as
may be amended).2.All openings in
the exposed weather deck shall have coamings of ample height and
strength and shall be provided with efficient means for expeditiously
closing them weathertight. Freeing ports, open rails and scuppers shall
be fitted as necessary for rapidly clearing the weather deck of water
under all weather
conditions.3.The
open end of air pipes terminating within a superstructure shall be at
least 1 m above the waterline when the ship heels to an angle of
15??, or the maximum angle of heel during intermediate stages of
flooding, as determined by direct calculation, whichever is the
greater. Alternatively, air pipes from tanks other than oil tanks may
discharge through the side of the superstructure. The provisions of
this paragraph are without prejudice to the provisions of the
International Convention on Load Lines in
force.4.Sidescuttles,
gangway, cargo and fuelling ports and other means for closing openings
in the shell plating above the bulkhead deck shall be of efficient
design and construction and of sufficient strength having regard to the
spaces in which they are fitted and their positions relative to the
deepest subdivision
draught.10)Refer
to the Recommendation on strength and security and locking arrangements
of shell doors on ro-ro passenger ships, adopted by the Organization by
resolution A.793(19).5.Efficient inside
deadlights, so arranged that they can be easily and effectively closed
and secured watertight, shall be provided for all sidescuttles to
spaces below the first deck above the bulkhead
deck.17-1Integrity
of the hull and superstructure, damage prevention and control on ro-ro
passenger ships
1.1.Subject to
the provisions of paragraphs 1.2 and 1.3, all accesses that lead to
spaces below the bulkhead deck shall have a lowest point which is not
less than 2.5 m above the bulkhead
deck.1.2.Where
vehicle ramps are installed to give access to spaces below the bulkhead
deck, their openings shall be able to be closed weathertight to prevent
ingress of water below, alarmed and indicated to the navigation
bridge.1.3.The
Administration may permit the fitting of particular accesses to spaces
below the bulkhead deck provided they are necessary for the essential
working of the ship, e.g. the movement of machinery and stores, subject
to such accesses being made watertight, alarmed and indicated on the
navigation
bridge.2.Indicators
shall be provided on the navigation bridge for all shell doors, loading
doors and other closing appliances which, if left open or not properly
secured, could, in the opinion of the Administration, lead to flooding
of a special category space or ro-ro space. The indicator system shall
be designed on the fail-safe principle and shall show by visual alarms
if the door is not fully closed or if any of the securing arrangements
are not in place and fully locked and by audible alarms if such door or
closing appliances become open or the securing arrangements become
unsecured. The indicator panel on the navigation bridge shall be
equipped with a mode selection function ???harbour/sea
voyage??? so arranged that an audible alarm is given on the
navigation bridge if the ship leaves harbour with the bow doors, inner
doors, stern ramp or any other side shell doors not closed or any
closing device not in the correct position. The power supply for the
indicator system shall be independent of the power supply for operating
and securing the
doors.3.Television
surveillance and a water leakage detection system shall be arranged to
provide an indication to the navigation bridge and to the engine
control station of any leakage through inner and outer bow doors, stern
doors or any other shell doors which could lead to flooding of special
category spaces or ro-ro
spaces.B-3SUBDIVISION
LOAD LINE ASSIGNMENT FOR PASSENGER
SHIPS18Assigning,
marking and recording of subdivision load lines for passenger
ships1.In
order that the required degree of subdivision shall be maintained, a
load line corresponding to the approved subdivision draught shall be
assigned and marked on the ship???s sides. A ship intended for
alternating modes of operation may, if the owners desire, have one or
more additional load lines assigned and marked to correspond with the
subdivision draughts which the Administration may approve for the
alternative service configurations. Each service configuration so
approved shall comply with part B-1 of this chapter independently of
the results obtained for other modes of
operation.2.The
subdivision load lines assigned and marked shall be recorded in the
Passenger Ship Safety Certificate, and shall be distinguished by the
notation P1 for the principal passenger service configuration, and P2,
P3, etc., for the alternative configurations. The principal passenger
configuration shall be taken as the mode of operation in which the
required subdivision index R will have the highest
value.3.The
freeboard corresponding to each of these load lines shall be measured
at the same position and from the same deck line as the freeboards
determined in accordance with the International Convention on Load
Lines in
force.4.The
freeboard corresponding to each approved subdivision load line and the
service configuration, for which it is approved, shall be clearly
indicated on the Passenger Ship Safety
Certificate.5.In
no case shall any subdivision load line mark be placed above the
deepest load line in salt water as determined by the strength of the
ship or the International Convention on Load Lines in
force.6.Whatever
may be the position of the subdivision load line marks, a ship shall in
no case be loaded so as to submerge the load line mark appropriate to
the season and locality as determined in accordance with the
International Convention on Load Lines in
force.7.A ship
shall in no case be so loaded that when it is in salt water the
subdivision load line mark appropriate to the particular voyage and
service configuration is
submerged.B-4STABILITY
MANAGEMENT19Damage
control
information1.There
shall be permanently exhibited, or readily available on the navigation
bridge, for the guidance of the officer in charge of the ship, plans
showing clearly for each deck and hold the boundaries of the watertight
compartments, the openings therein with the means of closure and
position of any controls thereof, and the arrangements for the
correction of any list due to flooding. In addition, booklets
containing the aforementioned information shall be made available to
the officers of the
ship.11)Refer
to the Guidelines for damage control plans
(MSC/Circ.919).2.Watertight doors
in passenger ships permitted to remain open during navigation shall be
clearly indicated in the ship???s stability
information.3.General
precautions to be included shall consist of a listing of equipment,
conditions, and operational procedures, considered by the
Administration to be necessary to maintain watertight integrity under
normal ship
operations.4.Specific
precautions to be included shall consist of a listing of elements (i.e.
closures, security of cargo, sounding of alarms, etc.) considered by
the Administration to be vital to the survival of the ship, passengers
and crew.5.In
case of ships to which damage stability requirements of part B-1 apply,
damage stability information shall provide the master a simple and
easily understandable way of assessing the ship???s survivability
in all damage cases involving a compartment or group of
compartments.12)Refer
to the guidelines to be developed by the
Organization.20Loading
of passenger
ships1.On
completion of loading of the ship and prior to its departure, the
master shall determine the ship???s trim and stability and also
ascertain and record that the ship is in compliance with stability
criteria in relevant regulations. The determination of the
ship???s stability shall always be made by calculation. The
Administration may accept the use of an electronic loading and
stability computer or equivalent means for this
purpose.2.Water
ballast should not in general be carried in tanks intended for oil
fuel. In ships in which it is not practicable to avoid putting water in
oil fuel tanks, oily-water separating equipment to the satisfaction of
the Administration shall be fitted, or other alternative means, such as
discharge to shore facilities, acceptable to the Administration shall
be provided for disposing of the oily-water
ballast.3.The
provisions of this regulation are without prejudice to the provisions
of the International Convention for the Prevention of Pollution from
Ships in
force.21Periodical
operation and inspection of watertight doors, etc., in passenger
ships1.Drills
for the operating of watertight doors, sidescuttles, valves and closing
mechanisms of scuppers, ash-chutes and rubbish-chutes shall take place
weekly. In ships in which the voyage exceeds one week in duration a
complete drill shall be held before leaving port, and others thereafter
at least once a week during the
voyage.2.All
watertight doors, both hinged and power operated, in watertight
bulkheads, in use at sea, shall be operated
daily.3.The
watertight doors and all mechanisms and indicators connected therewith,
all valves, the closing of which is necessary to make a compartment
watertight, and all valves the operation of which is necessary for
damage control cross connections shall be periodically inspected at sea
at least once a
week.4.A record
of all drills and inspections required by this regulation shall be
entered in the log-book with an explicit record of any defects which
may be
disclosed.22Prevention
and control of water ingress,
etc.1.All
watertight doors shall be kept closed during navigation except that
they may be opened during navigation as specified in paragraphs 3 and
4. Watertight doors of a width of more than 1.2 m in machinery spaces
as permitted by regulation 13.10 may only be opened in the
circumstances detailed in that regulation. Any door which is opened in
accordance with this paragraph shall be ready to be immediately
closed.2.Watertight
doors located below the bulkhead deck having a maximum clear opening
width of more than 1.2 m shall be kept closed when the ship is at sea,
except for limited periods when absolutely necessary as determined by
the
Administration.3.A
watertight door may be opened during navigation to permit the passage
of passengers or crew, or when work in the immediate vicinity of the
door necessitates it being opened. The door must be immediately closed
when transit through the door is complete or when the task which
necessitated it being open is
finished.4.Certain
watertight doors may be permitted to remain open during navigation only
if considered absolutely necessary; that is, being open is determined
essential to the safe and effective operation of the ship???s
machinery or to permit passengers normally unrestricted access
throughout the passenger area. Such determination shall be made by the
Administration only after careful consideration of the impact on ship
operations and survivability. A watertight door permitted to remain
thus open shall be clearly indicated in the ship???s stability
information and shall always be ready to be immediately
closed.5.Portable
plates on bulkheads shall always be in place before the ship leaves
port, and shall not be removed during navigation except in case of
urgent necessity at the discretion of the master. The necessary
precautions shall be taken in replacing them to ensure that the joints
are watertight. Power-operated sliding watertight doors permitted in
machinery spaces in accordance with regulation 13.10 shall be closed
before the ship leaves port and shall remain closed during navigation
except in case of urgent necessity at the discretion of the
master.6.Watertight
doors fitted in watertight bulkheads dividing cargo between deck spaces
in accordance with regulation 13.9.1 shall be closed before the voyage
commences and shall be kept closed during navigation; the time of
opening such doors in port and of closing them before the ship leaves
port shall be entered in the
log-book.7.Gangway,
cargo and fuelling ports fitted below the bulkhead deck shall be
effectively closed and secured watertight before the ship leaves port,
and shall be kept closed during
navigation.8.The
following doors, located above the bulkhead deck, shall be closed and
locked before the ship proceeds on any voyage and shall remain closed
and locked until the ship is at its next
berth:
.1.cargo
loading doors in the shell or the boundaries of enclosed
superstructures;
.2.bow visors fitted
in positions as indicated in paragraph
8.1;
.3.cargo loading doors in the
collision bulkhead; and
.4.ramps
forming an alternative closure to those defined in paragraphs 8.1 to
8.3
inclusive.9.Provided
that where a door cannot be opened or closed while the ship is at the
berth such a door may be opened or left open while the ship approaches
or draws away from the berth, but only so far as may be necessary to
enable the door to be immediately operated. In any case, the inner bow
door must be kept
closed.10.Notwithstanding
the requirements of paragraphs 8.1 and 8.4, the Administration may
authorize that particular doors can be opened at the discretion of the
master, if necessary for the operation of the ship or the embarking and
disembarking of passengers when the ship is at safe anchorage and
provided that the safety of the ship is not
impaired.11.The
master shall ensure that an effective system of supervision and
reporting of the closing and opening of the doors referred to in
paragraph 8 is
implemented.12.The
master shall ensure, before the ship proceeds on any voyage, that an
entry in the log-book is made of the time of the last closing of the
doors specified in paragraph 13 and the time of any opening of
particular doors in accordance with paragraph
14.13.Hinged
doors, portable plates, sidescuttles, gangway, cargo and bunkering
ports and other openings, which are required by these regulations to be
kept closed during navigation, shall be closed before the ship leaves
port. The time of closing and the time of opening (if permissible under
these regulations) shall be recorded in such log-book as may be
prescribed by the
Administration.14.Where
in a between-decks, the sills of any of the sidescuttles referred to in
regulation 15.3.2 are below a line drawn parallel to the bulkhead deck
at side and having its lowest point 1.4 m plus 2.5% of the breadth of
the ship above the water when the ship departs from any port, all the
sidescuttles in that between-decks shall be closed watertight and
locked before the ship leaves port, and they shall not be opened before
the ship arrives at the next port. In the application of this paragraph
the appropriate allowance for fresh water may be made when
applicable.
.1.The
time of opening such sidescuttles in port and of closing and locking
them before the ship leaves port shall be entered in such log-book as
may be prescribed by the
Administration.
.2.For any ship that
has one or more sidescuttles so placed that the requirements of
paragraph 14 would apply when it was floating at its deepest
subdivision draught, the Administration may indicate the limiting mean
draught at which these sidescuttles will have their sills above the
line drawn parallel to the bulkhead deck at side, and having its lowest
point 1.4 m plus 2.5% of the breadth of the ship above the waterline
corresponding to the limiting mean draught, and at which it will
therefore be permissible to depart from port without previously closing
and locking them and to open them at sea on the responsibility of the
master during the voyage to the next port. In tropical zones as defined
in the International Convention on Load Lines in force, this limiting
draught may be increased by 0.3
m.15.Sidescuttles
and their deadlights which will not be accessible during navigation
shall be closed and secured before the ship leaves
port.16.If cargo
is carried in spaces referred to in regulation 15.5.2, the sidescuttles
and their deadlights shall be closed watertight and locked before the
cargo is shipped and such closing and locking shall be recorded in such
log-book as may be prescribed by the
Administration.17.When
a rubbish-chute, etc., is not in use, both the cover and the valve
required by regulation 15.10.2 shall be kept closed and
secured.22-113)Refer
to the guidelines to be developed by the
Organization.Flooding detection systems for passenger
ships carrying 36 or more persons constructed on or after 1 July
2010A flooding detection system for watertight spaces
below the bulkhead deck shall be provided based on the guidelines
developed by the
Organization.23Special
requirements for ro-ro passenger
ships1.Special
category spaces and ro-ro spaces shall be continuously patrolled or
monitored by effective means, such as television surveillance, so that
any movement of vehicles in adverse weather conditions and unauthorized
access by passengers thereto can be detected whilst the ship is
underway.2.Documented
operating procedures for closing and securing all shell doors, loading
doors and other closing appliances which, if left open or not properly
secured, could, in the opinion of the Administration, lead to flooding
of a special category space or ro-ro space, shall be kept on board and
posted at an appropriate
place.3.All
accesses from the ro-ro deck and vehicle ramps that lead to spaces
below the bulkhead deck shall be closed before the ship leaves the
berth on any voyage and shall remain closed until the ship is at its
next berth.4.The
master shall ensure that an effective system of supervision and
reporting of the closing and opening of such accesses referred to in
paragraph 3 is
implemented.5.The
master shall ensure, before the ship leaves the berth on any voyage,
that an entry in the log-book, as required by regulation 22.13, is made
of the time of the last closing of the accesses referred to in
paragraph
3.6.Notwithstanding
the requirements of paragraph 3, the Administration may permit some
accesses to be opened during the voyage, but only for a period
sufficient to permit through passage and, if required, for the
essential working of the
ship.7.All
transverse or longitudinal bulkheads which are taken into account as
effective to confine the seawater accumulated on the ro-ro deck shall
be in place and secured before the ship leaves the berth and remain in
place and secured until the ship is at its next
berth.8.Notwithstanding
the requirements of paragraph 7, the Administration may permit some
accesses within such bulkheads to be opened during the voyage but only
for sufficient time to permit through passage and, if required, for the
essential working of the
ship.9.In all
ro-ro passenger ships, the master or the designated officer shall
ensure that, without the expressed consent of the master or the
designated officer, no passengers are allowed access to an enclosed
ro-ro deck when the ship is under
way.24Prevention
and control of water ingress, etc., in cargo
ships1.Openings
in the shell plating below the deck limiting the vertical extent of
damage shall be kept permanently closed while at
sea.2.Notwithstanding
the requirements of paragraph 3, the Administration may authorize that
particular doors may be opened at the discretion of the master, if
necessary for the operation of the ship and provided that the safety of
the ship is not
impaired.3.Watertight
doors or ramps fitted internally to subdivide large cargo spaces shall
be closed before the voyage commences and shall be kept closed during
navigation; the time of opening such doors in port and of closing them
before the ship leaves port shall be entered in the
log-book.4.The
use of access doors and hatch covers intended to ensure the watertight
integrity of internal openings shall be authorized by the officer of
the
watch.25Water
level detectors on single hold cargo ships other than bulk
carriers1.Single
hold cargo ships other than bulk carriers constructed before 1 January
2007 shall comply with the requirements of this regulation not later
than 31 December
2009.2.Ships
having a length (L) of less than 80 m, or
100 m if constructed before 1 July 1998, and a single cargo hold below
the freeboard deck or cargo holds below the freeboard deck which are
not separated by at least one bulkhead made watertight up to that deck,
shall be fitted in such space or spaces with water level
detectors14)Refer
to the Performance standards for water level detectors on bulk carriers
and single hold cargo ships other than bulk carriers, adopted by the
Maritime Safety Committee by resolution
MSC.188(79).
.3.The water level
detectors required by paragraph 2
shall:
.1.give
an audible and visual alarm at the navigation bridge when the water
level above the inner bottom in the cargo hold reaches a height of not
less than 0.3 m, and another when such level reaches not more than 15%
of the mean depth of the cargo hold;
and
.2.be fitted at the aft end of the
hold, or above its lowest part where the inner bottom is not parallel
to the designed waterline. Where webs or partial watertight bulkheads
are fitted above the inner bottom, Administrations may require the
fitting of additional
detectors.4.The
water level detectors required by paragraph 2 need not be fitted in
ships complying with regulation XII/12, or in ships having watertight
side compartments each side of the cargo hold length extending
vertically at least from inner bottom to freeboard
deck.???3Amendments
to the International Convention for the Safety of Life at Sea, 1974, as
amendedII-1CONSTRUCTION
??? STRUCTURE, SUBDIVISION AND STABILITY, MACHINERY AND ELECTRICAL
INSTALLATIONSDELECTRICAL
INSTALLATIONS41Main
source of electrical power and lighting
systems1.The
following new paragraph 6 is added after the existing paragraph
5:
???6.In
passenger ships, supplementary lighting shall be provided in all cabins
to clearly indicate the exit so that occupants will be able to find
their way to the door. Such lighting, which may be connected to an
emergency source of power or have a self-contained source of electrical
power in each cabin, shall automatically illuminate when power to the
normal cabin lighting is lost and remain on for a minimum of 30
min.???2.The
following new part F is added after the existing regulation
54:FALTERNATIVE
DESIGN AND
ARRANGEMENTS55Alternative
design and
arrangements1.PurposeThe
purpose of this regulation is to provide a methodology for alternative
design and arrangements for machinery and electrical
installations.2.General
2.1.Machinery
and electrical installation design and arrangements may deviate from
the requirements set out in parts C, D and E, provided that the
alternative design and arrangements meet the intent of the requirements
concerned and provide an equivalent level of safety to this
chapter.
2.2.When alternative design or
arrangements deviate from the prescriptive requirements of parts C, D
and E, an engineering analysis, evaluation and approval of the design
and arrangements shall be carried out in accordance with this
regulation.3.Engineering
analysisThe engineering analysis shall be prepared and
submitted to the Administration, based on the guidelines developed by
the
Organization1)Refer
to the Guidelines on alternative design and arrangements for SOLAS
chapters II-1 and III (MSC.1/Circ.1212).
and shall include, as a minimum, the following
elements:
.1.determination
of the ship type, machinery, electrical installations and space(s)
concerned;
.2.identification of the
prescriptive requirement(s) with which the machinery and electrical
installations will not
comply;
.3.identification of the reason
the proposed design will not meet the prescriptive requirements
supported by compliance with other recognized engineering or industry
standards;
.4.determination of the
performance criteria for the ship, machinery, electrical installation
or the space(s) concerned addressed by the relevant prescriptive
requirement(s):
.1.performance
criteria shall provide a level of safety not inferior to the relevant
prescriptive requirements contained in parts C, D and E;
and
.2.performance criteria shall be
quantifiable and
measurable;
.5.detailed
description of the alternative design and arrangements, including a
list of the assumptions used in the design and any proposed operational
restrictions or
conditions;
.6.technical justification
demonstrating that the alternative design and arrangements meet the
safety performance criteria;
and
.7.risk assessment based on
identification of the potential faults and hazards associated with the
proposal.4.Evaluation
of the alternative design and
arrangements
4.1.The
engineering analysis required in paragraph 3 shall be evaluated and
approved by the Administration, taking into account the guidelines
developed by the
Organization.
4.2.A copy
of the documentation, as approved by the Administration, indicating
that the alternative design and arrangements comply with this
regulation, shall be carried on board the
ship.5.Exchange
of informationThe Administration shall communicate to the
Organization pertinent information concerning alternative design and
arrangements approved by them for circulation to all Contracting
Governments.6.Re-evaluation
due to change of conditionsIf the assumptions and operational
restrictions that were stipulated in the alternative design and
arrangements are changed, the engineering analysis shall be carried out
under the changed condition and shall be approved by the
Administration.???II-2CONSTRUCTION
??? FIRE PROTECTION, FIRE DETECTION AND FIRE
EXTINCTION3Definitions3.The
following new paragraphs 51 and 52 are added after the existing
paragraph
50:
???51.Safe
area in the context of a casualty is, from the perspective of
habitability, any area(s) which is not flooded or which is outside the
main vertical zone(s) in which a fire has occurred such that it can
safely accommodate all persons onboard to protect them from hazards to
life or health and provide them with basic
services.
52.Safety
centre is a control station dedicated to the management of
emergency situations. Safety systems??? operation, control and/or
monitoring are an integral part of the safety
centre.???7Detection
and alarm4.The
following new paragraph 2.4 is added after the existing paragraph
2.3:
???2.4.A
fixed fire detection and fire alarm system for passenger ships shall be
capable of remotely and individually identifying each detector and
manually operated call
point.???5.In
paragraphs 5.2 and 5.3.1, the following new text is added at the end of
the paragraphs:???Detectors fitted in cabins, when
activated, shall also be capable of emitting, or cause to be emitted,
an audible alarm within the space where they are
located.???8Control
of smoke spread6.
In paragraph 2, the following new sentence is added at the
end of the paragraph:???The ventilation system serving
safety centres may be derived from the ventilation system serving the
navigation bridge, unless located in an adjacent main vertical
zone.???9Containment
of fire7.In
paragraph 2.2.3.2.2 (7), the words ???Sale shops??? are
deleted.8.In
paragraph 2.2.3.2.2 (8), the words ???Sale shops??? are
added.9.In the
notes for tables 9.3 and 9.4, the following sentence is added at the
end of subscript ???c???:???No fire rating is
required for those partitions separating the navigation bridge and the
safety centre when the latter is within the navigation
bridge.???10.The
following new paragraph 2.2.7 is added after paragraph
2.2.6:
???2.2.7.Protection of
atriums
2.2.7.1.Atriums
shall be within enclosures formed of ???A??? class divisions
having a fire rating determined in accordance with tables 9.2 and 9.4,
as
applicable.
2.2.7.2.Decks
separating spaces within atriums shall have a fire rating determined in
accordance with tables 9.2 and 9.4, as
applicable.???11.The
existing paragraph 7.5.1 is renumbered as paragraph 7.5.1.1 and the
following new paragraph 7.5.1.2 is added
thereafter:
???7.5.1.2.Exhaust
ducts from ranges for cooking equipment installed on open decks shall
conform to paragraph 7.5.1.1, as applicable, when passing through
accommodation spaces or spaces containing combustible
materials.???12.The
following new paragraph 7.6 is added after the existing paragraph
7.5.2.1:
???7.6.Ventilation
systems for main laundries in ships carrying more than 36
passengersExhaust ducts from main laundries shall be
fitted
with:
.1.filters
readily removable for cleaning
purposes;
.2.a fire damper located in
the lower end of the duct which is automatically and remotely
operated;
.3.remote-control
arrangements for shutting off the exhaust fans and supply fans from
within the space and for operating the fire damper mentioned in
paragraph 7.6.2; and
.4.suitably
located hatches for inspection and
cleaning.???10Fire
fighting13.In
the first sentence of paragraph 6.4, between the words
???equipment??? and ???shall???, the words
???installed in enclosed spaces or on open decks??? are
added.13Means
of escape14.In
paragraph 3.2.3, the words ???public spaces??? in the third
sentence are deleted and the following new sentence is added before the
fourth sentence:???Public spaces may also have direct
access to stairway enclosures except for the backstage of a
theatre.???15.The
following new paragraph 3.2.5.3 is added after the existing paragraph
3.2.5.2:
???3.2.5.3.In
lieu of the escape route lighting system required by paragraph 3.2.5.1,
alternative evacuation guidance systems may be accepted if approved by
the Administration based on the guidelines developed by the
Organization2)Refer
to the Functional requirements and performance standards for the
assessment of evacuation guidance systems (MSC/Circ.1167) and the
Interim guidelines for the testing, approval and maintenance of
evacuation guidance systems used as an alternative to low-location
lighting systems (MSC/Circ.1168).
.???16.The
following new regulations 21, 22 and 23 are added after the existing
regulation
20:21Casualty
threshold, safe return to port and safe
areas1.ApplicationPassenger
ships constructed on or after 1 July 2010 having length, as defined in
regulation II-1/2.5, of 120 m or more or having three or more main
vertical zones shall comply with the provisions of this
regulation.2.PurposeThe
purpose of this regulation is to establish design criteria for a
ship???s safe return to port under its own propulsion after a
casualty that does not exceed the casualty threshold stipulated in
paragraph 3 and also provides functional requirements and performance
standards for safe
areas.3.Casualty
thresholdThe casualty threshold, in the context of a fire,
includes:
.1.loss
of space of origin up to the nearest ???A??? class
boundaries, which may be a part of the space of origin, if the space of
origin is protected by a fixed fire extinguishing system;
or
.2.loss of the space of origin and
adjacent spaces up to the nearest ???A??? class boundaries,
which are not part of the space of
origin.4.Safe
return to
port3)Refer
to the Performance standards for the systems and services to remain
operational on passenger ships for safe return to port and orderly
evacuation and abandonment after a casualty
(MSC.1/Circ.1214).When fire damage does not exceed the casualty threshold
indicated in paragraph 3, the ship shall be capable of returning to
port while providing a safe area as defined in regulation 3. To be
deemed capable of returning to port, the following systems shall remain
operational in the remaining part of the ship not affected by
fire:
.1.propulsion;
.2.steering
systems and steering-control
systems;
.3.navigational
systems;
.4.systems for fill, transfer
and service of fuel oil;
.5.internal
communication between the bridge, engineering spaces, safety centre,
fire-fighting and damage control teams, and as required for passenger
and crew notification and
mustering;
.6.external
communication;
.7.fire main
system;
.8.fixed fire-extinguishing
systems;
.9.fire and smoke detection
system;
.10.bilge and ballast
system;
.11.power-operated watertight
and semi-watertight doors;
.12.systems
intended to support ???safe areas??? as indicated in
paragraph 5.1.2;
.13.flooding detection
systems; and
.14.other systems
determined by the Administration to be vital to damage control
efforts.5.Safe
area(s)
5.1.Functional
requirements:
.1.the
safe area(s) shall generally be internal space(s); however, the use of
an external space as a safe area may be allowed by the Administration
taking into account any restriction due to the area of operation and
relevant expected environmental
conditions;
.2.the safe area(s) shall
provide all occupants with the following basic
services
to ensure that the health of passengers
and crew is
maintained:
.1.sanitation;
.2.water;
.3.food;
.4.alternate
space for medical care;
.5.shelter from
the weather;
.6.means of preventing
heat stress and hypothermia;
.7.light;
and
.8.ventilation;
.3.ventilation
design shall reduce the risk that smoke and hot gases could affect the
use of the safe area(s); and
.4.means
of access to life-saving appliances shall be provided from each area
identified or used as a safe area, taking into account that a main
vertical zone may not be available for internal
transit.
5.2.Alternate
space for medical careAlternate space for medical
care shall conform to a standard acceptable to the
Administration.4)Refer
to the Guidance on the establishment of medical and sanitation related
programmes for passenger ships
(MSC/Circ.1129).22Design
criteria for systems to remain operational after a fire
casualty1.ApplicationPassenger
ships constructed on or after 1 July 2010 having length, as defined in
regulation II-1/2.2, of 120 m or more or having three or more main
vertical zones shall comply with the provisions of this
regulation.2.PurposeThe
purpose of this regulation is to provide design criteria for systems
required to remain operational for supporting the orderly evacuation
and abandonment of a ship, if the casualty threshold, as defined in
regulation 21.3, is
exceeded.3.Systems
3.1.In
case any one main vertical zone is unserviceable due to fire, the
following systems shall be so arranged and segregated as to remain
operational:
.1.fire
main;
.2.internal communications (in
support of fire-fighting as required for passenger and crew
notification and evacuation);
.3.means
of external communications;
.4.bilge
systems for removal of fire-fighting
water;
.5.lighting along escape routes,
at assembly stations and at embarkation stations of life-saving
appliances; and
.6.guidance systems for
evacuation shall be
available.
3.2.The above
systems shall be capable of operation for at least 3 h based on the
assumption of no damage outside the unserviceable main vertical zone.
These systems are not required to remain operational within the
unserviceable main vertical
zones.
3.3.Cabling and piping within a
trunk constructed to an ???A-60??? standard shall be deemed
to remain intact and serviceable while passing through the
unserviceable main vertical zone for the purposes of paragraph 3.1. An
equivalent degree of protection for cabling and piping may be approved
by the
Administration.23Safety
centre on passenger
ships1.ApplicationPassenger
ships constructed on or after 1 July 2010 shall have on board a safety
centre complying with the requirements of this
regulation.2.PurposeThe
purpose of this regulation is to provide a space to assist with the
management of emergency
situations.3.Location
and arrangementThe safety centre shall either be a part of the
navigation bridge or be located in a separate space adjacent to and
having direct access to the navigation bridge, so that the management
of emergencies can be performed without distracting watch officers from
their navigational
duties.4.Layout
and ergonomic designThe layout and ergonomic design of the
safety centre shall take into account the guidelines developed by the
Organization5)Refer
to guidelines to be developed by the
Organization.
, as
appropriate.5.CommunicationsMeans
of communication between the safety centre, the central control
station, the navigation bridge, the engine control room, the storage
room(s) for fire extinguishing system(s) and fire equipment lockers
shall be
provided.6.Control
and monitoring of safety systemsNotwithstanding the
requirements set out elsewhere in the Convention, the full
functionality (operation, control, monitoring or any combination
thereof, as required) of the safety systems listed below shall be
available from the safety
centre:
.7.indicators
for shell doors, loading doors and other closing
appliances;
.8.water leakage of
inner/outer bow doors, stern doors and any other shell
door;
.9.television surveillance
system;
.10.fire detection and alarm
system;
.11.fixed fire-fighting local
application
system(s);
.12.sprinkler and
equivalent systems;
.13.water-based
systems for machinery spaces;
.14.alarm
to summon the crew;
.15.atrium smoke
extraction system;
.16.flooding
detection systems; and
.17.fire pumps
and emergency fire
pumps.???IIILIFE-SAVING
APPLIANCES AND
ARRANGEMENTS4Evaluation,
testing and approval of life-saving appliances and
arrangements17.Paragraph
3 is replaced by the
following:
???3.Before
giving approval to novel life-saving appliances or arrangements, the
Administration shall ensure that
such:
.1.appliances
provide safety standards at least equivalent to the requirements of
this chapter and the Code and have been evaluated and tested based on
the guidelines developed by the
Organization
;
or
.2.arrangements have successfully
undergone an engineering analysis, evaluation and approval in
accordance with regulation
38.???18.The
following new part C is added after the existing regulation
37:CALTERNATIVE
DESIGN AND
ARRANGEMENTS38Alternative
design and
arrangements1.PurposeThe
purpose of this regulation is to provide a methodology for alternative
design and arrangements for life-saving appliances and
arrangements.2.General
2.1.Life-saving
appliances and arrangements may deviate from the requirements set out
in part B, provided that the alternative design and arrangements meet
the intent of the requirements concerned and provide an equivalent
level of safety to this
chapter.
2.2.When alternative design or
arrangements deviate from the prescriptive requirements of part B, an
engineering analysis, evaluation and approval of the design and
arrangements shall be carried out in accordance with this
regulation.3.Engineering
analysisThe engineering analysis shall be prepared and
submitted to the Administration, based on the guidelines developed by
the
Organization6)Refer
to the Guidelines on alternative design and arrangements for SOLAS
chapters II-1 and III (MSC.1/Circ.1212).
and shall include, as a minimum, the following
elements:
.1.determination
of the ship type and the life-saving appliance and arrangements
concerned;
.2.identification of the
prescriptive requirement(s) with which the life-saving appliance and
arrangements will not
comply;
.3.identification of the reason
the proposed design will not meet the prescriptive requirements
supported by compliance with other recognized engineering or industry
standards;
.4.determination of the
performance criteria for the ship and the life-saving appliance and
arrangements concerned addressed by the relevant prescriptive
requirement(s):
.4.1.performance
criteria shall provide a level of safety not inferior to the relevant
prescriptive requirements contained in part B;
and
.4.2.performance criteria shall be
quantifiable and
measurable;
.5.detailed
description of the alternative design and arrangements, including a
list of the assumptions used in the design and any proposed operational
restrictions or
conditions;
.6.technical justification
demonstrating that the alternative design and arrangements meet the
safety performance criteria;
and
.7.risk assessment based on
identification of the potential faults and hazards associated with the
proposal.4.Evaluation
of the alternative design and
arrangements
4.1.The
engineering analysis required in paragraph 3 shall be evaluated and
approved by the Administration, taking into account the guidelines
developed by the
Organization.
4.2.A
copy of the documentation, as approved by the Administration,
indicating that the alternative design and arrangements comply with
this regulation, shall be carried on board the
ship.5.Exchange
of informationThe Administration shall communicate to the
Organization pertinent information concerning alternative design and
arrangements approved by them for circulation to all Contracting
Governments.6.Re-evaluation
due to change of conditionsIf the assumptions and operational
restrictions that were stipulated in the alternative design and
arrangements are changed, the engineering analysis shall be carried out
under the changed condition and shall be approved by the
Administration.???Resolutie
MSC.239(83) van 12 oktober
2007Bij
Resolutie MSC.239(83) heeft de Maritieme Veiligheidscommissie van de
Internationale Maritieme Organisatie op 12 oktober 2007 in
overeenstemming met artikel VIII(b)(iv) van het Verdrag wijzigingen
aangenomen. De Engelse
tekst1)De
Chinese, de Franse, de Russische en de Spaanse tekst zijn niet
afgedrukt.Het voor eensluidend gewaarmerkt afschrift
is nog niet ontvangen. In de tekst kunnen derhalve onjuistheden
voorkomen, die in een volgend Tractatenblad zullen worden
gecorrigeerd.
van de Resolutie en de wijzigingen luidt als
volgt:Resolution
MSC.239(83)(adopted on 12 October
2007)Adoption of Amendments to the International
Convention for the Safety of Life at Sea, 1974, as
amendedThe
Maritime Safety Committee,Recalling Article 28(b) of the
Convention on the International Maritime Organization concerning the
functions of the Committee,Recalling further article VIII(b)
of the International Convention for the Safety of Life at Sea (SOLAS),
1974 (hereinafter referred to as ???the Convention???),
concerning the amendment procedure applicable to the Annex to the
Convention, other than to the provisions of chapter I
thereof,Having considered, at its eighty-third session,
amendments to the Convention, proposed and circulated in accordance
with article VIII(b)(i)
thereof,
1.Adopts,
in accordance with article VIII(b)(iv) of the Convention, amendments to
the Convention, the text of which is set out in the Annex to the
present resolution;
2.Determines, in
accordance with article VIII(b)(vi)(2)(bb) of the Convention, that the
said amendments shall be deemed to have been accepted on 1 January
2009, unless, prior to that date, more than one third of the
Contracting Governments to the Convention or Contracting Governments
the combined merchant fleets of which constitute not less than 50% of
the gross tonnage of the world???s merchant fleet, have notified
their objections to the
amendments;
3.Invites SOLAS Contracting
Governments to note that, in accordance with article
VIII(b)(vii)(2) of the Convention, the amendments shall enter into
force on 1 July 2009 upon their acceptance in accordance
with paragraph 2 above;
4.Requests the
Secretary-General, in conformity with article VIII(b)(v) of
the Convention, to transmit certified copies of the present resolution
and the text of the amendments contained in the Annex to all
Contracting Governments to the
Convention;
5.Further requests the
Secretary-General to transmit copies of this resolution and its Annex
to Members of the Organization, which are not Contracting Governments
to the
Convention.Amendments
to the International Convention for the Safety of Life at Sea, 1974, as
amendedIVRADIOCOMMUNICATIONSAGENERAL
1.The
following new regulation 4-1 is added after the existing regulation
4:4-1GMDSS
satellite providersThe Maritime Safety Committee
shall determine the criteria, procedures and arrangements for the
evaluation, recognition, review and oversight of the provision of
mobile satellite communication services in the Global Maritime Distress
and Safety System (GMDSS) pursuant to the provisions of this
chapter.???VICARRIAGE
OF
CARGOES
2.The
following new regulation 5-1 is added after the existing regulation
5:5-1Material
safety data sheetsShips carrying MARPOL Annex I
cargoes, as defined in Appendix I to Annex I of the Protocol of 1978
relating to the International Convention for the Prevention of
Pollution from Ships, 1973, and marine fuel oils shall be provided with
a material safety data sheet prior to the loading of such cargoes based
on the recommendations developed by the
Organization.1)Refer
to the Recommendation for material safety data sheets (MSDS) for MARPOL
Annex I cargoes and marine fuel oils, adopted by the Organization by
resolution MSC.150(77), as may be
amended.
???CertificatesForm
of Safety Certificate for Passenger
Ships
3.In
the table of paragraph 2.1.3 in the section commencing with the words
???THIS IS TO CERTIFY:???, the reference to
???regulation II-1/13??? is replaced by the reference to
???regulation II-1/184???, the words ???C.1,
C.2, C.3??? are replaced by ???P.1, P.2, P.3??? and the
following footnote is added:???4 For ships
constructed before 1 January 2009, the applicable subdivision notation
???C.1, C.2 and C.3??? should be
used.???Form
of Nuclear Passenger Ship Safety
Certificate
4.In
the table of paragraph 2.1.3 in the section commencing with the words
???THIS IS TO CERTIFY:??? of the Form of Nuclear Passenger
Ship Safety Certificate, the reference to ???regulation
II-1/13??? is replaced by ???regulation
II-1/183???, the words ???C.1, C.2, C.3???
are replaced by ???P.1, P.2, P.3??? and the following
footnote is added:???3 For ships constructed
before 1 January 2009, the applicable subdivision notation ???C.1,
C.2 and C.3??? should be
used.???
5.After the existing
paragraph 2.10 in the section commencing with the words ???THIS IS
TO CERTIFY:???, the following new paragraphs 2.11 and 2.12 are
added:
???2.11.the
ship was/was not/1 subjected to an alternative design and
arrangements in pursuance of regulation II-2/17 of the
Convention;
2.12.a Document
of approval of alternative design and arrangements for fire safety
is/is not/1 appended to this
Certificate.1 Delete as
appropriate.???Form
of Nuclear Cargo Ship Safety
Certificate
6.After
the existing paragraph 2.9 in the section commencing with the words
???THIS IS TO CERTIFY:???, the following new paragraphs 2.10
and 2.11 are
added:
???2.10.the
ship was/was not/3 subjected to an alternative design and
arrangements in pursuance of regulation II-2/17 of the
Convention;
2.11.a Document
of approval of alternative design and arrangements for fire safety
is/is not/3 appended to this
Certificate.3 Delete as
appropriate.???C.VERTALINGZie
Trb.??1977,
77,
Trb.??1983,
32 en rubriek J van
Trb.??1983,
173, de rubrieken C en J van
Trb.??1985,
155, rubriek J van
Trb.??1986,
51,
Trb.??1989,
42 en
98,
Trb.??1992,
24 en
173,
Trb.??1994,
19 en
134,
Trb.??1995,
236,
Trb.??1996,
18,
128 en
340,
Trb.??1998,
155,
Trb.??2005,
55 en rubriek C van
Trb.??2006,
72.D.PARLEMENTZie
rubriek D van
Trb.??1979,
128, rubriek J van
Trb.??1983,
173,
Trb.??1985,
155,
Trb.??1989,
42 en
98,
Trb.??1992,
24 en
173,
rubriek D van
Trb.??1994,
19,
Trb.??1995,
236, rubriek J van
Trb.??1996,
18,
128 en
257,
rubriek D van
Trb.??1996,
340, rubriek J van
Trb.??1997,
226, rubriek D en J van
Trb.??1998,
155 en rubriek J van
Trb.??2005,
55.Resolutie
MSC.151(78) van 20 mei 2004De wijzigingen behoefden in
overeenstemming met artikel 7, onderdeel f, van de Rijkswet goedkeuring
en bekendmaking verdragen niet de goedkeuring van de
Staten-Generaal.Resolutie
MSC.152(78) van 20 mei 2004De wijzigingen behoefden in
overeenstemming met artikel 7, onderdeel f, van de Rijkswet goedkeuring
en bekendmaking verdragen niet de goedkeuring van de
Staten-Generaal.Resolutie
MSC.153(78) van 20 mei 2004De wijzigingen behoefden in
overeenstemming met artikel 7, onderdeel f, van de Rijkswet goedkeuring
en bekendmaking verdragen niet de goedkeuring van de
Staten-Generaal.Resolutie
MSC.170(79) van 9 december 2004De wijzigingen behoefden
in overeenstemming met artikel 7, onderdeel f, van de Rijkswet
goedkeuring en bekendmaking verdragen niet de goedkeuring van de
Staten-Generaal.Resolutie
MSC.194(80) van 20 mei 2005De wijzigingen uit
Bijlage 1 bij de Resolutie behoefden in overeenstemming met artikel 7,
onderdeel f, van de Rijkswet goedkeuring en bekendmaking verdragen niet
de goedkeuring van de Staten-Generaal.De wijzigingen uit
Bijlage 2 bij de Resolutie behoeven in overeenstemming met artikel 7,
onderdeel f, van de Rijkswet goedkeuring en bekendmaking verdragen niet
de goedkeuring van de
Staten-Generaal.Resolutie
MSC.201(81) van 18 mei 2006De wijzigingen behoeven in
overeenstemming met artikel 7, onderdeel f, van de Rijkswet goedkeuring
en bekendmaking verdragen niet de goedkeuring van de
Staten-Generaal.Resolutie
MSC.202(81) van 19 mei 2006De wijzigingen behoefden in
overeenstemming met artikel 7, onderdeel f, van de Rijkswet goedkeuring
en bekendmaking verdragen niet de goedkeuring van de
Staten-Generaal.Resolutie
MSC.216(82) van 8 december 2006De wijzigingen
uit Bijlage 1 bij de Resolutie behoefden in overeenstemming met artikel
7, onderdeel f, van de Rijkswet goedkeuring en bekendmaking verdragen
niet de goedkeuring van de Staten-Generaal.De wijzigingen uit
Bijlage 2 en 3 bij de Resolutie behoeven in overeenstemming met artikel
7, onderdeel f, van de Rijkswet goedkeuring en bekendmaking verdragen
niet de goedkeuring van de
Staten-Generaal.Resolutie
MSC.239(83) van 12 oktober 2007De wijzigingen behoeven
in overeenstemming met artikel 7, onderdeel f, van de Rijkswet
goedkeuring en bekendmaking verdragen niet de goedkeuring van de
Staten-Generaal.E.PARTIJGEGEVENSZie
de rubrieken E en F van
Trb.??1976,
157.
PartijOndertekeningRatificatieType*In
werkingOpzeggingBuiten
werkingAlbani??07-06-04T07-09-04Algerije03-11-83T03-02-84Angola03-10-91T03-01-92Antigua
en
Barbuda09-02-87T09-05-87Argentini??12-12-7405-12-79R25-05-80Australi??17-08-83T17-11-83Azerbeidzjan01-07-97T01-10-97Bahama???s16-02-79T25-05-80Bahrein21-10-85T21-01-86Bangladesh06-11-81T06-02-82Barbados01-09-82T01-12-82Belarus01-11-7407-01-94R07-04-94Belgi??17-12-7424-09-79R25-05-80Belize02-04-91T02-07-91Benin01-11-85T01-02-86Bolivia04-06-99T04-09-99Brazili??22-05-80T25-05-80Brunei23-10-86T23-01-87Bulgarije08-11-7402-11-83R02-02-84Cambodja28-11-94T28-02-95Canada08-05-78T25-05-80Chili01-11-7428-03-80R25-05-80China20-06-7507-01-80R25-05-80Colombia31-10-80T31-01-81Comoren,
de22-11-00T22-02-01Congo,
Democratische
Republiek17-12-04T17-03-05Congo,
Republiek01-11-7410-09-85R10-12-85Cook-eilanden30-06-03T30-09-03Cuba19-06-92T19-09-92Cyprus11-10-85T11-01-86Denemarken01-11-7408-03-78R25-05-80Djibouti01-03-84T01-06-84Dominica21-06-00T21-09-00Dominicaanse
Republiek,
de10-04-80T25-05-80Duitsland18-02-7526-03-79R25-05-80Ecuador28-05-82T28-08-82Egypte01-11-7404-09-81R04-12-81Equatoriaal
Guinee24-04-96T24-07-96Eritrea22-04-96T22-07-96Estland16-12-91T16-03-92Ethiopi??18-07-85T18-10-85Fiji-eilanden04-03-83T04-06-83Filippijnen,
de15-12-81T15-03-82Finland21-11-80T21-02-81Frankrijk01-11-7425-05-77R25-05-80Gabon21-01-82T21-04-82Gambia01-11-91T01-02-92Georgi??19-04-94T19-07-94Ghana01-11-7419-05-83R19-08-83Grenada28-06-04T28-09-04Griekenland01-11-7412-05-80R25-05-80Guatemala20-10-82T20-01-83Guinee19-01-81T19-04-81Guyana10-12-97T10-03-98Ha??ti06-04-89T06-07-89Honduras24-09-85T24-12-85Hongarije01-11-7409-01-80R25-05-80Ierland29-11-83T29-02-84IJsland01-11-7406-07-83R06-10-83India16-06-76T25-05-80Indonesi??01-11-7417-02-81R17-05-81Irak14-12-90T14-03-91Iran01-11-7417-10-94R17-01-95Isra??l01-11-7415-05-79R25-05-80Itali??11-06-80T11-09-80Ivoorkust05-10-87T05-01-88Jamaica14-10-83T14-01-84Japan15-05-80T25-05-80Jemen06-03-79T25-05-80Jordani??07-08-85T07-11-85Kaapverdi??28-04-77T25-05-80Kameroen14-05-84T14-08-84Kazachstan07-03-94T07-06-94Kenia21-07-99T21-10-99Kiribati05-02-07T05-05-07Koeweit29-06-79T25-05-80Kroati??27-07-92VG08-10-91Letland20-05-92T20-08-92Libanon29-11-83T29-02-84Liberia01-11-7414-11-77R25-05-80Libi??02-07-81T02-10-81Litouwen04-12-91T04-03-92Luxemburg14-02-91T14-05-91Madagascar07-03-96T07-06-96Malawi09-03-93T09-06-93Maldiven,
de14-01-81T14-04-81Maleisi??19-10-83T19-01-84Malta08-08-86T08-11-86Marokko28-06-90T28-09-90Marshall-eilanden,
de26-04-88T26-07-88Mauritani??24-11-97T24-02-98Mauritius01-02-88T01-05-88Mexico01-11-7428-03-77R25-05-80Moldavi??11-10-05T11-01-06Monaco01-11-74O25-05-80Mongoli??26-06-02T26-09-02Montenegro03-06-06VG03-06-06Mozambique23-12-96T23-03-97Myanmar11-11-87T11-02-88Namibi??27-11-00T27-02-01Nederlanden,
het Koninkrijk der??? Nederland???
Ned. Antillen???
Aruba10-07-7810-07-78???TTVG25-05-8025-05-8001-01-86Nicaragua17-12-04T17-03-05Nieuw-Zeeland23-02-90T23-05-90Nigeria07-05-81T07-08-81Noord-Korea01-05-85T01-08-85Noorwegen24-06-7515-02-77R25-05-80Oekra??ne01-11-74O25-05-80Oman25-04-85T25-07-85Oostenrijk27-05-88T27-08-88Pakistan10-04-85T10-07-85Panama09-03-78T25-05-80Papua-Nieuw
Guinea12-11-80T12-02-81Paraguay15-06-04T15-09-04Peru04-12-79T25-05-80Polen10-01-7515-03-84R15-06-84Portugal01-11-7407-11-83R07-02-84Qatar22-12-80T22-03-81Roemeni??24-05-79T25-05-80Russische
Federatie01-11-7409-01-80R25-05-80Salomons-eilanden30-06-04T30-09-04Samoa14-03-97T14-06-97Sao
Tom?? en
Principe29-10-98T29-01-99Saudi-Arabi??24-04-85T24-07-85Senegal16-01-97T16-04-97Servi??27-04-92VG27-04-92Seychellen,
de10-05-88T10-08-88Sierra
Leone13-08-93T13-11-93Singapore16-03-81T16-06-81Sint
Kitts en
Nevis11-06-04T11-09-04Sint
Lucia20-05-04T20-08-04Sint
Vincent en de
Grenadines28-10-83T28-01-84Sloveni??12-11-92VG25-06-91Slowakije30-01-95VG01-01-93Soedan15-05-90T15-08-90Spanje04-03-7505-09-78R25-05-80Sri
Lanka30-08-83T30-11-83Suriname04-11-88T04-02-89Syri??20-07-01T20-10-01Tanzania28-03-01T28-06-01Thailand18-12-84T18-03-85Togo19-07-89T19-10-89Tonga12-04-77T25-05-80Trinidad
en
Tobago15-02-79T25-05-80Tsjechi??19-10-93VG01-01-93Tunesi??06-08-80T06-11-80Turkije31-07-80T31-10-80Tuvalu22-08-85T22-11-85Uruguay30-04-79T25-05-80Vanuatu28-07-82T28-10-82Venezuela01-11-7429-03-83R29-06-83Verenigd
Koninkrijk,
het01-11-7407-10-77R25-05-80Verenigde
Arabische Emiraten,
de15-12-83T15-03-84Verenigde
Staten van Amerika,
de01-11-7407-09-78R25-05-80Vietnam18-12-90T18-03-91Zuid-Afrika23-05-80T25-05-80Zuid-Korea01-11-7431-12-80R31-03-81Zweden01-11-7407-07-78R25-05-80Zwitserland01-11-7401-10-81R01-01-82???
*???O=Ondertekening
zonder voorbehoud of vereiste van ratificatie, R= Bekrachtiging,
aanvaarding, goedkeuring of kennisgeving, T=Toetreding, VG=Voortgezette
gebondenheid, NB=Niet bekend
UitbreidingenChina
Uitgebreid
totIn
werkingBuiten
werkingHong
Kong
SAR01-07-1997Macau
SAR20-12-1999
Uitgebreid
totIn
werkingBuiten
werkingAlderney19-05-2004Anguilla19-05-2004Bermuda23-06-1988Britse
Maagden-eilanden10-06-2004Cayman-eilanden23-06-1988Falkland-eilanden30-01-2004Gibraltar01-12-1988Guernsey30-01-2004Hong
Kong (<
01-07-1997)25-05-198001-07-1997Jersey30-01-2004Man01-07-1985Montserrat19-05-2004Sint
Helena10-06-2004Turks-
en
Caicos-eilanden07-07-2004
Verklaringen,
voorbehouden en bezwarenChina, 20 juni
1975
1.The
People???s Republic of China reserves the right to rationally
implement, in conformity with the conditions of China, the regulations
concerning fire detection and fire protection for tankers and passenger
ships stipulated in the International Convention for the Safety of Life
at Sea, 1974.
2.The so-called
???signing??? on the Convention by the perished Saigon puppet
regime is illegal and null and void, and the sole legitimate
representative of the South Vietnamese people is the Provisional
Revolutionary Government of the Republic of South Viet
Nam.Frankrijk,
25 mei 1977Article VIII, paragraph (d)(i): the Government of
the French Republic enters a reservation concerning article VIII,
paragraph (d)(i), to the effect that it will not recognize any
invocation of that provision against it in respect of its own ships as
the provision is contrary to international
law.Jordani??,
7 augustus 1985The accession by the Hashemite Kingdom of
Jordan to the International Convention on the Safety of Life at Sea in
no way means recognition of or entry into treaty regulations with
Israel under the Said
Convention.Bezwaar door
Isra??l, 6 november 1985The Government of the State of
Israel has noted that the instrument of accession deposited by the
Government of Jordan contains a declaration of a political character in
respect of Israel. In the view of the Government of the State of
Israel, this Convention is not the proper place for making such
political pronouncements, which are in flagrant contradiction to the
principles and purposes of the Convention. Moreover, the statement by
the Government of the Hashemite Kingdom of Jordan cannot in any way
affect whatever obligations are binding upon it under general
international law or under particular conventions. Insofar as the
substance of the matter is concerned, the Government of the State of
Israel will adopt towards the Government of the Hashemite Kingdom of
Jordan an attitude of complete
reciprocity.Koeweit, 29 juni 1979It is understood that the
accession of the State of Kuwait to the International Convention for
the Safety of Life at Sea, 1974, done at London on the 1st of November
1974 ... does not in any way mean recognition of Israel by the State of
Kuwait. Furthermore, no treaty relations will arise between the State
of Kuwait and Israel.Bezwaar
door Isra??l, 3 december 1979The instrument of accession
deposited by the Government of the State of Kuwait was accompanied by a
statement of a political character in respect of Israel. In the view of
the Government of Israel, this Convention is not the proper place for
making such political pronouncements. Moreover, the said declaration
cannot in any way affect whatever obligations are binding upon Kuwait
under general international law or under particular conventions. The
Government of Israel will, so far as concerns the substance of the
matter, adopt towards the Government of the State of Kuwait an attitude
of complete
reciprocity.G.INWERKINGTREDINGZie
Trb.??1979,
128 en rubriek J van
Trb.??1985,
155,
Trb.??1986,
51,
Trb.??1989,
98,
Trb.??1992,
24 en
173,
Trb.??1994,
19,
Trb.??1995,
236,
Trb.??1996,
18,
128 en
257,
Trb.??1997,
226,
Trb.??1998,
155 en
Trb.??2005,
55.Resolutie
MSC.142(77) van 5 juni 2003De wijzigingen van
5 juni 2003 waarvan de Engelse tekst is geplaatst in rubriek J van
Trb.??2005,
55 en de vertaling in rubriek C van
Trb.??2006,
72, zijn in overeenstemming met artikel VIII(b)(vii)(2) van
het Verdrag op 1 juli 2006 in werking getreden.Wat het
Koninkrijk der Nederlanden betreft, gelden de wijzigingen voor het
gehele
Koninkrijk.Resolutie
MSC.151(78) van 20 mei 2004De wijzigingen
zijn in overeenstemming met artikel VIII(b)(vii)(2) van het Verdrag op
1 januari 2006 in werking getreden.Wat het Koninkrijk der
Nederlanden betreft, gelden de wijzigingen voor het gehele
Koninkrijk.Resolutie
MSC.152(78) van 20 mei 2004De wijzigingen
zijn in overeenstemming met artikel VIII(b)(vii)(2) van het Verdrag op
1 juli 2006 in werking getreden.Wat het Koninkrijk der
Nederlanden betreft, gelden de wijzigingen voor het gehele
Koninkrijk.Resolutie
MSC.153(78) van 20 mei 2004De wijzigingen
zijn in overeenstemming met artikel VIII(b)(vii)(2) van het Verdrag op
1 juli 2006 in werking getreden.Wat het Koninkrijk der
Nederlanden betreft, gelden de wijzigingen voor het gehele
Koninkrijk.Resolutie
MSC.170(79) van 9 december 2004De wijzigingen
zijn in overeenstemming met artikel VIII(b)(vii)(2) van het Verdrag op
1 juli 2006 in werking getreden.Wat het Koninkrijk der
Nederlanden betreft, gelden de wijzigingen voor het gehele
Koninkrijk.Resolutie
MSC.194(80) van 20 mei 2005De wijzigingen uit
Bijlage 1 bij de Resolutie zijn in overeenstemming met artikel
VIII(b)(vii)(2) van het Verdrag op 1 januari 2007 in werking
getreden.Wat het Koninkrijk der Nederlanden betreft, gelden de
wijzigingen voor het gehele Koninkrijk.De wijzigingen uit
Bijlage 2 bij de Resolutie zullen ingevolge artikel VIII(b)(vii)(2)
juncto artikel VIII(b)(vi)(2)(bb) op 1??januari 2009 in werking
treden, tenzij v????r 1??juli 2008 meer dan een derde van
de Verdragsluitende Regeringen, hetzij Verdragsluitende Regeringen
waarvan de gezamenlijke koopvaardijvloten niet minder dan vijftig
procent van de bruto tonnage van de wereldkoopvaardijvloot vormen, de
Secretaris-Generaal van de Internationale Maritieme Organisatie ervan
in kennis stellen, dat zij bezwaar hebben tegen de
wijzigingen.Resolutie
MSC.201(81) van 18 mei 2006De wijzigingen zullen
ingevolge artikel VIII(b)(vii)(2) juncto artikel VIII(b)(vi)(2)(bb) van
het Verdrag op 1 juli 2010 in werking treden, tenzij v????r 1
januari 2010 meer dan een derde van de Verdragsluitende Regeringen,
hetzij Verdragsluitende Regeringen waarvan de gezamenlijke
koopvaardijvloten niet minder dan vijftig procent van de bruto tonnage
van de wereldkoopvaardijvloot vormen, de Secretaris-Generaal van de
Internationale Maritieme Organisatie ervan in kennis stellen, dat zij
bezwaar hebben tegen de
wijzigingen.Resolutie
MSC.202(81) van 19 mei 2006De wijzigingen
zijn in overeenstemming met artikel VIII(b)(vii)(2) van het Verdrag op
1 januari 2008 in werking getreden.Wat het Koninkrijk der
Nederlanden betreft, gelden de wijzigingen voor het gehele
Koninkrijk.Resolutie
MSC.216(82) van 8 december 2006De wijzigingen
uit Bijlage 1 bij de Resolutie zullen ingevolge artikel VIII(b)(vii)(2)
van het Verdrag op 1 juli 2008 in werking treden.Wat het
Koninkrijk der Nederlanden betreft, zullen de wijzigingen voor het
gehele Koninkrijk gelden.De wijzigingen uit Bijlage 2 bij de
Resolutie zullen ingevolge artikel VIII(b)(vii)(2) juncto artikel
VIII(b)(vi)(2)(bb) op 1 januari 2009 in werking treden, tenzij
v????r 1 juli 2008 meer dan een derde van de Verdragsluitende
Regeringen, hetzij Verdragsluitende Regeringen waarvan de gezamenlijke
koopvaardijvloten niet minder dan vijftig procent van de bruto tonnage
van de wereldkoopvaardijvloot vormen, de Secretaris-Generaal van de
Internationale Maritieme Organisatie ervan in kennis stellen, dat zij
bezwaar hebben tegen de wijzigingen.De wijzigingen uit Bijlage
3 bij de Resolutie zullen ingevolge artikel VIII(b)(vii)(2) juncto
artikel VIII(b)(vi)(2)(bb) op 1 juli 2010 in werking treden, tenzij
v????r 1 januari 2010 meer dan een derde van de
Verdragsluitende Regeringen, hetzij Verdragsluitende Regeringen waarvan
de gezamenlijke koopvaardijvloten niet minder dan vijftig procent van
de bruto tonnage van de wereldkoopvaardijvloot vormen, de
Secretaris-Generaal van de Internationale Maritieme Organisatie ervan
in kennis stellen, dat zij bezwaar hebben tegen de
wijzigingen.Resolutie
MSC.239(83) van 12 oktober 2007De wijzigingen zullen
ingevolge artikel VIII(b)(vii)(2) juncto artikel VIII(b)(vi)(2)(bb) van
het Verdrag op 1 juli 2009 in werking treden, tenzij v????r 1
januari 2009 meer dan een derde van de Verdragsluitende Regeringen,
hetzij Verdragsluitende Regeringen waarvan de gezamenlijke
koopvaardijvloten niet minder dan vijftig procent van de bruto tonnage
van de wereldkoopvaardijvloot vormen, de Secretaris-Generaal van de
Internationale Maritieme Organisatie ervan in kennis stellen, dat zij
bezwaar hebben tegen de
wijzigingen.J.VERWIJZINGENZie
voor verwijzingen en andere verdragsgegevens
Trb.??1976,
157,
Trb.??1977,
77,
Trb.??1979,
128,
Trb.??1983,
32 en
173,
Trb.??1985,
155,
Trb.??1986,
51,
Trb.??1989,
42 en
98,
Trb.??1992,
24 en
173,
Trb.??1994,
19 en
134,
Trb.??1995,
236,
Trb.??1996,
18,
128,
257 en
340,
Trb.??1997,
226,
Trb.??1998,
155,
Trb.??2005,
55 en
Trb.??2006,
72.VerbandenHet
Verdrag wordt aangevuld
door:
Titel:Protocol
van 1988 bij het Internationaal Verdrag voor de beveiliging van
mensenlevens op zee, 1974;Londen, 11 november
1988Laatste
Trb.:Trb.
2008, 88
Het Verdrag dient ter
vervanging
van:
Titel:Internationaal
Verdrag voor de beveiliging van mensenlevens op zee,
1960;Londen, 17 juni
1960Laatste
Trb.:Trb.??1988,
111
Overige
verwijzingen
Titel:Verdrag
inzake de Internationale Maritieme
Organisatie;Gen??ve, 6 maart
1948Laatste
Trb.:Trb.??2008,
26Titel:Handvest
van de Verenigde Naties;San Francisco, 26 juni
1945Laatste
Trb.:Trb.??2008,
13Titel:Internationaal
Verdrag ter voorkoming van verontreiniging door schepen, 1973, zoals
gewijzigd door het Protocol van 1978;Londen, 2 november
1973Laatste
Trb.:Trb.??2008,
90Titel:Protocol
van 1978 bij het Internationaal Verdrag ter voorkoming van
verontreiniging door schepen, 1973;Londen, 17 februari
1978Laatste
Trb.:Trb.??2005,
29
In
overeenstemming met artikel 19, tweede lid, van de Rijkswet goedkeuring
en bekendmaking verdragen heeft de Minister van Buitenlandse Zaken
bepaald dat de wijzigingen van het Verdrag zullen zijn bekendgemaakt in
Nederland, de Nederlandse Antillen en Aruba op de dag na de datum van
uitgifte van dit
Tractatenblad.Uitgegeven
de achtentwintigste april
2008.De
Minister van Buitenlandse Zaken,M. J.
M.VERHAGENINHOUD
Blz.A.TITEL1B.TEKSTResolutie
MSC.151(78) van 20 mei
20042Resolutie
MSC.152(78) van 20 mei
20044Resolutie
MSC.153(78) van 20 mei
20049Resolutie
MSC.170(79) van 9 december
200413Resolutie
MSC.194(80) van 20 mei
200551Resolutie
MSC.201(81) van 18 mei
2006118Resolutie
MSC.202(81) van 19 mei
2006122Resolutie
MSC.216(82) van 8 december
2006128Resolutie
MSC.239(83) van 12 oktober
2007200C.VERTALING203D.PARLEMENT203E.PARTIJGEGEVENS205G.INWERKINGTREDING214J.VERWIJZINGEN217