No. S 345
Merchant Shipping Act
(Chapter 179)
Merchant Shipping (Safety Convention) (Amendment No.2) Regulations 1998
In exercise of the powers conferred by section 100 of the Merchant Shipping Act, the Maritime and Port Authority of Singapore, with the approval of the Minister for Communications, hereby makes the following Regulations:
Citation and commencement
1.  These Regulations may be cited as the Merchant Shipping (Safety Convention) (Amendment No.2) Regulations 1998 and shall come into operation on 1st July 1998.
Amendment of heading of Chapter II-1
2.  Chapter II-1 of the Merchant Shipping (Safety Convention) Regulations (Rg 11) (referred to in these Regulations as the principal Regulations) is amended by inserting, immediately before the word "SUBDIVISION" in the heading, the word "STRUCTURE,".
New Part A-1 of Chapter II-1
3.  Chapter II-1 of the principal Regulations is amended by inserting, immediately after Regulation 3 of Part A, the following Part:
Part 1 — Structure of Ships
Other 1Structural, Mechanical and Electrical Requirements for Ships
In 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 recognised by the Director in accordance with the provisions of Regulation 1 of Chapter XI, or with requirements determined by the Director which provide an equivalent level of safety.
Other 2Corrosion Prevention of Seawater Ballast Tanks
(a)This regulation applies to oil tankers and bulk carriers constructed on or after 1st July 1998.
(b)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 Director, based on the guidelines adopted by the Organisation*. Where appropriate, sacrificial anodes shall also be used.
Other 3Safe Access to Tanker Bows
(a)For the purpose of this Regulation and Regulation 3-4, tankers include oil tankers as defined in Regulation 2(l), chemical tankers as defined in Regulation 8(b) of Chapter VII and gas carriers as defined in Regulation 11(b) of Chapter VII.
(b)Every tanker constructed on or after 1st July 1998 shall be provided with the means to enable the crew to gain safe access to the bow even in severe weather conditions. For tankers constructed before 1st July 1998, such means of access shall be provided at the first scheduled dry-docking after 1st July 1998, but not later than 1st July 2001. Such means of access shall be approved by the Director based on the guidelines developed by the Organisation**.
Other 4Emergency Towing Arrangements on Tankers
Emergency towing arrangements shall be fitted at both ends on board every tanker of not less than 20,000 tonnes deadweight, constructed on or after 1st January 1996. For tankers constructed before 1st January 1996, such an arrangement shall be fitted at the first scheduled dry-docking after 1st January 1996 but not later than 1st January 1999. The design and construction of the towing arrangements shall be approved by the Director, based on the guidelines developed by the Organisation***.
* Refer to the Guidelines for the selection, application and maintenance of corrosion prevention systems of dedicated seawater ballast tanks, adopted by the Organisation by resolution A.798(19).
** Refer to the Guidelines for Safe Access to Tanker Bows, adopted by the Maritime Safety Committee of the Organisation by resolution MSC.62(67).
*** Refer to the Guidelines on Emergency Towing Arrangements for Tankers, adopted by the Maritime Safety Committee of the Organisation by resolution MSC.35(63).”.
Amendment of Regulation 8 of Chapter II-1
4.  Regulation 8 of Chapter II-1 of the principal Regulations is amended —
(a)by inserting, at the end of paragraph (b)(iii)(1), the following words:
This range may be reduced to a minimum of 10°, in the case where the area under the righting lever curve is that specified in sub-paragraph (2), increased by the ratio:
UNKNOWN
where the range is expressed in degrees.”; and
(b)by deleting the words “range specified in sub-paragraph (1)” in the first and second lines of paragraph (b)(iii)(3) and substituting the words “range of positive stability”.
New Regulation 17-1 of Chapter II-1
5.  Chapter II-1 of the principal Regulations is amended by inserting, immediately after Regulation 17, the following Regulation:
Other 1Openings in the Shell Plating below the Bulkhead Deck of Passenger Ships and the Freeboard Deck of Cargo Ships
Notwithstanding the requirements of Regulation 17, ships constructed on or after 1st July 1998 shall comply with the requirements of Regulation 17 where a reference to “margin line” shall be deemed to mean a reference to the bulkhead deck of passenger ships and the freeboard deck of cargo ships.”.
Amendment of Regulation 25-1 of Chapter II-1
6.  Regulation 25-1 of Chapter II-1 of the principal Regulations is amended by inserting, at the end of paragraph (a), the following words:
The requirements in this Part shall also apply to cargo ships of 80 m in Ls and upwards but not exceeding 100 m in Ls constructed on or after 1st July 1998.”.
Amendment of Regulation 25-3 of Chapter II-1
7.  Regulation 25-3 of Chapter II-1 of the principal Regulations is amended by deleting paragraph (b) and substituting the following paragraph:
(b)The degree of subdivision to be provided shall be determined by the required subdivision index R, as follows:
UNKNOWN
Amendment of Regulation 26 of Chapter II-1
8.  Regulation 26 of Chapter II-1 of the principal Regulations is amended by inserting, immediately after paragraph (h), the following paragraphs:
(i)Non-metallic expansion joints in piping systems, if located in a system which penetrates the ship’s side and both the penetration and the non-metallic expansion joint are located below the deepest load waterline, shall be inspected as part of the surveys prescribed in Regulation 10(a) of Chapter I and replaced as necessary, or at an interval recommended by the manufacturer.
(j)Operating and maintenance instructions and engineering drawings for ships machinery and equipment essential to the safe operation of the ship shall be written in a language understandable by those officers and crew members who are required to understand such information in the performance of their duties.
(k)Location and arrangement of vent pipes for fuel oil service, settling and lubrication oil tanks shall be such that in the event of a broken vent pipe this shall not directly lead to the risk of ingress of seawater splashes or rainwater. Two fuel oil service tanks for each type of fuel used on board necessary for propulsion and vital systems or equivalent arrangements shall be provided on each new ship, with a capacity of at least 8 h at maximum continuous rating of the propulsion plant and normal operating load at sea of the generator plant*. This paragraph applies only to ships constructed on or after 1st July 1998..
* Refer to Regulation 15 of Chapter II-2 on Arrangements for oil fuel, lubricating oil and other flammable oils.”.
Amendment of Regulation 31 of Chapter II-1
9.  Regulation 31 of Chapter II-1 of the principal Regulations is amended —
(a)by deleting the words “navigating bridge” wherever they appear in paragraph (b) and substituting in each case the words “navigation bridge”
(b)by deleting the word “form” in the first line of paragraph (b) and substituting the word “from”; and
(c)by inserting, immediately after paragraph (d), the following paragraph:
(e)Ships constructed on or after 1st July 1998 shall, in lieu of paragraphs (a) to (d), comply with the following:
(i)main and auxiliary machinery essential for the propulsion, control and safety of the ship shall be provided with effective means for its operation and control. All control systems essential for the propulsion, control and safety of the ship shall be independent or designed such that failure of one system does not degrade the performance of another system.
(ii)where remote control of propulsion machinery from the navigation bridge is provided, the following shall apply:
(1)the speed, direction of thrust and, if applicable, the pitch of the propeller shall be fully controllable from the navigation bridge under all sailing conditions, including manoeuvring;
(2)the control shall be performed by a single control device for each independent propeller, with automatic performance of all associated services, including, where necessary, means of preventing overload of the propulsion machinery. Where multiple propellers are designed to operate simultaneously, they may be controlled by one control device;
(3)the main propulsion machinery shall be provided with an emergency stopping device on the navigation bridge which shall be independent of the navigation bridge control system;
(4)propulsion machinery orders from the navigation bridge shall be indicated in the main machinery control room and at the manoeuvring platform;
(5)remote control of the propulsion machinery shall be possible only from one location at a time; at such locations inter-connected control positions are permitted. At each location there shall be an indicator showing which location is in control of the propulsion machinery. The transfer of control between the navigation bridge and machinery spaces shall be possible only in the main machinery space or the main machinery control room. This system shall include means to prevent the propelling thrust from altering significantly when transferring control from one location to another;
(6)it shall be possible to control the propulsion machinery locally, even in the case of failure in any part of the remote control system. It shall also be possible to control the auxiliary machinery, essential for the propulsion and safety of the ship, at or near the machinery concerned;
(7)the design of the remote control system shall be such that in case of its failure an alarm will be given. Unless the Director considers it impracticable, the preset speed and direction of thrust of the propellers shall be maintained until local control is in operation;
(8)indicators shall be fitted on the navigation bridge, the main machinery control room and at the manoeuvring platform, for:
(A)propeller speed and direction of rotation in the case of fixed pitch propellers; and
(B)propeller speed and pitch position in the case of controllable pitch propellers;
(9)an alarm shall be provided on the navigation bridge and in the machinery space to indicate low starting air pressure which shall be set at a level to permit further main engine starting operations. If the remote control system of the propulsion machinery is designed for automatic starting, the number of automatic consecutive attempts which fail to produce a start shall be limited in order to safeguard sufficient starting air pressure for starting locally.
(iii)where the main propulsion and associated machinery, including sources of main electrical supply, are provided with various degrees of automatic or remote control and are under continuous manual supervision from a control room the arrangements and controls shall be so designed, equipped and installed that the machinery operation will be as safe and effective as if it were under direct supervision; for this purpose Regulations 46 to 50 shall apply as appropriate. Particular consideration shall be given to protect such spaces against fire and flooding.
(iv)in general, automatic starting, operational and control systems shall include provisions for manually overriding the automatic controls. Failure of any part of such systems shall not prevent the use of the manual override.”.
Amendment of Regulation 41 of Chapter II-1
10.  Regulation 41 of Chapter II-1 of the principal Regulations is amended by inserting, immediately after paragraph (d), the following paragraph:
(e)Ships constructed on or after 1st July 1998 —
(i)in addition to paragraphs (a) to (c), shall comply with the following:
(1)where the main source of electrical power is necessary for propulsion and steering of the ship, the system shall be so arranged that the electrical supply to equipment necessary for propulsion and steering and to ensure safety of the ship will be maintained or immediately restored in the case of loss of any one of the generators in service;
(2)load shedding or other equivalent arrangements shall be provided to protect the generators required by this Regulation against sustained overload;
(3)where the main source of electrical power is necessary for propulsion of the ship, the main busbar shall be subdivided into at least two parts which shall normally be connected by circuit breakers or other approved means; so far as is practicable, the connection of generating sets and other duplicated equipment shall be equally divided between the parts; and
(ii)need not comply with paragraph (d).”.
Amendment of Regulation 42 of Chapter II-1
11.  Regulation 42 of Chapter II-1 of the principal Regulations is amended by inserting, immediately after sub-paragraph (iii) of paragraph (c), the following sub-paragraph:
(iv)For ships constructed on or after 1st July 1998, where electrical power is necessary to restore propulsion, the capacity shall be sufficient to restore propulsion to the ship in conjunction with other machinery, as appropriate, from a dead ship condition within 30 minutes after blackout.”.
Amendment of Regulation 43 of Chapter II-1
12.  Regulation 43 of Chapter II-1 of the principal Regulations is amended by inserting, immediately after sub-paragraph (iii) of paragraph (c), the following sub-paragraph:
(iv)For ships constructed on or after 1st July 1998, where electrical power is necessary to restore propulsion, the capacity shall be sufficient to restore propulsion to the ship in conjunction with other machinery, as appropriate, from a dead ship condition within 30 minutes after blackout.”.
Amendment of Regulation 45 of Chapter II-1
13.  Regulation 45 of Chapter II-1 of the principal Regulations is amended by deleting “55 V” wherever they appear in paragraph (a)(i)(1) and substituting in each case “50 V”.
Amendment of Regulation 1 of Chapter II-2
14.  Regulation 1 of Chapter II-2 of the principal Regulations is amended —
(a)by deleting paragraph (a)(i) and substituting the following paragraph:
(a)
(i)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 1st July 1998.”;
(b)by deleting sub-paragraph (2) of paragraph (a)(iii) and substituting the following sub-paragraph:
(2)the expression “all ships” means “ships constructed before, on or after 1st July 1998;”;”.
(c)by deleting paragraph (b) and substituting the following paragraph:
(b)Unless expressly provided otherwise, ships constructed before 1st July 1998 shall comply with the requirements which are applicable under this Chapter in force immediately prior to 1st July 1998*.”.
(d)by deleting the words “1st July 1986” wherever they appear in paragraph (c) and substituting in each case the words “1st July 1998”; and
(e)by deleting the footnote marked “*” at the foot of page 101 and substituting the following footnote:
* The commencement of the Merchant Shipping (Safety Convention) (Amendment No. 2) Regulations 1998.”.
Amendment of Regulation 3 of Chapter II-2
15.  Regulation 3 of Chapter II-2 of the principal Regulations is amended —
(a)by deleting “139°C” in the third line of paragraph (d) of the definition of ““A” class divisions” and substituting “140°C”
(b)by deleting paragraph (e) of the definition of ““A” class divisions” and substituting the following paragraph:
(e)the Director shall require a test of a prototype bulkhead or deck in accordance with the Fire Test Procedures Code to ensure that it meets the above requirements for integrity and temperature rise;”;
(c)by deleting the definition of “A standard fire test” and substituting the following definition:
“ “A standard fire test” is one in which the specimens of the relevant bulkheads and decks are exposed in a test furnace to temperatures corresponding approximately to the standard time-temperature curve. The test methods shall be in accordance with the Fire Test Procedures Code;”;
(d)by deleting “139°C” in the third line of paragraph (b) of the definition of ““B” class divisions” and substituting “140°C”;
(e)by deleting paragraph (d) of the definition of ““B” class divisions” and substituting the following paragraph:
(d)the Director shall require a test of a prototype division, in accordance with the Fire Test Procedures Code, to ensure that it meets the above requirements for integrity and temperature rise.”;
(f)by deleting the definition of “central control station” and substituting the following definition:
“ “central control station” is a control station in which the following control and indicator functions are centralised:
(a)fixed fire detection and alarm systems;
(b)automatic sprinklers, fire detection and alarm systems;
(c)fire door indicator panels;
(d)fire door closures;
(e)watertight door indicator panels;
(f)watertight door closures;
(g)ventilation fans;
(h)general/fire alarms;
(i)communication systems including telephones; and
(j)microphones to public address systems;”;
(g)by inserting, immediately after the definition of “deadweight” the following definition:
“ “Fire Test Procedures Code” means the International Code for Application of Fire Test Procedures, as adopted by the Maritime Safety Committee of the Organisation by resolution MSC.61(67), as may be amended by the Organisation, 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;”;
(h)by deleting the definition of “low flame spread” and substituting the following definition:
“ “low flame spread” means that the surface thus described will adequately restrict the spread of flame, this being determined in accordance with the Fire Test Procedures Code;”;
(i)by deleting the definition of “non-combustible material” and substituting the following definition:
“ “non-combustible material” is a material which neither burns nor gives off flammable vapours in sufficient quantity for self-ignition when heated to approximately 750°C, this being determined in accordance with the Fire Test Procedures Code. Any other material is a combustible material;”;
(j)by deleting paragraphs (c) and (d) of the definition of “rooms containing furniture and furnishings of restricted fire risk” and substituting the following paragraphs:
(c)all draperies, curtains and other suspended textile materials have qualities of resistance to the propagation of flame not inferior to those of wool of mass 0.8 kg/m2, this being determined in accordance with the Fire Test Procedures Code;
(d)all floor coverings have low flame spread characteristics;”;
(k)by deleting the word “and” at the end of paragraph (e) of the definition of “rooms containing furniture and furnishings of restricted fire risk”; and
(l)by deleting paragraph (f) of the definition of “rooms containing furniture and furnishings of restricted fire risk” and substituting the following paragraphs:
(f)all upholstered furniture has qualities of resistance to the ignition and propagation of flame, this being determined in accordance with the Fire Test Procedures Code; and
(g)all bedding components have qualities of resistance to the ignition and propagation of flame, this being determined in accordance with the Fire Test Procedures Code;”.
Amendment of Regulation 12 of Chapter II-2
16.  Regulation 12 of Chapter II-2 of the principal Regulations is amended by deleting sub-paragraph (ii) of paragraph (a) and substituting the following sub-paragraph:
(ii)each section of sprinklers shall include means for giving a visual and audible alarm signal automatically at one or more indicating units whenever any sprinkler comes into operation. Such alarm systems shall be such as to indicate if any fault occurs in the system. Such units shall indicate in which section served by the system fire has occurred and shall be centralised on the navigation bridge and in addition, visible and audible alarms from the unit shall be located in a position other than on the navigation bridge, so as to ensure that the indication of fire is immediately received by the crew.”.
Amendment of Regulation 15 of Chapter II-2
17.  Regulation 15 of Chapter II-2 of the principal Regulations is amended —
(a)by inserting, immediately after the sub-heading, the following sub-heading:
(Sub-paragraphs (b)(ix) to (xii) of this Regulation apply to all ships)”;
(b)by inserting, immediately after sub-paragraph (viii) of paragraph (b), the following sub-paragraphs:
(ix)All external high pressure fuel delivery lines between the high pressure fuel pumps and fuel injectors shall be protected with a jacketed piping system capable of containing fuel from a high pressure line failure. A jacketed pipe incorporates an outer pipe into which the high pressure fuel pipe is placed forming a permanent assembly. The jacketed piping system shall include a means for collection of leakages and arrangements shall be provided for an alarm to be given of a fuel line failure.
(x)All surfaces with temperatures above 220°C which may be impinged as a result of a fuel system failure shall be properly insulated.
(xi)Oil fuel lines shall be screened or otherwise suitably protected to avoid as far as practicable oil spray or oil leakages onto hot surfaces, into machinery air intakes, or other sources of ignition. The number of joints in such piping systems shall be kept to a minimum.
(xii)Ships constructed before 1st July 1998 shall comply with the requirements of sub-paragraphs (ix) to (xi) not later than 1st July 2003, except that a suitable enclosure on engines having an output of 375 kW or less having fuel injection pumps serving more than one injector may be used as an alternative to the jacketed piping system in sub-paragraph (ix).”;
(c)by deleting the words “and (b)(viii)” in the ninth line of paragraph (c) and substituting the words “, (b)(viii), (b)(x) and (b)(xi)”;
(d)by deleting the words “(b)(iv) and (vi)” in the sixth line of paragraph (d) and substituting the words “(b)(iv), (b)(vi), (b)(x) and (b)(xi)”;
(e)by deleting sub-paragraph (i) of paragraph (e); and
(f)by re-numbering sub-paragraphs (ii) and (iii) of paragraph (e) as sub-paragraphs (i) and (ii), respectively.
Amendment of Regulation 16 of Chapter II-2
18.  Regulation 16 of Chapter II-2 of the principal Regulations is amended —
(a)by deleting sub-paragraph (i) of paragraph (a) and substituting the following sub-paragraph:
(i)these ducts shall be of a material which has low flame spread characteristics;”; and
(b)by inserting, immediately after paragraph (j), the following paragraph:
(k)The following arrangements shall be tested in accordance with the Fire Test Procedures Code:
(i)fire dampers, including relevant means of operation; and
(ii)duct penetrations through “A” class divisions. Where steel sleeves are directly joined to ventilation ducts by means of rivetted or screwed flanges or by welding, the test is not required.”.
Amendment of Regulation 17 of Chapter II-2
19.  Regulation 17 of Chapter II-2 of the principal Regulations is amended by inserting, immediately after the word “zone” at the end of paragraph (c)(i)(1), the words “however, for stairway enclosures which constitute individual main vertical zones and for the main vertical zones in the fore and aft end of a ship which do not contain spaces of categories (6), (7), (8) or (12) described in Regulation 26(b)(ii), no additional fireman’s outfits are required”.
Amendment of Regulation 18 of Chapter II-2
20.  Regulation 18 of Chapter II-2 of the principal Regulations is amended —
(a)by deleting the words below the heading and substituting the following words:
(Sub-paragraph(b)(iv) of this Regulation applies to ships constructed on or after 1st February 1992. Paragraph (g) of this Regulation applies to all ships. Paragraph (h) of this Regulation applies to ships constructed on or after 1st July 1998)”;
(b)by deleting paragraph (h) and substituting the following paragraph:
(h)Provisions for helicopter facilities shall be in accordance with the standards developed by the Organisation**”; and
(c)by inserting, immediately below the footnote in page 147, the following footnote:
** Refer to the Standards for on Board Helicopter Facilities adopted by the Organisation by resolution A.855(20) and standards to be developed by the Organisation.”.
Amendment of Regulation 24 of Chapter II-2
21.  Regulation 24 of Chapter II-2 of the principal Regulations is amended by deleting sub-paragraph (i) of paragraph (a) and substituting the following sub-paragraph:
(i)In ships carrying more than 36 passengers, the hull, superstructure and deckhouses shall be subdivided into main vertical zones by “A-60” class divisions. Steps and recesses shall be kept to a minimum but where they are necessary they shall also be “A-60” class divisions. Where a category (5), (9) or (10) space described in Regulation 26(b)(ii) is on one side or where fuel oil tanks are on both sides of the division, the standard may be reduced to “A-0”.”.
Amendment of Regulation 26 of Chapter II-2
22.  Regulation 26 of Chapter II-2 of the principal Regulations is amended —
(a)by deleting the words "26.1 to 26.4" in the fourth line of paragraph (a) and substituting the words "26.1 and 26.2";
(b)by deleting "A-60b" in columns (6), (7) and (8) against category (4) of Table 26.1 and substituting in each case "A-60bd";
(c)by deleting "A-0" in column (9) against category (4) of Table 26.1 and substituting "A-0d"; and
(d)by inserting, immediately below footnote c at the end of Table 26.2, the following footnote:
Where spaces of category (6), (7), (8) and (9) are located completely within the outer perimeter of the muster station, the bulkheads of these spaces are allowed to be of "B-0" class integrity. Control positions for audio, video and light installations may be considered as part of the muster station.”.
Amendment of Regulation 28 of Chapter II-2
23.  Regulation 28 of Chapter II-2 of the principal Regulations is amended by deleting the full-stop at the end of sub-paragraph (x) of paragraph (a) and substituting the word "; and", and by inserting immediately thereafter the following sub-paragraph:
(xi)In all passenger ships carrying more than 36 passengers, the requirements of sub-paragraph (x) and Regulation 41-2(d)(vii) shall also apply to the crew accommodation areas.”.
Amendment of Regulation 30 of Chapter II-2
24.  Regulation 30 of Chapter II-2 of the principal Regulations is amended —
(a)by deleting paragraph (d) and substituting the following paragraph:
(d)Fire doors in main vertical zone bulkheads, galley boundaries and stairway enclosures other than power-operated watertight doors and those which are normally locked, shall satisfy the following requirements:
(i)The doors shall be self-closing and be capable of closing against an angle of inclination of up to 3.5° opposing closure.
(ii)The approximate time of closure for hinged fire doors shall be no more than 40 seconds and no less than 10 seconds from the beginning of their movement with the ship in upright position. The approximate uniform rate of closure for sliding fire doors shall be of no more than 0.2 metre/second and no less than 0.1 metre/second with the ship in the upright position.
(iii)The doors shall be capable of remote release from the continuously manned central control station, either simultaneously or in groups and shall be capable of release also individually from a position at both sides of the door. Release switches shall have an on-off function to prevent automatic resetting of the system.
(iv)Hold-back hooks not subject to central control station release are prohibited.
(v)A door closed remotely from the central control station shall be capable of being re-opened at both sides of the door by local control. After such local opening, the door shall automatically close again.
(vi)Indication shall be provided at the fire door indicator panel in the continuously manned central control station whether each of the remote-released doors are closed.
(vii)The release mechanism shall be so designed that the door will automatically close in the event of disruption of the control system or main source of electric power.
(viii)Local power accumulators for power-operated doors shall be provided in the immediate vicinity of the doors to enable the doors to be operated after disruption of the control system or main source of electric power at least ten times (fully opened and closed) using the local controls.
(ix)Disruption of the control system or main source of electric power at one door shall not impair the safe functioning of the other doors.
(x)Remote-released sliding or power-operated doors shall be equipped with an alarm that sounds for at least 5 seconds but no more than 10 seconds after the door is released from the central control station and before the door begins to move and continue sounding until the door is completely closed.
(xi)A door designed to re-open upon contacting an object in its path shall re-open not more than 1 m from the point of contact.
(xii)Double-leaf doors equipped with a latch necessary to their fire integrity shall have a latch that is automatically activated by the operation of the doors when released by the control system.
(xiii)Doors giving direct access to special category spaces which are power-operated and automatically closed need not be equipped with the alarms and remote-release mechanisms required in sub-paragraphs (iii) and (x).
(xiv)The components of the local control system shall be accessible for maintenance and adjusting.
(xv)Power-operated doors shall be provided with a control system of an approved type which shall be able to operate in case of fire, this being determined in accordance with the Fire Test Procedures Code. This system shall satisfy the following requirements:
(1)the control system shall be able to operate the door at the temperature of at least 200°C for at least 60 minutes, served by the power supply;
(2)the power supply for all other doors not subject to fire shall not be impaired; and
(3)at temperatures exceeding 200°C the control system shall be automatically isolated from the power supply and shall be capable of keeping the door closed up to at least 945°C.”; and
(b)by deleting paragraph (f) and substituting the following paragraph:
(f)The requirements for "A" class integrity of the outer boundaries of a ship shall not apply to glass partitions, windows and sidescuttles, provided that there is no requirement for such boundaries to have "A" class integrity in Regulation 33(c). The requirements for "A" class integrity of the outer boundaries of the ship shall not apply to exterior doors, except for those in superstructures and deckhouses facing life-saving appliances, embarkation and external muster station areas, external stairs and open decks used for escape routes. Stairway enclosure doors need not meet this requirement.”.
Amendment of Regulation 32 of Chapter II-2
25.  Regulation 32 of Chapter II-2 of the principal Regulations is amended —
(a)by deleting sub-paragraph (i) of paragraph (a) and substituting the following sub-paragraph:
(i)The ventilation system of a passenger ship carrying more than 36 passengers shall, in addition to this paragraph, also be in compliance with the requirements of Regulations 16(b) to (f), (h), (i) and (k).”; and
(b)by deleting sub-paragraph (aa) of paragraph (a)(iv)(3) and substituting the following sub-paragraph:
(AA)the duct is constructed of a material which has low flame spread characteristics;”.
Amendment of Regulation 34 of Chapter II-2
26.  Regulation 34 of Chapter II-2 of the principal Regulations is amended —
(a)by deleting paragraph (b) and substituting the following paragraph:
(b)Vapour barriers and adhesives used in conjunction with insulation, as well as insulation of pipe fittings, for cold service systems need not be non-combustible, but they shall be kept to the minimum quantity practicable and their exposed surfaces shall have low flame spread characteristics.”;
(b)by deleting the word "value" in the second line of paragraph (e), and substituting the word "value**";
(c)by inserting, immediately below the footnote in page 171, the following footnote:
** The gross calorific value measured in accordance with ISO standard 1716 — “Building Materials — Determination of Calorific Potential”, should ; be quoted.”; and
(d)by deleting paragraphs (g) and (h) and substituting the following paragraphs:
(g)Paints, varnishes and other finishes used on exposed interior surfaces shall not be capable of producing excessive quantities of smoke and toxic products, this being determined in accordance with the Fire Test Procedures Code.
(h)Primary deck coverings, if applied within accommodation and service spaces and control stations, shall be of an approved material which will not readily ignite or give rise to toxic or explosive hazards at elevated temperatures, this being determined in accordance with the Fire Test Procedures Code.”.
Amendment of Regulation 37 of Chapter II-2
27.  Regulation 37 of Chapter II-2 of the principal Regulations is amended —
(a)by inserting, at the end of the sub-paragraph (1) of paragraph (a)(ii), the following words:
Where fuel oil tanks are below a special category space, the integrity of the deck between such spaces may be reduced to "A-0" standard.”; and
(b)by inserting, immediately after paragraph (c), the following paragraph:
(d)Permanent openings for ventilation
Permanent openings in the side plating, the ends or deckhead of special category spaces shall be so situated that a fire in the special category space does not endanger stowage areas and embarkation stations for survival craft and accommodation spaces, service spaces and control stations in superstructures and deckhouses above the special category spaces.”.
Amendment of Regulation 38 of Chapter II-2
28.  Regulation 38 of Chapter II-2 of the principal Regulations is amended by inserting, immediately after paragraph (d), the following paragraphs:
(e)Permanent openings for ventilation
Permanent openings in the side plating, the ends or deckhead of cargo spaces shall be so situated that a fire in the cargo space does not endanger stowage areas and embarkation stations for survival craft and accommodation spaces, service spaces and control stations in superstructures and deckhouses above the cargo spaces.
(f)Structural protection
For ro-ro cargo spaces of ships constructed on or after 1st July 1998, the requirements of Regulation 38-1 (a)(i) to (iii) shall be complied with.”.
New Regulation 38-1 of Chapter II-2
29.  The principal Regulations are amended by inserting, immediately after Regulation 38 of Chapter II-2, the following Regulation:
1

Protection of Closed and Open Ro-ro Cargo Spaces, Other Than Special Category Spaces and Ro-ro Cargo Spaces Intended for the Carriage of Motor Vehicles with Fuel in their Tanks

(a)General
(i)The basic principles underlying Regulation 37(a)(i) also apply to this Regulation.
(ii)In passenger ships carrying more than 36 passengers, the boundary bulkheads and decks of closed and open ro-ro cargo spaces shall be insulated to "A-60" class standard. However, where a category (5), (9) or (10) space described in Regulation 26(b)(ii) is on one side of the division, the standard may be reduced to "A-0". Where fuel oil tanks are below a ro-ro cargo space, the integrity of the deck between such spaces may be reduced to "A-0" standard.
(iii)In passenger ships carrying not more than 36 passengers the boundary bulkheads and decks of closed and open ro-ro cargo spaces shall have a fire integrity as required for category (8) spaces in Table 27.1 and the horizontal boundaries as required for category (8) spaces in Table 27.2.
(iv)Permanent openings in the side plating, the ends or deckhead of open and closed ro-ro cargo spaces shall be so situated that a fire in the cargo space does not endanger stowage areas and embarkation stations for survival craft and accommodation spaces, service spaces and control stations in superstructures and deckhouses above the cargo spaces.
(b)Closed ro-ro cargo spaces
Closed ro-ro cargo spaces shall comply with the requirements of Regulation 38, except for paragraph (d) of that Regulation.
(c)Open ro-ro cargo spaces
Open ro-ro cargo spaces shall comply with the requirements of Regulations 37(a)(iii), 37(b)(i)(A), 38(a), except that a sample extraction smoke detection system is not permitted, and 38(b)(iii).”.
Amendment of Regulation 49 of Chapter II-2
30.  Regulation 49 of Chapter II-2 of the principal Regulations is amended by deleting paragraphs (b) and (c) and substituting the following paragraphs:
(b)Paints, varnishes and other finishes used on exposed interior surfaces shall not be capable of producing excessive quantities of smoke and toxic products, this being determined in accordance with the Fire Test Procedures Code.
(c)Primary deck coverings, if applied within accommodation and service spaces and control stations, shall be of an approved material which will not readily ignite, or give rise to toxic or explosive hazards at elevated temperatures, this being determined in accordance with the Fire Test Procedures Code.”.
Amendment of Regulation 50 of Chapter II-2
31.  Regulation 50 of Chapter II-2 of the principal Regulations is amended —
(a)by deleting sub-paragraph (i) of paragraph (c) and substituting the following sub-paragraph:
(i)Except in cargo spaces or refrigerated compartments of service spaces, insulating materials shall be non-combustible. Vapour barriers and adhesives used in conjunction with insulation, as well as insulation of pipe fittings, for cold service systems, need not be of non-combustible materials, but they shall be kept to the minimum quantity practicable and their exposed surfaces shall have low flame spread characteristics.”;
(b)by deleting the word "value" in the fourth line of paragraph (c)(ii), and substituting the word "value*"; and
(c)by inserting, at the foot of page 188, the following footnote:
* The gross calorific value measured in accordance with ISO standard 1716 — “Building Materials — Determination of Calorific Potential”, should be quoted.”.
Amendment of Regulation 53 of Chapter II-2
32.  Regulation 53 of Chapter II-2 of the principal Regulations is amended —
(a)by deleting sub-paragraphs (ii) and the footnote thereto and (iii) of paragraph (a) and substituting the following sub-paragraphs:
(ii)Notwithstanding the provisions of sub-paragraph (i), any cargo space in a ship engaged in the carriage of dangerous goods on deck or in cargo spaces shall be provided with a fixed gas fire-extinguishing system complying with the provisions of Regulation 5 or with a fire-extinguishing system which, in the opinion of the Director, gives equivalent protection for the cargoes* carried.
(iii)The Director may exempt from the requirements of sub-paragraphs (i) and (ii) cargo spaces of any ship if constructed and solely intended for the carriage of ore, coal, grain, unseasoned timber, non-combustible cargoes or cargoes which, in the opinion of the Director, constitute a low fire risk**. Such exemptions may be granted only if the ship is fitted with steel hatch covers and effective means of closing all ventilators and other openings leading to the cargo spaces***. When such exemptions are granted, the Director shall issue an Exemption Certificate, irrespective of the date of construction of the ship concerned, in accordance with Regulation 12(a)(vi) of Chapter I, and shall ensure that the list of cargoes the ship is permitted to carry is attached to the Exemption Certificate.”.
* For cargoes for which a fixed gas fire-extinguishing systems is ineffective, refer to the list of cargoes in Table 2 of MSC/Circ.671.
** For cargoes considered to be non-combustible or which constitute a low fire risk, refer to the list of cargoes in Table 1 of MSC/Circ.671.
*** Refer to the Code of Safe Practice for Solid Bulk Cargoes - Emergency schedule B 14, entry for coal."; and
(b)by inserting, immediately after sub-paragraph (iv) of paragraph (b), the following sub-paragraph:
(v)Permanent openings in the side plating, the ends or deckhead of open and closed ro-ro cargo spaces shall be so situated that a fire in the cargo space does not endanger stowage areas and embarkation stations for survival craft and accommodation spaces, service spaces and control stations in superstructures and deckhouses above the cargo spaces.”.
Amendment of Regulation 54 of Chapter II-2
33.  Regulation 54 of Chapter II-2 of the principal Regulations is amended —
(a)by deleting the word "Goods" in the heading, and substituting the word "Goods***";
(b)by inserting, immediately below the second footnote in page 193, the following footnote:
*** Refer to the International Maritime Dangerous Goods Code, as amended and the Code of Safe Practice for Solid Bulk Cargoes, adopted by resolution A.434(XI), as amended.”;
(c)by inserting, immediately after sub-paragraph (2) of paragraph (b)(iv), the following sub-paragraph:
(3)Natural ventilation shall be provided in enclosed cargo spaces intended for the carriage of solid dangerous goods in bulk, where there is no provision for mechanical ventilation.”;
(d)by inserting, immediately after sub-paragraph (ix) of paragraph (b), the following sub-paragraphs:
(x)In ships having ro-ro cargo spaces, a separation shall be provided between a closed ro-ro cargo space and an adjacent open ro-ro cargo space. The separation shall be such as to minimise the passage of dangerous vapours and liquids between such spaces. Alternatively, such separation need not be provided if the ro-ro cargo space is considered to be a closed cargo space over its entire length and shall fully comply with the relevant special requirements of this regulation.
(xi)In ships having ro-ro cargo spaces, a separation shall be provided between a closed ro-ro cargo space and the adjacent weather deck. The separation shall be such as to minimise the passage of dangerous vapours and liquids between such spaces. Alternatively, a separation need not be provided if the arrangements of the closed ro-ro cargo spaces are in accordance with those required for the dangerous goods carried on the adjacent weather deck.”.
(e)by deleting Tables 54.1, 54.2 and 54.3 and substituting the following Tables:
Table 54.1Application of the Requirements to Different Modes of Carriage of Dangerous Goods in Ships and Cargo Spaces
Wherever X appears in Table 54.1 it means that this requirement is applicable to all classes of dangerous goods as given in the appropriate line of Table 54.3, except as indicated by the notes.
UNKNOWN
Table 54.2Application of the Requirements to Different Classes of Dangerous Goods for Ships and Cargo Spaces Carrying Solid Dangerous Goods in Bulk
Class
4.1
4.2
4.36
5.1
6.1
8
9
Regulation
 
 
 
 
 
 
 
54(b)(i)(1)
X
X
-
X
-
-
X
54(b)(i)(2)
X
X
-
X
-
-
X
54(b)(ii)
X
X7
X
X8
-
-
X8
54(b)(iv)(1)
-
X7
X
-
-
-
-
54(b)(iv)(2)
X9
X7
X
X7,9
-
-
X7,9
54(b)(iv)(3)
X
X
X
X
X
X
X
54(b)(vi)
X
X
X
X
X
X
X
54(b)(viii)
X
X
X
X7
-
-
X10
Notes:
(6)The hazards of substances in this class which may be carried in bulk are such that special consideration must be given by the Director to the construction and equipment of the ship involved in addition to meeting the requirements enumerated in this table.
(7)Only applicable to Seedcake containing solvent extractions, to Ammonium nitrate and to Ammonium nitrate fertilisers.
(8)Only applicable to Ammonium nitrate and to Ammonium nitrate fertilisers. However, a degree of protection in accordance with standards contained in the International Electrotechnical Commission, publication 79 - Electrical Apparatus for Explosive Gas Atmospheres, is sufficient.
(9)Only suitable wire mesh guards are required.
(10)The requirements of the Code of Safe Practice for Solid Bulk Cargoes adopted by resolution A.434(XI), as amended, are sufficient.
Table 54.3
UNKNOWN
UNKNOWN
Notes:
(11)When “mechanically-ventilated spaces” are required by the International Maritime Dangerous Goods Code, as amended.
(12)Stow 3 m horizontally away from the machinery space boundaries in all cases.
(13)Refer to the International Maritime Dangerous Goods Code.
(14)As appropriate to the goods being carried.".”.
Amendment of Regulation 56 of Chapter II-2
34.  Regulation 56 of Chapter II-2 of the principal Regulations is amended —
(a)by inserting, immediately after "1992" in the heading, the words ", except that paragraph (i) applies to ships constructed on or after 1st July 1998";
(b)by deleting paragraph (g) and substituting the following paragraph:
(g)Exterior boundaries of superstructures and deckhouses enclosing accommodation and including any overhanging decks which support such accommodation, shall be constructed of steel and insulated to "A-60" standard for the whole of the portions which face the cargo area and on the outward sides for a distance of 3 m from the end boundary facing the cargo area. In the case of the sides of those superstructures and deckhouses, such insulation shall be carried as high as is deemed necessary by the Director.”;
(c)by deleting sub-paragraph (iii) of paragraph (h) and substituting the following sub-paragraph:
(iii)Windows and sidescuttles facing the cargo area and on the sides of the superstructures and deckhouses within the limits specified in sup-paragraph (i) shall be of fixed (non-opening) type. Such windows and sidescuttles, except wheelhouse windows, shall be constructed to "A-60" class standard.”; and
(d)by inserting, immediately after paragraph (h), the following paragraph:
(i)On every ship to which this Regulation applies, where there is permanent access from a pipe tunnel to the main pump-room, a watertight door shall be fitted complying with the requirements of Regulation 25-9(b) of Chapter II-1 and in addition with the following:
(1)in addition to bridge operation, the watertight door shall be capable of being manually closed from outside the main pump-room entrance; and
(2)the watertight door shall be kept closed during normal operations of the ship except when access to the pipe tunnel is required.”.
Amendment of Regulation 59 of Chapter II-2
35.  Regulation 59 of Chapter II-2 of the principal Regulations is amended —
(a)by deleting the word "and" at the end of paragraph (a)(ii)(1);
(b)by deleting the full-stop at the end of sub-paragraph (2) of paragraph (a)(ii) and substituting the word "; and", and by inserting, immediately thereafter the following sub-paragraph:
(3)a secondary means of allowing full flow relief of vapour, air or inert gas mixtures to prevent over-pressure or under-pressure in the event of failure of the arrangements in sub-paragraph (2).  Alternatively, pressure sensors may be fitted in each tank protected by the arrangement required in sub-paragraph (2), with a monitoring system in the ship’s cargo control room or the position from which cargo operations are normally carried out. Such monitoring equipment shall also provide an alarm facility which is activated by detection of over-pressure or under-pressure conditions within a tank.”;
(c)by deleting sub-paragraph (2) of paragraph (a)(iii) and substituting the following sub-paragraphs:
(2)Where the arrangements are combined with other cargo tanks, either stop valves or other acceptable means shall be provided to isolate each cargo tank. Where stop valves are fitted, they shall be provided with locking arrangements which shall be under the control of the responsible ship’s officer. There shall be a clear visual indication of the operational status of the valves or other acceptable means. Where tanks have been isolated, it shall be ensured that relevant isolating valves are opened before cargo loading or ballasting or discharging of those tanks is commenced. Any isolation must continue to permit the flow caused by thermal variations in a cargo tank in accordance with sub-paragraph (ii)(1).
(3)If cargo loading and ballasting or discharging of a cargo tank or cargo tank group is intended, which is isolated from a common venting system, that cargo tank or cargo tank group shall be fitted with a means of over-pressure or under-pressure protection as required in sub-paragraph (ii)(3).”;
(d)by inserting, immediately after sub-paragraph (x) of paragraph (a), the following sub-paragraph:
(xi)Ships constructed before 1st July 1998 shall comply with the requirements of sub-paragraphs (ii)(3) and (iii)(3) by the date of the first schedule dry-docking after 1st July 1998, but not later than 1st July 2001.”; and
(e)by inserting, immediately after paragraph (d), the following paragraph:
(e)Combustible gas indicators
All tankers shall be equipped with at least one portable instrument for measuring flammable vapour concentrations, together with a sufficient set of spares. Suitable means shall be provided for the calibration of such instruments.”.
Amendment of Regulation 62 of Chapter II-2
36.  Regulation 62 of Chapter II-2 of the principal Regulations is amended by inserting, at the end of sub-paragraph (1) of paragraph (k)(ii), the words "The control system operated shall provide positive indication of the operational status of such valves.".
Deletion and substitution of Chapter III
37.  Chapter III of the principal Regulations is deleted and the following Chapter substituted therefor:
Chapter IIILife-saving Appliances and Arrangements
Part AGeneral
Regulation 1Application
(a)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 1st July 1998.
(b)For the purpose of this Chapter, the term "a similar stage of construction" means the stage at which —
(i)construction identifiable with a specific ship begins; and
(ii)assembly of that ship has commenced comprising at least 50 tonnes or 1% of the estimated mass of all structural material, whichever is less.
(c)For the purpose of this Chapter —
(i)the expression "ships constructed" means ships the keels of which are laid or which are at a similar stage of construction;
(ii)the expression "all ships" means ships constructed before, on or after 1st July 1998; the expressions "all passenger ships" and "all cargo ships" shall be construed accordingly;
(iii)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.
(d)Ships constructed before 1st July 1998 shall —
(i)subject to the provisions of sub-paragraphs (ii), comply with the requirements which are applicable under Chapter III of the Convention in force prior to 1st July 1998 to new or existing ships as prescribed by that Chapter; and
(ii)when the life-saving appliances or arrangements on such ships are replaced or when such ships undergo repairs, alterations or modifications of a major character which involve replacement of, or any addition to, their existing life-saving appliances or arrangements, such life-saving appliances or arrangements, in so far as is reasonable and practicable, comply with the requirements of this Chapter. However, if a survival craft other than an inflatable liferaft is replaced without replacing its launching appliance, or vice versa, the survival craft or launching appliance may be of the same type as that replaced.
Regulation 2Exemptions
The Director may, if he 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 which, in the course of their voyage, do not proceed more than 20 miles from the nearest land.
Regulation 3Definitions
For the purpose of this Chapter, unless expressly provided otherwise —
“Anti-exposure suit” is a protective suit designed for use by rescue boat crews and marine evacuation system parties;
“Certificated person” is a person who holds a certificate of proficiency in survival craft issued under the authority of, or recognised as valid by, the Director in accordance with the requirements of the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers, in force; or a person who holds a certificate issued or recognised by the Administration of a State not a Party to that Convention for the same purpose as the convention certificate;
“Detection” is the determination of the location of survivors or survival craft;
“Embarkation ladder” is the ladder provided at survival craft embarkation stations to permit safe access to survival craft after launching;
“Float-free launching” is that method of launching a survival craft whereby the craft is automatically released from a sinking ship and is ready for use;
“Free-fall launching” is that method of launching a survival craft whereby the craft with its complement of persons and equipment on board is released and allowed to fall into the sea without any restraining apparatus;
“Immersion suit” is a protective suit which reduces the body heat loss of a person wearing it in cold water;
“Inflatable appliance” is an appliance which depends upon non-rigid, gas-filled chambers for buoyancy and which is normally kept uninflated until ready for use;
“Inflated appliance” is an appliance which depends upon non-rigid, gas-filled chambers for buoyancy and which is kept inflated and ready for use at all times;
“"International Life-Saving Appliance (LSA) Code" (referred to as "the Code"” in this Chapter) means the International Life-Saving Appliance (LSA) Code adopted by the Maritime Safety Committee of the Organisation by resolution MSC.48(66), as it may be amended by the Organisation, 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;
“Launching appliance or arrangement” is a means of transferring a survival craft or rescue boat from its stowed position safely to the water;
“Length” is 96% of the total length on a waterline at 85% of the least moulded depth measured from the top of the keel, or the length from the fore-side of the stem to the axis of the rudder stock on that waterline, if that be greater. In ships designed with a rake of keel the waterline on which this is measured shall be parallel to the designed waterline;
“Lightest sea-going condition” is the loading condition with the ship on even keel, without cargo, with 10% stores and fuel remaining and in the case of a passenger ship with the full number of passengers and crew and their luggage;
“Marine evacuation system” is an appliance for the rapid transfer of persons from the embarkation deck of a ship to a floating survival craft;
“Moulded depth”  
(a)the moulded depth is the vertical distance measured from the top of the keel to the top of the freeboard deck beam at side. In wood and composite ships the distance is measured from the lower edge of the keel rabbet. Where 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 inwards cuts the side of the keel;
(b)in ships having rounded gunwales, the moulded depth shall be measured to the point of intersection of the moulded lines of the deck and side shell plating, the lines extending as though the gunwale were of angular design;
(c)where the freeboard deck is stepped and the raised part of the deck extends over the point at which the moulded depth is to be determined, the moulded depth shall be measured to a line of reference extending from the lower part of the deck along a line parallel with the raised part;
“Novel life-saving appliance or arrangement” is a life-saving appliance or arrangement which embodies new features not fully covered by the provisions of this Chapter or the Code but which provides an equal or higher standard of safety;
“Positive stability” is the ability of a craft to return to its original position after the removal of a heeling moment;
“Recovery time” for a rescue boat is the time required to raise the boat to a position where persons on board can disembark to the deck of the ship. Recovery time includes the time required to make preparations for recovery on board the rescue boat such as passing and securing a painter, connecting the rescue boat to the launching appliance, and the time to raise the rescue boat. Recovery time does not include the time needed to lower the launching appliance into position to recover the rescue boat;
“Rescue boat” is a boat designed to rescue persons in distress and to marshal survival craft;
“Retrieval” is the safe recovery of survivors;
“Ro-ro passenger ship” means a passenger ship with ro-ro cargo spaces or special category spaces as defined in Regulation 3 of Chapter II-2;
“Short international voyage” is an international voyage in the course of which a ship is not more than 200 miles from a port or place in which the passengers and crew could be placed in safety. Neither the distance between the last port of call in the country in which the voyage begins and the final port of destination nor the return voyage shall exceed 600 miles. The final port of destination is the last port of call in the scheduled voyage at which the ship commences its return voyage to the country in which the voyage began;
“Survival craft” is a craft capable of sustaining the lives of persons in distress from the time of abandoning the ship;
“Thermal protective aid” is a bag or suit made of waterproof material with low thermal conductance.
Regulation 4Evaluation, Testing and Approval of
Life-Saving Appliances and Arrangements
(a)Except as provided in paragraphs (e) and (f), life-saving appliances and arrangements required by this Chapter shall be approved by the Director.
(b)Before giving approval to life-saving appliances and arrangements, the Director will require that such life-saving appliances and arrangements:
(i)are tested, to confirm that they comply with the requirements of this Chapter and the Code, in accordance with the recommendations of the Organisation; or
(ii)have successfully undergone, to the satisfaction of the Director, tests which are substantially equivalent to those specified in those recommendations.
(c)Before giving approval to novel life-saving appliances or arrangements, the Director will require that such appliances or arrangements:
(i)provide safety standards at least equivalent to the requirements of this Chapter and the Code and have been evaluated and tested in accordance with the recommendations of the Organisation; or
(ii)have successfully undergone, to the satisfaction of the Director, evaluation and tests which are substantially equivalent to those recommendations.
(d)An approval granted by the Director may be subjected to any conditions as determined by the Director, the contravention of which would result in the withdrawal of such approval.
(e)Before life-saving appliances and arrangements that have not been previously approved by the Director are accepted, such life-saving appliances and arrangements shall comply with the requirements of this Chapter and the Code to the satisfaction of the Director.
(f)Life-saving appliances required by this Chapter for which detailed specifications are not included in the Code shall be to the satisfaction of the Director.
Production Tests
Life-saving appliances are to be subjected to such production tests as considered necessary by the Director to ensure that the life-saving appliances are manufactured to the same standard as the approved prototype.
Part BRequirements for Ships and
Life-saving Appliances
Section IPassenger Ships and Cargo Ships
Regulation 6Communications
(a)Paragraph (b) applies to all passenger ships and to all cargo ships of 300 tons and upwards.
(b)Radio life-saving appliances
(i)Two-way VHF radiotelephone apparatus.
(1)At least three two-way VHF radiotelephone apparatus shall be provided on every passenger ship and on every cargo ship of 500 tons and upwards. At least two two-way VHF radiotelephone apparatus shall be provided on every cargo ship of 300 tons and upwards but less than 500 tons. Such apparatus shall conform to performance standards not inferior to those adopted by the Organisation If a fixed two-way VHF radiotelephone apparatus is fitted in a survival craft it shall conform to performance standards not inferior to those adopted by Organisation.
(2)Two-way VHF radiotelephone apparatus provided on board ships prior to 1st February 1992 and not complying fully with the performance standards adopted by the Organisation may be accepted by the Director until 1st February 1999 provided the Director is satisfied that they are compatible with approved two-way VHF radiotelephone apparatus.
(ii)Radar transponders
At least one radar transponder shall be carried on each side of every passenger ship and of every cargo ship of 500 tons and upwards. At least one radar transponder shall be carried on every cargo ship of 300 tons and upwards but less than 500 tons. Such radar transponder shall conform to performance standards not inferior to those adopted by the Organisation. The radar transponders shall be stowed in such locations that they can be rapidly placed in any survival craft other than the liferaft or liferafts required by Regulation 31 (a) (iv). Alternatively one radar transponder shall be stowed in each survival craft other than those required by Regulation 31 (a) (iv). On ships carrying at least two radar transponders and equipped with free-fall lifeboats one of the radar transponders shall be stowed in a free-fall lifeboat and the other located in the immediate vicinity of the navigation bridge so that it can be utilised on board and ready for transfer to any of the other survival craft.
(c)Distress flares
Not less than 12 rocket parachute flares, complying with the requirements of section 3.1 of the Code, shall be carried and be stowed on or near the navigation bridge.
(d)On-board communications and alarm systems
(i)An emergency means comprised of either fixed or portable equipment or both shall be provided for two-way communications between emergency control stations, muster and embarkation stations and strategic positions on board.
(ii)A general emergency alarm system complying with the requirements of paragraph 7.2.1 of the Code shall be provided and shall be used for summoning passengers and crew to muster stations and to initiate the actions included in the muster list. The system shall be supplemented by either a public address system complying with the requirements of paragraph 7.2.2 of the Code or other suitable means of communication. Entertainment sound systems shall automatically be turned off when the general emergency alarm system is activated.
(iii)On passenger ships the general emergency alarm system shall be audible on all open decks.
(iv)On ships fitted with a marine evacuation system communication between the embarkation station and the platform or the survival craft shall be ensured.
(e)Public address systems on passenger ships
(i)In addition to the requirements of Regulation 40 (e) or 41-2 (d) (ix) of Chapter II-2, as appropriate, and of paragraph (d) (ii), all passenger ships shall be fitted with a public address system. With respect to passenger ships constructed before 1st July 1997 the requirements of sub-paragraphs (ii) and (iv), subject to the provisions of sub-paragraph (v), shall apply not later than the date of the first periodical survey after 1st July 1997.
(ii)The public address system shall be clearly audible above the ambient noise in all spaces, prescribed by paragraph 7.2.2.1 of the Code, and shall be provided with an override function controlled from one location on the navigation bridge and such other places on board as the Director deems necessary, so that all emergency messages will be broadcast if any loudspeaker in the spaces concerned has been switched off, its volume has been turned down or the public address system is used for other purposes.
(iii)On passenger ships constructed on or after 1st July 1997 —
(1)the public address system shall have at least two loops which shall be sufficiently separated throughout their length and have two separate and independent amplifiers; and
(2)the public address system and its performance standards shall be approved by the Director having regard to the recommendations adopted by the Organisation.
(iv)The public address system shall be connected to the emergency source of electrical power required by Regulation 42 (b) (ii) of Chapter II-1.
(v)Ships constructed before 1st July 1997 which are already fitted with the public address system approved by the Director which complies substantially with those required by sub-paragraphs (ii) and (iv) and paragraph 7.2.2.1 of the Code are not required to change their system.
Regulation 7Personal Life-Saving Appliances
(a)Lifebuoys
(i)Lifebuoys complying with the requirements of paragraph 2.1.1 of the Code shall be —
(1)so distributed as to be readily available on both sides of the ship and as far as practicable on all open decks extending to the ship’s side; at least one shall be placed in the vicinity of the stern; and
(2)so stowed as to be capable of being rapidly cast loose, and not permanently secured in any way.
(ii)At least one lifebuoy on each side of the ship shall be fitted with a buoyant lifeline complying with the requirements of paragraph 2.1.4 of the Code equal in length to not less than twice the height at which it is stowed above the waterline in the lightest seagoing condition, or 30 m, whichever is the greater.
(iii)Not less than one half of the total number of lifebuoys shall be provided with lifebuoy self-igniting lights complying with the requirements of paragraph 2.1.2 of the Code; not less than two of these shall also be provided with lifebuoy self-activating smoke signals complying with the requirements of paragraph 2.1.3 of the Code and be capable of quick release from the navigation bridge; lifebuoys with lights and those with lights and smoke signals shall be equally distributed on both sides of the ship and shall not be the lifebuoys provided with lifelines in compliance with the requirements of sub-paragraph (ii).
(iv)Each lifebuoy shall be marked in block capitals of the Roman alphabet with the name and port of registry of the ship on which it is carried.
(b)Lifejackets
(i)A lifejacket complying with the requirements of paragraph 2.2.1 or 2.2.2 of the Code shall be provided for every person on board the ship and, in addition —
(1)a number of lifejackets suitable for children equal to at least 10% of the number of passengers on board shall be provided or such greater number as may be required to provide a lifejacket for each child; and
(2)lifejackets shall be carried for persons on watch and for use at remotely located survival craft stations in unlocked and clearly marked dry stowage positions in accordance with the following table:
Number of
Crew members
Minimum number of
additional lifejackets
More than 16 crew members
not less than 25% of crew members
Up to 16 crew members
not less than 4
These lifejackets should be stowed on the bridge, in the engine control room and at any other manned watch station.
(ii)Lifejackets shall be so placed as to be readily accessible and their position shall be plainly indicated. Where, due to the particular arrangements of the ship, the lifejackets provided in compliance with the requirements of sub-paragraph (i) may become inaccessible, alternative provisions shall be made to the satisfaction of the Director which may include an increase in the number of lifejackets to be carried.
(iii)The lifejackets used in totally enclosed lifeboats, except free-fall lifeboats, shall not impede entry into the lifeboat or seating, including operation of the seat belts in the lifeboat.
(iv)Lifejackets selected for free-fall lifeboats, and the manner in which they are carried or worn, shall not interfere with entry into the lifeboat, occupant safety or operation of the lifeboat.
(c)Immersion suits and anti-exposure suits
An immersion suit, complying with the requirements of section 2.3 of the Code or an anti-exposure suit complying with section 2.4 of the Code, of an appropriate size, shall be provided for every person assigned to crew the rescue boat or assigned to the marine evacuation system party. If the ship is constantly engaged in warm climates where, in the opinion of the Director thermal protection is unnecessary, this protective clothing need not be carried.
Regulation 8Muster List and Emergency Instructions
(a)This Regulation applies to all ships.
(b)Clear instructions to be followed in the event of an emergency shall be provided for every person on board. In the case of passenger ships these instructions shall be drawn up in the English language.
(c)Muster lists and emergency instructions complying with the requirements of Regulation 37 shall be exhibited in conspicuous places throughout the ship including the navigation bridge, engine-room and crew accommodation spaces.
(d)Illustrations and instructions in the English language shall be posted in passenger cabins and be conspicuously displayed at muster stations and other passenger spaces to inform passengers of —
(i)their muster station;
(ii)the essential actions they must take in an emergency; and
(iii)the method of donning lifejackets.
Regulation 9Operating Instructions
(a)This Regulation applies to all ships.
(b)Posters or signs shall be provided on or in the vicinity of survival craft and their launching controls and shall —
(i)illustrate the purpose of controls and the procedures for operating the appliance and give relevant instructions or warnings;
(ii)be easily seen under emergency lighting conditions; and
(iii)use symbols in accordance with the recommendations of the Organisation*.
*Refer to the Symbols Related to Life-Saving Appliances and Arrangements, adopted by the Organisation by resolution A.760 (18)
Regulation 10Manning of Survival Craft and Supervision
(a)This Regulation applies to all ships.
(b)There shall be a sufficient number of trained persons on board for mustering and assisting untrained persons.
(c)There shall be a sufficient number of crew members, who may be deck officers or certificated persons, on board for operating the survival craft and launching arrangements required for abandonment by the total number of persons on board.
(d)A deck officer or certificated person shall be placed in charge of each survival craft to be used. However, the Director, having due regard to the nature of the voyage, the number of persons on board and the characteristics of the ship, may permit persons practised in the handling and operation of liferafts to be placed in charge of liferafts in lieu of persons qualified as above. A second-in-command shall also be nominated in the case of lifeboats.
(e)The person in charge of the survival craft shall have a list of the survival craft crew and shall see that the crew under his command are acquainted with their duties. In lifeboats the second-in-command shall also have a list of the lifeboat crew.
(f)Every motorised survival craft shall have a person assigned who is capable of operating the engine and carrying out minor adjustments.
(g)The master shall ensure the equitable distribution of persons referred to in paragraphs (b), (c) and (d) among the ship’s survival craft.
Regulation 11Survival Craft Muster and Embarkation Arrangements
(a)Lifeboats and liferafts for which approved launching appliances are required shall be stowed as close to accommodation and service spaces as possible.
(b)Muster stations shall be provided close to the embarkation stations. Each muster station shall have sufficient clear deck space to accommodate all persons assigned to muster at that station, but at least 0.35 m2 per person.
(c)Muster and embarkation stations shall be readily accessible from accommodation and work areas.
(d)Muster and embarkation stations shall be adequately illuminated by lighting supplied from the emergency source of electrical power required by Regulation 42 or 43 of Chapter II-1, as appropriate.
(e)Alleyways, stairways and exits giving access to the muster and embarkation stations shall be lighted. Such lighting shall be capable of being supplied by the emergency source of electrical power required by Regulation 42 or 43 of Chapter II-1, as appropriate. In addition to and as part of the markings required under Regulation 28 (a) (x) of Chapter II-2, routes to muster stations shall be indicated with the muster station symbol, intended for that purpose, in accordance with the recommendations of the Organisation.
(f)Davit-launched and free-fall launched survival craft muster and embarkation stations shall be so arranged as to enable stretcher cases to be placed in survival craft.
(g)An embarkation ladder complying with the requirements of paragraph 6.1.6 of the Code extending, in a single length, from the deck to the waterline in the lightest seagoing condition under unfavourable conditions of trim of up to 10° and a list of up to 20° either way shall be provided at each embarkation station or at every two adjacent embarkation stations for survival craft launched down the side of the ship. However, the Director may permit such ladders to be replaced by approved devices to afford access to the survival craft when waterborne, provided that there shall be at least one embarkation ladder on each side of the ship. Other means of embarkation enabling descent to the water in a controlled manner may be permitted for the liferafts required by Regulation 31(a)(iv).
(h)Where necessary, means shall be provided for bringing the davit-launched survival craft against the ship’s side and holding them alongside so that persons can be safely embarked.
Regulation 12Launching Stations
Launching stations shall be in such positions as to ensure safe launching having particular regard to clearance from the propeller and steeply overhanging portions of the hull and so that, as far as possible, survival craft, except survival craft specially designed for free-fall launching, can be launched down the straight side of the ship. If positioned forward, they shall be located abaft the collision bulkhead in a sheltered position and, in this respect, the strength of the launching appliance shall be to the satisfaction of the Director or authorised organisation.
Regulation 13Stowage of Survival Craft
(a)Each survival craft shall be stowed —
(i)so that neither the survival craft nor its stowage arrangements will interfere with the operation of any other survival craft or rescue boat at any other launching station;
(ii)as near the water surface as is safe and practicable and, in the case of a survival craft other than a liferaft intended for throw over board launching, in such a position that the survival craft in the embarkation position is not less than 2 m above the waterline with the ship in the fully loaded condition under unfavourable conditions of trim of up to 10° and listed up to 20° either way, or to the angle at which the ship’s weather deck edge becomes submerged, whichever is less;
(iii)in a state of continuous readiness so that two crew members can carry out preparations for embarkation and launching in less than 5 minutes;
(iv)fully equipped as required by this Chapter and the Code; and
(v)as far as practicable, in a secure and sheltered position and protected from damage by fire and explosion. In particular, survival craft on tankers, other than the liferafts required by Regulation 31(a)(iv), shall not be stowed on or above a cargo tank, slop tank, or other tank containing explosive or hazardous cargoes.
(b)Lifeboats for lowering down the ship’s side shall be stowed as far forward of the propeller as practicable. On cargo ships of 80 m in length and upwards but less than 120 m in length, each lifeboat shall be so stowed that the after end of the lifeboat is not less than the length of the lifeboat forward of the propeller. On cargo ships of 120 m in length and upwards and passenger ships of 80 m in length and upwards, each lifeboat shall be so stowed that the after end of the lifeboat is not less than 1.5 times the length of the lifeboat forward of the propeller. Where appropriate, the ship shall be so arranged that lifeboats, in their stowed positions, are protected from damage by heavy seas.
(c)Lifeboats shall be stowed attached to launching appliances.
(d)(i) Every liferaft shall be stowed with its painter permanently attached to the ship.
(ii)Each liferaft or group of liferafts shall be stowed with a float-free arrangement complying with the requirements of paragraph 4.1.6 of the Code so that each floats free and, if inflatable, inflates automatically when the ship sinks.
(iii)Liferafts shall be so stowed as to permit manual release of one raft or container at a time from their securing arrangements.
(iv)Sub-paragraphs (i) and (ii) do not apply to liferafts required by Regulation 31 (a) (iv).
(e)Davit-launched liferafts shall be stowed within reach of the lifting hooks, unless some means of transfer is provided which is not rendered inoperable within the limits of trim and list prescribed in paragraph (a)(ii) or by ship motion or power failure.
(f)Liferafts intended for throw-overboard launching shall be so stowed as to be readily transferable for launching on either side of the ship unless liferafts, of the aggregate capacity required by Regulation 31(a) to be capable of being launched on either side, are stowed on each side of the ship.
Regulation 14Stowage of Rescue Boats
Rescue boats shall be stowed —
(i)in a state of continuous readiness for launching in not more than 5 minutes;
(ii)in a position suitable for launching and recovery;
(iii)so that neither the rescue boat nor its stowage arrangements will interfere with the operation of any survival craft at any other launching station; and
(iv)if it is also a lifeboat, in compliance with the requirements of Regulation 13.
Regulation 15Stowage of Marine Evacuation Systems
(a)The ship’s side shall not have any openings between the embarkation station of the marine evacuation system and the waterline in the lightest seagoing condition and means shall be provided to protect the system from any projections.
(b)Marine evacuation systems shall be in such positions as to ensure safe launching having particular regard to clearance from the propeller and steeply overhanging positions of the hull and so that, as far as practicable, the system can be launched down the straight side of the ship.
(c)Each marine evacuation system shall be stowed so that neither the passage nor platform nor its stowage or operational arrangements will interfere with the operation of any other life-saving appliance at any other launching station.
(d)Where appropriate, the ship shall be so arranged that the marine evacuation systems in their stowed positions are protected from damage by heavy seas.
Regulation 16Survival Craft Launching and Recovery Arrangements
(a)Unless expressly provided otherwise, launching and embarkation appliances complying with the requirements of section 6.1 of the Code shall be provided for all survival craft except those which are —
(i)boarded from a position on deck less than 4.5 m above the waterline in the lightest seagoing condition and which have a mass of not more than 185 kg;
(ii)boarded from a position on deck less than 4.5 m above the waterline in the lightest seagoing condition and which are stowed for launching directly from the stowed position under unfavourable conditions of trim of up to 10° and list of up to 20° either way;
(iii)carried in excess of the survival craft for 200% of the total number of persons on board the ship and which have a mass of not more than 185 kg;
(iv)carried in excess of the survival craft for 200% of the total number of persons on board the ship, are stowed for launching directly from the stowed position under unfavourable conditions of trim of up to 10° and list of up to 20° either way; or
(v)provided for use in conjunction with a marine evacuation system, complying with the requirements of section 6.2 of the Code and stowed for launching directly from the stowed position under unfavourable conditions of trim of up to 10° and list of up to 20° either way.
(b)Each lifeboat shall be provided with an appliance which is capable of launching and recovering the lifeboat. In addition there shall be provision for hanging-off the lifeboat to free the release gear for maintenance.
(c)Launching and recovery arrangements shall be such that the appliance operator on the ship is able to observe the survival craft at all times during launching and for lifeboats during recovery.
(d)Only one type of release mechanism shall be used for similar survival craft carried on board the ship.
(e)Preparation and handling of survival craft at any one launching station shall not interfere with the prompt preparation and handling of any other survival craft or rescue boat at any other station.
(f)Falls, where used, shall be long enough for the survival craft to reach the water with the ship in its lightest seagoing condition, under unfavourable conditions of trim of up to 10° and list of up to 20° either way.
(g)During preparation and launching, the survival craft, its launching appliance, and the area of water into which it is to be launched shall be adequately illuminated by lighting supplied from the emergency source of electrical power required by Regulation 42 or 43 of Chapter II-1, as appropriate.
(h)Means shall be available to prevent any discharge of water onto survival craft during abandonment.
(i)If there is a danger of the survival craft being damaged by the ship’s stabiliser wings, means shall be available, powered by an emergency source of energy, to bring the stabiliser wings inboard; indicators operated by an emergency source of energy shall be available on the navigation bridge to show the position of the stabiliser wings.
(j)If partially enclosed lifeboats complying with the requirements of section 4.5 of the Code are carried, a davit span shall be provided, fitted with not less than two lifelines of sufficient length to reach the water with the ship in its lightest seagoing condition, under unfavourable conditions of trim of up to 10° and list of up to 20° either way.
Regulation 17Rescue Boat Embarkation, Launching and Recovery Arrangements
(a)The rescue boat embarkation and launching arrangements shall be such that the rescue boat can be boarded and launched in the shortest possible time.
(b)If the rescue boat is one of the ship’s survival craft, the embarkation arrangements and launching station shall comply with the requirements of Regulations 11 and 12.
(c)Launching arrangements shall comply with the requirements of Regulation 16. However, all rescue boats shall be capable of being launched, where necessary utilising painters, with the ship making headway at speeds up to 5 knots in calm water.
(d)Recovery time of the rescue boat shall be not more than 5 minutes in moderate sea conditions when loaded with its full complement of persons and equipment. If the rescue boat is also a lifeboat, this recovery time shall be possible when loaded with its lifeboat equipment and the approved rescue boat complement of at least 6 persons.
(e)Rescue boat embarkation and recovery arrangements shall allow for safe and efficient handling of a stretcher case. Foul weather recovery strops shall be provided for safety if heavy fall blocks constitute a danger.
Regulation 18Line-Throwing Appliances
A line-throwing appliance complying with the requirements of section 7.1 of the Code shall be provided.
Regulation 19Emergency Training and Drills
(a)This regulation applies to all ships.
(b)Familiarity with safety installations and practice musters
(i)Every crew member with assigned emergency duties shall be familiar with these duties before the voyage begins.
(ii)On a ship engaged on a voyage where passengers are scheduled to be on board for more than 24 hours, musters of the passengers shall take place within 24 hours after their embarkation. Passengers shall be instructed in the use of the lifejackets and the action to take in an emergency.
(iii)Whenever new passengers embark, a passenger safety briefing shall be given immediately before sailing, or immediately after sailing. The briefing shall include the instructions required by Regulations 8(b) and (d), and shall be made by means of an announcement, in one or more languages likely to be understood by the passengers. The announcement shall be made on the ship’s public address system, or by other equivalent means likely to be heard at least by the passengers who have not yet heard it during the voyage. The briefing may be included in the muster required by sub-paragraph (ii) if the muster is held immediately upon departure. Information cards or posters or video programmes displayed on ships video displays may be used to supplement the briefing, but may not be used to replace the announcement.
(c)Drills
(i)Drills shall, as far as practicable, be conducted as if there were an actual emergency.
(ii)Every crew member shall participate in at least one abandon ship drill and one fire drill every month. The drills of the crew shall take place within 24 hours of the ship leaving a port if more than 25% of the crew have not participated in abandon ship and fire drills on board that particular ship in the previous month. When a ship enters service for the first time, after modification of a major character or when a new crew is engaged, these drills shall be held before sailing. The Director may accept other arrangements that are at least equivalent for those classes of ships for which this is impracticable.
(iii)Abandon ship drill
(1)Each abandon ship drill shall include —
(A)summoning of passengers and crew to muster stations with the alarm required by Regulation 6(d)(ii) followed by drill announcement on the public address or other communication system and ensuring that they are made aware of the order to abandon ship;
(B)reporting to stations and preparing for the duties described in the muster list;
(C)checking that passengers and crew are suitably dressed;
(D)checking that lifejackets are correctly donned;
(E)lowering of at least one lifeboat after any necessary preparation for launching;
(F)starting and operating the lifeboat engine;
(G)operation of davits used for launching liferafts;
(H)a mock search and rescue of passengers trapped in their staterooms; and
(I)instruction in the use of radio life-saving appliances.
(2)Different lifeboats shall, as far as practicable, be lowered in compliance with the requirements of sub-paragraph (1)(E) at successive drills.
(3)Except as provided in sub-paragraphs (4) and (5), each lifeboat shall be launched with its assigned operating crew aboard and manoeuvred in the water at least once every 3 months during an abandon ship drill.
(4)Lowering into the water, rather than launching of a lifeboat arranged for free-fall launching, is acceptable where free-fall launching is impracticable provided the lifeboat is free-fall launched with its assigned operating crew aboard and manoeuvred in the water at least once every six months. However, in cases where it is impracticable, the Director may extend this period to 12 months provided that arrangements are made for simulated launching which will take place at intervals of not more than 6 months.
(5)The Director may allow ships operating on short international voyages not to launch the lifeboats on one side if their berthing arrangements in port and their trading patterns do not permit launching of lifeboats on that side. However, all such lifeboats shall be lowered at least once every 3 months and launched at least annually.
(6)As far as is reasonable and practicable, rescue boats other than lifeboats which are also rescue boats, shall be launched each month with their assigned crew aboard and manoeuvred in the water. In all cases this requirement shall be complied with at least once every 3 months.
(7)If lifeboat and rescue boat launching drills are carried out with the ship making headway, such drills shall, because of the dangers involved, be practised in sheltered waters only and under the supervision of an officer experienced in such drills*.
* Refer to the Guidelines on Training for the purpose of Launching Lifeboats and Rescue Boats from Ships Making headway Through the Water adopted by the Organisation by resolution A. 624 (15).
(8)If a ship is fitted with marine evacuation systems, drills shall include exercising of the procedures required for the deployment of such a system up to the point immediately preceding actual deployment of the system. This aspect of drills should be augmented by regular instruction using the on-board training aids required by Regulation 35(d). Additionally every system party member shall, as far as practicable, be further trained by participation in a full deployment of a similar system into water, either on board a ship or ashore, at intervals of not longer than 2 years, but in no case longer than 3 years. This training can be associated with the deployments required by Regulation 20 (h) (ii).
(9)Emergency lighting for mustering and abandonment shall be tested at each abandon ship drill.
(iv)Fire drills
(1)Fire drills should be planned in such a way that due consideration is given to regular practice in the various emergencies that may occur depending on the type of ships and the cargo.
(2)Each fire drill shall include —
(A)reporting to stations and preparing for the duties described in the muster list required by Regulation 8;
(B)starting of a fire pump, using at least the two required jets of water to show that the system is in proper working order;
(C)checking of fireman’s outfit and other personal rescue equipment;
(D)checking of relevant communication equipment;
(E)checking the operation of watertight doors, fire doors, fire dampers and main inlets and outlets of ventilation systems in the drill area; and
(F)checking the necessary arrangements for subsequent abandoning of the ship.
(3)The equipment used during drills shall immediately be brought back to its fully operational condition and any faults and defects discovered during the drills shall be remedied as soon as possible.
(d)On-board training and instructions
(i)On-board training in the use of the ship’s life-saving appliances, including survival craft equipment, and in the use of the ship’s fire-extinguishing appliances shall be given as soon as possible but not later than 2 weeks after a crew member joins the ship. However, if the crew member is on a regularly scheduled rotating assignment to the ship, such training shall be given not later than 2 weeks after the time of first joining the ship. Instructions in the use of the ship’s fire-extinguishing appliances, life-saving appliances, and in survival at sea shall be given at the same interval as the drills. Individual instruction may cover different parts of the ship’s life-saving and fire-extinguishing appliances, but all the ship’s life-saving and fire-extinguishing appliances shall be covered within any period of 2 months.
(ii)Every crew member shall be given instructions which shall include but not necessarily be limited to —
(1)operation and use of the ship’s inflatable liferafts;
(2)problems of hypothermia, first-aid treatment for hypothermia and other appropriate first-aid procedures;
(3)special instructions necessary for use of the ship’s life-saving appliances in severe weather and severe sea conditions; and
(4)operation and use of fire-extinguishing appliances.
(iii)On-board training in the use of davit-launched liferafts shall take place at intervals of not more than 4 months on every ship fitted with such appliances. Whenever practicable this shall include the inflation and lowering of a liferaft. This liferaft may be a special liferaft intended for training purposes only, which is not part of the ship’s life-saving equipment; such a special liferaft shall be conspicuously marked.
(e)Records
The date when musters are held, details of abandon ship drills and fire drills, drills of other life-saving appliances and on board training shall be recorded in the official log-book. If a full muster, drill or training session is not held at the appointed time, an entry shall be made in the official log-book stating the circumstances and the extent of the muster, drill or training session held.
Regulation 20Operational Readiness, Maintenance and Inspections
(a)This regulation applies to all ships. The requirements of paragraphs (c) and (f)(ii) shall be complied with, as far as is practicable, on ships constructed before 1st July 1986.
(b)Operational readiness
Before the ship leaves port and at all times during the voyages, all life-saving appliances shall be in working order and ready for immediate use.
(c)Maintenance
(i)Instructions for on board maintenance of life-saving appliances complying with the requirements of Regulation 36 shall be provided and maintenance shall be carried out accordingly.
(ii)The Director may accept, in lieu of the instructions required by sub-paragraph (i), a shipboard planned maintenance programme which includes the requirements of Regulation 36.
(d)Maintenance of falls
(i)Falls used in launching shall be turned end for end at intervals of not more than 30 months and be renewed when necessary due to deterioration of the falls or at intervals of not more than 5 years, whichever is the earlier.
(ii)The Director may accept in lieu of the "end for end" required in sub-paragraph (i), periodic inspection of the falls and their renewal whenever necessary due to deterioration or at intervals of not more than 4 years, whichever one is earlier.
(e)Spares and repair equipment
Spares and repair equipment shall be provided for life-saving appliances and their components which are subject to excessive wear or consumption and need to be replaced regularly.
(f)Weekly inspection
The following tests and inspections shall be carried out weekly:
(i)all survival craft, rescue boats and launching appliances shall be visually inspected to ensure that they are ready for use;
(ii)all engines in lifeboats and rescue boats shall be run for a total period of not less than 3 minutes 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 minutes, it should be run for such period as prescribed in the manufacturer’s handbook. In special cases the Director may waive this requirement for ships constructed before 1st July 1986; and
(iii)the general emergency alarm system shall be tested.
(g)Monthly inspections
Inspection of the life-saving appliances, including lifeboat equipment, shall be carried out monthly using the checklist required by Regulation 36(i) to ensure that they are complete and in good order. A report of the inspection shall be entered in the official log-book.
(h)Servicing of inflatable liferafts, inflatable lifejackets, marine evacuation systems, and inflated rescue boats
(i)Every inflatable liferaft, inflatable lifejacket, and marine evacuation systems shall be serviced —
(1)at intervals not exceeding 12 months, provided where in any case this is impracticable, the Director may extend this period to 17 months; and
(2)at an approved servicing station which is competent to service them, maintains proper servicing facilities and uses only properly trained personnel.
(ii)Rotational deployment of marine evacuation systems
In addition to or in conjunction with the servicing intervals of marine evacuation systems required by sub-paragraph (i), each marine evacuation system should be deployed from the ship on a rotational basis at intervals to be agreed by the Director provided that each system is to be deployed at least once every six years.
(iii)New and novel inflatable liferaft arrangements approved by the Director pursuant to Regulation 4 may be allowed extended service intervals on the following conditions:
(1)The new and novel liferaft arrangement has proved to maintain the same standard, as required by testing procedures, during extended service intervals.
(2)The liferaft system shall be checked on board by certified personnel according to sub-paragraph (i)(1).
(3)Service at intervals not exceeding 5 years shall be carried out in accordance with the recommendations of the Organisation*.
* Refer to the Recommendation on Conditions for the Approval of Servicing Stations for Inflatable Liferafts adopted by the Organisation by resolution A.761(18).
(iv)All repairs and maintenance of inflated rescue boats shall be carried out in accordance with the manufacturer’s instructions. Emergency repairs may be carried out on board the ship; however, permanent repairs shall be effected at an approved servicing station.
(i)Periodic servicing of hydrostatic release units
Hydrostatic release units, other than disposable hydrostatic release units, shall be serviced —
(i)at intervals not exceeding 12 months, provided where in any case this is impracticable, the Director may extend this period to 17 months; and
(ii)at a servicing station which is competent to service them, maintains proper servicing facilities and uses only properly trained personnel.
(j)Marking of stowage locations
Containers, brackets, racks, and other similar stowage locations for life-saving equipment shall be marked with symbols in accordance with the recommendations of the Organisation**, indicating the devices stowed in that location for that purpose. If more than one device is stowed in that location, the number of devices shall also be indicated.
** Refer to the symbols Related to Life-Saving Appliances and Arrangements, adopted by the Organisation by resolution A. 760(18).
(k)Periodic servicing of launching appliances and on-load release gear
(i)Launching appliances —
(1)shall be serviced at recommended intervals in accordance with instructions for on-board maintenance as required by Regulation 36;
(2)shall be subjected to a thorough examination at intervals not exceeding 5 years; and
(3)shall upon completion of the examination in sub-paragraph (2) be subjected to a dynamic test of the winch brake in accordance with paragraph 6.1.2.5.2 of the Code.
(ii)Lifeboat on-load release gear shall be —
(1)serviced at recommended intervals in accordance with instructions for on board maintenance as required by Regulation 36;
(2)subjected to a thorough examination and test during the surveys required by Regulations 7 and 8 of Chapter I 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 overhauling and test shall be carried out at least once every 5 years*.
* Refer to the Recommendation on Testing of Life-Saving Appliances, adopted by the Organisation by resolution A.689(17), as it may be amended.
Section IIPassenger Ships
(Additional Requirements)
Regulation 21Survival Craft and Rescue Boats
(a)Survival craft
(i)Passenger ships engaged on international voyages which are not short international voyages shall carry —
(1)partially or totally enclosed lifeboats complying with the requirements of section 4.5 or 4.6 of the Code on each side of such aggregate capacity as will accommodate not less than 50% of the total number of persons on board. The Director may permit the substitution of lifeboats by liferafts of equivalent total capacity provided that there shall never be less than sufficient lifeboats on each side of the ship to accommodate 37.5% of the total number of persons on board. The inflatable or rigid liferafts shall comply with the requirements of section 4.2 or 4.3 of the Code and shall be served by launching appliances equally distributed on each side of the ship; and
(2)in addition, inflatable or rigid liferafts complying with the requirements of section 4.2 or 4.3 of the Code of such aggregate capacity as will accommodate at least 25% of the total number of persons on board. These liferafts shall be served by at least one launching appliance on each side which may be those provided in compliance with the requirements of sub-paragraph (1) or equivalent approved appliances capable of being used on both sides. However, stowage of these liferafts need not comply with the requirements of Regulation 13 (e).
(ii)Passenger ships engaged on short international voyages and complying with the special standards of subdivision prescribed by Regulation 6 (e) of Chapter II-1 shall carry —
(1)partially or totally enclosed lifeboats complying with the requirements of section 4.5 or 4.6 of the Code of such aggregate capacity as will accommodate at least 30% of the total number of persons on board. The lifeboats shall, as far as practicable, be equally distributed on each side of the ship. In addition inflatable or rigid liferafts complying with the requirements of section 4.2 or 4.3 of the Code shall be carried of such aggregate capacity that, together with the lifeboat capacity, the survival craft will accommodate the total number of persons on board. The liferafts shall be served by launching appliances equally distributed on each side of the ship; and
(2)in addition, inflatable or rigid liferafts complying with the requirements of section 4.2 or 4.3 of the Code of such aggregate capacity as will accommodate at least 25% of the total number of persons on board. These liferafts shall be served by at least one launching appliance on each side which may be those provided in compliance with the requirements of sub-paragraph (1) or equivalent approved appliances capable of being used on both sides. However, stowage of these liferafts need not comply with the requirements of Regulation 13(e).
(iii)Passenger ships engaged on short international voyages and not complying with the special standards of subdivision prescribed by Regulation 6(e) of Chapter II-1, shall carry survival craft complying with the requirements of sub-paragraph (i).
(iv)All survival craft required to provide for abandonment by the total number of persons on board shall be capable of being launched with their full complement of persons and equipment within a period of 30 min from the time the abandon ship signal is given.
(v)In lieu of meeting the requirements of sub-paragraph (i), (ii) or (iii), passenger ships of less than 500 tons where the total number of persons on board is less than 200, may comply with the following:
(1)they shall carry on each side of the ship, inflatable or rigid liferafts complying with the requirements of section 4.2 or 4.3 of the Code and of such aggregate capacity as will accommodate the total number of persons on board;
(2)unless the liferafts required by sub-paragraph (1) are 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;
(3)if the rescue boat required by paragraph (b)(ii) is also a partially or totally enclosed lifeboat complying with the requirements of section 4.5 or 4.6 of the Code, it may be included in the aggregate capacity required by sub-paragraph (1), provided that the total capacity available on either side of the ship is at least 150% of the total number of persons on board; and
(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 those which are 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.
(vi)A marine evacuation system or systems complying with section 6.2 of the Code may be substituted for the equivalent capacity of liferafts and launching appliances required by sub-paragraph (i)(1) or (ii)(1).
(b)Rescue boats
(i)Passenger ships of 500 tons and over shall carry at least one rescue boat complying with the requirements of section 5.1 of the Code on each side of the ship.
(ii)Passenger ships of less than 500 tons shall carry at least one rescue boat complying with the requirements of section 5.1 of the Code.
(iii)A lifeboat may be accepted as a rescue boat provided it also complies with the requirements for a rescue boat.
(c)Marshalling of liferafts
(i)The number of lifeboats and rescue boats that are carried on passenger ships shall be sufficient to ensure that in providing for abandonment by the total number of persons on board not more than six liferafts need be marshalled by each lifeboat or rescue boat.
(ii)The number of lifeboats and rescue boats that are carried on passenger ships engaged on short international voyages and complying with the special standards of subdivision prescribed by Regulation 6 (e) of Chapter II-1 shall be sufficient to ensure that in providing for abandonment by the total number of persons on board not more than nine liferafts need be marshalled by each lifeboat or rescue boat.
Regulation 22Saving Appliances
(a)Lifebuoys
(i)A passenger ship shall carry not less than the number of lifebuoys complying with the requirements of Regulation 7(a) and section 2.1 of the Code prescribed in the following table:
Length of ship in metres
Minimum number of lifebuoys
Under 60
8
60 and under 120
12
120 and under 180
18
180 and under 240
24
240 and over
30
(ii)Notwithstanding Regulation 7(a)(iii), passenger ships of under 60 m in length shall carry not less than six lifebuoys provided with self-igniting lights.
(b)Lifejackets
(i)In addition to the lifejackets required by Regulation 7(b), every passenger ship shall carry lifejackets for not less than 5% of the total number of persons on board. These lifejackets shall be stowed in conspicuous places on deck or at muster stations.
(ii)Where lifejackets for passengers are stowed in staterooms which are located remotely from direct routes between public spaces and muster stations, the additional lifejackets for these passengers required under Regulation 7(b)(ii), shall be stowed either in the public spaces, the muster stations, or on direct routes between them. The lifejackets shall be stowed so that their distribution and donning does not impede orderly movement to muster stations and survival craft embarkation stations.
(c)Lifejacket lights
(i)On all passenger ships each lifejacket shall be fitted with a light complying with the requirements of paragraph 2.2.3 of the Code.
(ii)Lights fitted on lifejackets on board passenger ships prior to 1st July 1998 and not complying fully with paragraph 2.2.3 of the Code may be accepted by the Director until the lifejacket light would normally be replaced or until the first periodical survey after 1st July 2002, whichever is the earliest.
(d)Immersion suits and thermal protective aids
(i)All passenger ships shall carry for each lifeboat on the ship at least three immersion suits complying with the requirements of section 2.3 of the Code and, in addition, a thermal protective aid complying with the requirements of section 2.5 of the Code for every person to be accommodated in the lifeboat and not provided with an immersion suit. These immersion suits and thermal protective aids need not be carried:
(1)for persons to be accommodated in totally or partially enclosed lifeboats; or
(2)if the ship is constantly engaged on voyages in warm climates where, in the opinion of the Director, they are unnecessary.
(ii)The provisions of sub-paragraph (i)(1) also apply to partially or totally enclosed lifeboats not complying with the requirements of section 4.5 or 4.6 of the Code, provided they are carried on ships constructed before 1st July 1986.
Regulation 23Survival Craft and Rescue Boat Embarkation Arrangements
(a)On passenger ships, survival craft embarkation arrangements shall be designed for —
(i)all lifeboats to be boarded and launched either directly from the stowed position or from an embarkation deck but not both; and
(ii)davit-launched liferafts to be boarded and launched from a position immediately adjacent to the stowed position or from a position to which, in compliance with the requirements of Regulation 13 (e), the liferaft is transferred prior to launching.
(b)Rescue boat arrangements shall be such that the rescue boat can be boarded and launched directly from the stowed position with the number of persons assigned to crew the rescue boat on board. Notwithstanding the requirements of paragraph (a) (i), if the rescue boat is also a lifeboat and the other lifeboats are boarded and launched from an embarkation deck, the arrangements shall be such that the rescue boat can also be boarded and launched from the embarkation deck.
Regulation 24Stowage of survival craft
The stowage height of a survival craft on a passenger ship shall take into account the requirements of Regulation 13(a)(ii), the escape provisions of Regulation 28 of Chapter II-2, the size of the ship, and the weather conditions likely to be encountered in its intended area of operation. For a davit-launched survival craft, the height of the davit head with the survival craft in embarkation position, shall, as far as practicable, not exceed 15 m to the waterline when the ship is in its lightest seagoing condition.
Regulation 25Muster Stations
Every passenger ship shall, in addition to complying with the requirements of Regulation 11, have passenger muster stations which shall —
(i)be in the vicinity of, and permit ready access for the passengers to, the embarkation stations unless in the same locations; and
(ii)have ample room for marshalling and instruction of the passengers, but at least 0.35 m2 per passenger.
Regulation 26Additional Requirements for Ro-ro Passenger Ships
(a)This Regulation applies to all ro-ro passenger ships. Ro-ro passenger ships constructed —
(i)on or after 1st July 1998 shall comply with the requirements of paragraphs (b) (iii), (b) (iv), (c) (i), (c) (ii), (c) (iii), (d) and (e);
(ii)on or after 1st July 1986 and before 1st July 1998 shall comply with the requirements of paragraph (e) not later than the first periodical survey after 1st July 1998 and with the requirements of paragraphs (b) (iii), (b) (iv), (c) and (d) not later than the first periodical survey after 1st July 2000; and
(iii)before 1st July 1986 shall comply with the requirements of paragraph (e) not later than the first periodical survey after 1st July 1998 and with the requirements of paragraphs (b) (i), (b) (ii), ( b) (iii), (b) (iv), (c) and (d) not later than the first periodical survey after 1st July 2000.
(b)Liferafts
(i)The ro-ro passenger ship’s liferafts shall be served by marine evacuation systems complying with the requirements of section 6.2 of the Code or launching appliances complying with the requirements of paragraph 6.1.5 of the Code, equally distributed on each side of the ship.
(ii)Every liferaft on ro-ro passenger ships shall be provided with float-free stowage arrangements complying with the requirements of Regulation 13 (d).
(iii)Every liferaft on ro-ro passenger ships shall be of a type fitted with a boarding ramp complying with the requirements of paragraph 4.2.4.1 or 4.3.4.1 of the Code, as appropriate.
(iv)Every liferaft on ro-ro passenger ships shall either be automatically self-righting or be a canopied reversible liferaft which is stable in a seaway and is capable of operating safely whichever way up it is floating. Alternatively, the ship shall carry automatically self-righting liferafts or canopied reversible liferafts, in addition to its normal complement of liferafts, of such aggregate capacity as will accommodate at least 50% of the persons not accommodated in lifeboats. This additional liferaft capacity shall be determined on the basis of the difference between the total number of persons on board and the number of persons accommodated in lifeboats. Every such liferaft shall be approved by the Director having regard to the recommendations adopted by the Organisation.
(c)Fast rescue boats
(i)At least one of the rescue boats on a ro-ro passenger ship shall be a fast rescue boat approved by the Director having regard to the recommendations adopted by the Organisation.
(ii)Each fast rescue boat shall be served by a suitable launching appliance approved by the Director. When approving such launching appliances, the Director shall take into account that the fast rescue boat is intended to be launched and retrieved even under severe adverse weather conditions, and also shall have regard to the recommendations adopted by the Organisation*.
* Refer to recommendation to be adopted by the Organisation.
(iii)At least two crews of each fast rescue boat shall be trained and drilled regularly having regard to the Seafarers Training, Certification and Watchkeeping (STCW) Code and recommendations adopted by the Organisation**, including all aspects of rescue, handling, manoeuvring, operating these craft in various conditions, and righting them after capsize.
** Refer to the recommendation on training requirements for crews of fast rescue boats, adopted by the Organisation by resolution A. 771 (18) and section A-VI/2, table A-VI/2-2 “Specification of the minimum standard of competence in fast rescue boats” of the Seafarers’ Training, Certification and Watchkeeping (STCW) Code.
(iv)In the case where the arrangement or size of a ro-ro passenger ship, constructed before 1st July 1997, is such as to prevent the installation of the fast rescue boat required by sub-paragraph (i), the fast rescue boat may be installed in place of an existing lifeboat which is accepted as a rescue boat or, in the case of ships constructed prior to 1st July 1986, boats for use in an emergency, provided that all of the following conditions are met:
(1)the fast rescue boat installed is served by a launching appliance complying with the provisions of sub-paragraph (ii);
(2)the capacity of the survival craft lost by the above substitution is compensated by the installation of liferafts capable of carrying at least an equal number of persons served by the lifeboat replaced; and
(3)such liferafts are served by the existing launching appliances or marine evacuation systems.
(d)Means of rescue
(i)Each ro-ro passenger ship shall be equipped with efficient means for rapidly recovering survivors from the water and transferring survivors from rescue units or survival craft to the ship.
(ii)The means of transfer of survivors to the ship may be part of a marine evacuation system, or may be part of a system designed for rescue purposes.
(iii)If the slide of a marine evacuation system is intended to provide the means of transfer of survivors to the deck of the ship, the slide shall be equipped with handlines or ladders to aid in climbing up the slide.
(e)Lifejackets
(i)Notwithstanding the requirements of Regulations 7(b) and 22(b), a sufficient number of lifejackets shall be stowed in the vicinity of the muster stations so that passengers do not have to return to their cabins to collect their lifejackets.
(ii)In ro-ro passenger ships, each lifejacket shall be fitted with a light complying with the requirements of paragraph 2.2.3 of the Code.
Regulation 27Information on Passengers
(a)All persons on board all passenger ships shall be counted prior to departure.
(b)Details of persons who have declared a need for special care or assistance in emergency situations shall be recorded and communicated to the master prior to departure.
(c)In addition, not later than 1st January 1999, the names and gender of all persons on board, distinguishing between adults, children and infants shall be recorded for search and rescue purposes.
(d)The information required by paragraphs (a), (b) and (c) shall be kept ashore and made readily available to search and rescue services when needed.
(e)The Director may exempt passenger ships from the requirements of paragraph (c), if the scheduled voyages of such ships render it impracticable for them to prepare such records.
Regulation 28Helicopter Landing and Pick-Up Areas
(a)All ro-ro passenger ships shall be provided with a helicopter pick-up area approved by the Director having regard to the recommendations adopted by the Organisation*.
* Refer to the Merchant Ship Search and Rescue Manual (MERSAR), adopted by the Organisation by resolution A.229(VII), as amended and as it may be amended.
(b)Passenger ships of 130 m in length and upwards, constructed on or after 1st July 1999, shall be fitted with a helicopter landing area approved by the Director having regard to the recommendations adopted by the Organisation**.
** Refer to recommendation to be developed by the Organisation.
Regulation 29Decision Support System for Masters of Passenger Ships
(a)This regulation applies to all passenger ships. Passenger ships constructed before 1st July 1997 shall comply with the requirements of this Regulation not later than the date of the first periodical survey after 1st July 1999.
(b)In all passenger ships, a decision support system for emergency management shall be provided on the navigation bridge.
(c)The system shall, as a minimum, consist of a printed emergency plan or plans***. All foreseeable emergency situations shall be identified in the emergency plan or plans, including, but not limited to, the following main groups of emergencies:
(i)fire;
(ii)damage to ship;
(iii)pollution;
(iv)unlawful acts threatening the safety of the ship and the security of its passengers and crew;
(v)personnel accidents;
(vi)cargo-related accidents; and
(vii)emergency assistance to other ships.
*** Refer to the International Safety Management (ISM) Code, Chapter 8 and the guidelines for a structure of an integrated system for shipboard emergency plans.
(d)The emergency procedures established in the emergency plan or plans shall provide decision support to masters for handling any combination of emergency situations.
(e)The emergency plan or plans shall have a uniform structure and be easy to use. Where applicable, the actual loading conditions as calculated for the passenger ship’s voyage stability shall be used for damage control purposes.
(f)In addition to the printed emergency plan or plans, the Director may also accept the use of a computer-based decision support system on the navigation bridge which provides all the information contained in the emergency plan or plans, procedures, checklists, etc., which is able to present a list of recommended actions to be carried out in foreseeable emergencies.
Regulation 30Drills
(a)This Regulation applies to all passenger ships.
(b)On passenger ships, an abandon ship drill and fire drill shall take place weekly. The entire crew need not be involved in every drill, but each crew member must participate in an abandon ship drill and a fire drill each month as required in Regulation 19(c)(ii). Passengers shall be strongly encouraged to attend these drills.
Section IIICargo Ships (Additional Requirements)
Regulation 31Survival Craft and Rescue Boats
(a)Survival craft
(i)Cargo ships shall carry —
(1)one or more totally enclosed lifeboats complying with the requirements of section 4.6 of the Code of such aggregate capacity on each side of the ship as will accommodate the total number of persons on board; and
(2)in addition, one or more inflatable or rigid liferafts, complying with the requirements of section 4.2 or 4.3 of the Code, 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 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.
(ii)In lieu of meeting the requirements of sub-paragraph (i), cargo ships may carry —
(1)one or more free-fall lifeboats, complying with the requirements of section 4.7 of the Code, capable of being free-fall launched over the stern of the ship of such aggregate capacity as will accommodate the total number of persons on board; and
(2)in addition, one or more inflatable or rigid liferafts complying with the requirements of section 4.2 or 4.3 of the Code, on each side of the ship, of such aggregate capacity as will accommodate the total number of persons on board. The liferafts on at least one side of the ship shall be served by launching appliances.
(iii)In lieu of meeting the requirements of sub-paragraph (i) or (ii), cargo ships of less than 85 m in length other than oil tankers, chemical tankers and gas carriers, may comply with the following:
(1)they shall carry on each side of the ship, one or more inflatable or rigid liferafts complying with the requirements of section 4.2 or 4.3 of the Code and of such aggregate capacity as will accommodate the total number of persons on board;
(2)unless the liferafts required by sub-paragraph (1) are 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;
(3)if the rescue boat required by paragraph (b) is also a totally enclosed lifeboat complying with the requirements of section 4.6 of the Code, it may be included in the aggregate capacity required by sub-paragraph (1), provided that the total capacity available on either side of the ship is at least 150% of the total number of persons on board; and
(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 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.
(iv)Cargo ships where the horizontal distance from the extreme end of the stem or stern of the ship to the nearest end of the closest survival craft is more than 100 m shall carry, in addition to the liferafts required by sub-paragraphs (i)(2) and (ii)(2), a liferaft stowed as far forward or aft, or one as far forward and another as far aft, as is reasonable and practicable. Such liferaft or liferafts may be securely fastened so as to permit manual release and need not be of the type which can be launched from an approved launching device.
(v)With the exception of the survival craft referred to in Regulation 16(a)(i), all survival craft required to provide for abandonment by the total number of persons on board shall be capable of being launched with their full complement of persons and equipment within a period of 10 min from the time the abandon ship signal is given.
(vi)Chemical tankers and gas carriers carrying cargoes emitting toxic vapours or gases* shall carry, in lieu of totally enclosed lifeboats complying with the requirements of section 4.6 of the Code, lifeboats with a self-contained air support system complying with the requirements of section 4.8 of the Code.
* Refer to products for which emergency escape respiratory protection is required in Chapter 17 of the International Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk (IBC Code), adopted by the Maritime Safety Committee by resolution MSC.4(48) and in Chapter 19 of the International Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk (IGC Code), adopted by the Maritime Safety Committee by resolution MSC.5 (48).
(vii)Oil tankers, chemical tankers and gas carriers carrying cargoes having a flashpoint not exceeding 60°C (closed cup test) shall carry, in lieu of totally enclosed lifeboats complying with the requirements of section 4.6 of the Code, fire-protected lifeboats complying with the requirements of section 4.9 of the Code.
(b)Rescue boats
Cargo ships shall carry at least one rescue boat complying with the requirements of section 5.1 of the Code. A lifeboat may be accepted as a rescue boat, provided that it also complies with the requirements for a rescue boat.
(c)In addition to their lifeboats, all cargo ships constructed before 1st July 1986 shall carry —
(i)one or more liferafts capable of being launched on either side of the ship and of such aggregate capacity as will accommodate the total number of persons on board. The liferaft or liferafts shall be equipped with a lashing or an equivalent means of securing the liferaft which will automatically release it from a sinking ship; and
(ii)where the horizontal distance from the extreme end of the stem or stern of the ship to the nearest end of the closest survival craft is more than 100 m, in addition to the liferafts required by sub-paragraph (i), a liferaft stowed as far forward or aft, or one as far forward and another as far aft, as is reasonable and practicable. Notwithstanding the requirements of sub-paragraph (i), such liferaft or liferafts may be securely fastened so as to permit manual release.
Regulation 32Personal Life-Saving Appliances
(a)Lifebuoys
(i)Cargo ships shall carry not less than the number of lifebuoys complying with the requirements of Regulation 7(a) and section 2.1 of the Code prescribed in the following table:
Length of ship in metres
Minimum number
of lifebuoys
Under 100
8
100 and under 150
10
150 and under 200
12
200 and over
14
(ii)Self-igniting lights for lifebuoys on tankers required by Regulation 7 (a) (iii) shall be of an electric battery type.
(b)Lifejacket lights
(i)This paragraph applies to all cargo ships.
(ii)On cargo ships, each lifejackets shall be fitted with a lifejacket light complying with the requirements of paragraph 2.2.3 of the Code.
(iii)Lights fitted on lifejackets on board cargo ships prior to 1st July 1998 and not complying fully with paragraph 2.2.3 of the Code may be accepted by the Director until the lifejacket light would normally be replaced or until the first periodical survey after 1st July 2001, whichever is the earliest.
(c)Immersion suits and thermal protective aids
(i)This paragraph applies to all cargo ships.
(ii)Cargo ships shall carry for each lifeboat on the ship at least three immersion suits complying with the requirements of section 2.3 of the Code or, if the Director considers it necessary and practicable, one immersion suit complying with the requirements of section 2.3 of the Code for every person on board the ship; however, the ship shall carry in addition to the thermal protective aids required by paragraphs 4.1.5.1.24. 4.4.8.31 and 5.1.2.2.13 of the Code, thermal protective aids complying with the requirements of section 2.5 of the Code for persons on board not provided with immersion suits. These immersion suits and thermal protective aids need not be required if the ship —
(1)has totally enclosed lifeboats on each side of the ship of such aggregate capacity as will accommodate the total number of persons on board; or
(2)has totally enclosed lifeboats capable of being launched by free-fall over the stern of the ship of such aggregate capacity as will accommodate the total number of persons on board and which are boarded and launched directly from the stowed position, together with liferafts on each side of the ship of such aggregate capacity as will accommodate the total number of persons on board; or
(3)is constantly engaged on voyages in warm climates where, in the opinion of the Director, immersion suits are unnecessary.
(iii)Cargo ships complying with the requirements of Regulation 31 (a) (iii) shall carry immersion suits complying with the requirements of section 2.3 of the Code for every person on board unless the ship —
(1)has davit-launched liferafts; or
(2)has liferafts served by equivalent approved appliances capable of being used on both sides of the ship and which do not require entry into the water to board the liferaft; or
(3)is constantly engaged on voyages in warm climates where, in the opinion of the Director, immersion suits are unnecessary.
(iv)The immersion suits required by this Regulation may be used to comply with the requirements of Regulation 7 (c).
(v)The totally enclosed lifeboats referred to in sub-paragraphs (ii)(1) and (ii)(2) carried on cargo ships constructed before 1st July 1986 need not comply with the requirements of section 4.6 of the Code.
Regulation 33Survival Craft Embarkation and Launching Arrangements
(a)Cargo ship survival craft embarkation arrangements shall be so designed that lifeboats can be boarded and launched directly from the stowed position and davit-launched liferafts can be boarded and launched from a position immediately adjacent to the stowed position or from a position to which the liferaft is transferred prior to launching in compliance with the requirements of Regulation 13 (e).
(b)On cargo ships of 20,000 tons and upwards, lifeboats shall be capable of being launched, where necessary utilising painters, with the ship making headway at speeds up to 5 knots in calm water.
Section IVLife-saving Appliances and Arrangements Requirements
Regulation 34Compliance with the LSA Code
All life-saving appliances and arrangements shall comply with the applicable requirements of the Code.
Section VMiscellaneous
Regulation 35Training Manual and On-Board Training Aids
(a)This Regulation applies to all ships.
(b)A training manual complying with the requirements of paragraph (c) shall be provided in each crew mess room and recreation room or in each crew cabin.
(c)The training manual, which may comprise several volumes, shall contain instructions and information, in easily understood terms illustrated wherever possible, on the life-saving appliances provided in the ship and on the best methods of survival. Any part of such information may be provided in the form of audio-visual aids in lieu of the manual. The following shall be explained in detail:
(i)donning of lifejackets, immersion suits and anti-exposure suits, as appropriate;
(ii)muster at the assigned stations;
(iii)boarding, launching, and clearing the survival craft and rescue boats, including, where applicable, use of marine evacuation systems;
(iv)method of launching from within the survival craft;
(v)release from launching appliances;
(vi)methods and use of devices for protection in launching areas, where appropriate;
(vii)illumination in launching areas;
(viii)use of all survival equipment;
(ix)use of all detection equipment;
(x)with the assistance of illustrations, the use of radio life-saving appliances;
(xi)use of drogues;
(xii)use of engine and accessories;
(xiii)recovery of survival craft and rescue boats including stowage and securing;
(xiv)hazards of exposure and the need for warm clothing;
(xv)best use of the survival craft facilities in order to survive;
(xvi)methods of retrieval, including the use of helicopter rescue gear (slings, baskets, stretchers), breeches-buoy and shore life-saving apparatus and ship’s line-throwing apparatus;
(xvii)all other functions contained in the muster list and emergency instructions; and
(xviii)instructions for emergency repair of the life-saving appliances.
(d)Every ship fitted with a marine evacuation system shall be provided with on-board training aids in the use of the system.
Regulation 36Instructions for On-Board Maintenance
Instructions for on-board maintenance of life-saving appliances shall be easily understood, illustrated whenever possible, and, as appropriate, shall include the following for each appliance:
(i)a checklist for use when carrying out the inspections required by Regulation 20(g);
(ii)maintenance and repair instructions;
(iii)schedule of periodic maintenance;
(iv)diagram of lubrication points with the recommended lubricants;
(v)list of replaceable parts;
(vi)list of sources of spare parts; and
(vii)log for records of inspections and maintenance.
Regulation 37Muster List and Emergency Instructions
(a)The muster list shall specify details of the general emergency alarm and public address system prescribed by section 7.2 of the Code and also action to be taken by crew and passengers when this alarm is sounded. The muster list shall also specify how the order to abandon ship will be given.
(b)Each passenger ship shall have procedures in place for locating and rescuing passengers trapped in their staterooms.
(c)The muster list shall show the duties assigned to the different members of the crew including —
(i)closing of the watertight doors, fire doors, valves, scuppers, sidescuttles, skylights, portholes and other similar openings in the ship;
(ii)equipping of the survival craft and other life-saving appliances;
(iii)preparation and launching of survival craft;
(iv)general preparations of other life-saving appliances;
(v)muster of passengers;
(vi)use of communication equipment;
(vii)manning of fire parties assigned to deal with fire; and
(viii)special duties assigned with respect to the use of fire-fighting equipment and installations.
(d)The muster list shall specify which officers are assigned to ensure that life-saving and fire appliances are maintained in good condition and are ready for immediate use.
(e)The muster list shall specify substitutes for key persons who may become disabled, taking into account that different emergencies may call for different actions.
(f)The muster list shall show the duties assigned to members of the crew in relation to passengers in case of emergency. These duties shall include —
(i)warning the passengers;
(ii)seeing that they are suitably clad and have donned their lifejackets correctly;
(iii)assembling passengers at muster stations;
(iv)keeping order in the passageways and on the stairways and generally controlling the movements of the passengers; and
(v)ensuring that a supply of blankets is taken to the survival craft.
(g)The muster list shall be prepared before the ship proceeds to sea. After the muster list has been prepared, if any change takes place in the crew which necessitates an alteration in the muster list, the master shall either revise the list or prepare a new list.
(h)The format of the muster list used on passenger ships shall be approved.”.
Amendment of Regulation 3 of Chapter V
38.  Regulation 3 of Chapter V of the principal Regulations is amended —
(a)by deleting the words “Tropical Storms (Hurricanes in the West Indies, Typhoons in the China Sea, Cyclones in Indian waters, and storms of a similar nature in other regions)” in paragraph (b) and substituting the words “Tropical Storms*”; and
(b)by inserting, at the foot of page 321, the following footnote:
* Tropical cyclone is the most common generic term used by national Meteorological Services. The terms hurricane, typhoon, severe cyclonic storm, etc., are also used, depending on the geographical location with particular reference to the most severe storms”.
Deletion of Regulation 15-1 of Chapter V
39.  Regulation 15-1 of Chapter V of the principal Regulations is deleted.
New Regulation 22 of Chapter V
40.  The principal Regulations are amended by inserting, immediately after Regulation 21 of Chapter V, the following regulation:
Regulation 22
Navigation Bridge Visibility
(a)Ships of not less than 45 m in length as defined in Regulation 3 of Chapter III, constructed on or after 1st July 1998, shall meet the following requirements:
(i)The view of the sea surface from the conning position shall not be obscured by more than two ship lengths, or 500 m, whichever is the less, forward of the bow to 10° on either side under all conditions of draught, trim and deck cargo.
(ii)No blind sector caused by cargo, cargo gear or other obstructions outside of the wheelhouse forward of the beam which obstructs the view of the sea surface as seen from the conning position, shall exceed 10°. The total arc of blind sectors shall not exceed 20°. The clear sectors between blind sectors shall be at least 5°. However, in the view described in sub-paragraph (i), each individual blind sector shall not exceed 5°.
(iii)The horizontal field of vision from the conning position shall extend over an arc of not less than 225°, that is from right ahead to not less than 22.5° abaft the beam on either side of the ship.
(iv)From each bridge wing the horizontal field of vision shall extend over an arc of at least 225°, that is from at least 45° on the opposite bow through right ahead and then from right ahead to right astern through 180° on the same side of the ship.
(v)From the main steering position the horizontal field of vision shall extend over an arc from right ahead to at least 60° on each side of the ship.
(vi)The ship’s side shall be visible from the bridge wing.
(vii)The height of the lower edge of the navigation bridge front windows above the bridge deck shall be kept as low as possible. In no case shall the lower edge present an obstruction to the forward view as described in this regulation.
(viii)The upper edge of the navigation bridge front windows shall allow a forward view of the horizon, for a person with a height of eye of 1,800 mm above the bridge deck at the conning position, when the ship is pitching in heavy seas. The Director, if satisfied that a 1,800 mm height of eye is unreasonable and impractical, may allow reduction of the height of eye but not to less than 1,600 mm.
(ix)Windows shall meet the following requirements:
(1)framing between navigation bridge windows shall be kept to a minimum and not be installed immediately forward of any workstation;
(2)to help avoid reflections, the bridge front windows shall be inclined from the vertical plane top out, at an angle of not less than 10° and not more than 25°;
(3)polarised and tinted windows shall not be fitted; and
(4)at all times regardless of weather conditions, at least two of the navigation bridge front windows shall provide a clear view, and in addition depending on the bridge configuration, an additional number of windows shall provide a clear view.
(b)Ships constructed before 1st July 1998 shall, where practicable, meet the requirements of paragraph (a)(i) and (ii). However, structural alterations or additional equipment need not be required.
(c)With ships of unconventional design which, in the opinion of the Director cannot comply with this regulation, arrangements shall be provided to achieve a level of visibility that is as near as practical to those prescribed in this Regulation.”.
Amendment of Regulation 2 of Chapter VI
41.  Regulation 2 of Chapter VI of the principal Regulations is amended by deleting sub-paragraph (ii) of paragraph (b) and substituting the following sub-paragraph:
(ii)in the case of bulk cargo, information on the stowage factor of the cargo, the trimming procedures, likelihood of shifting including angle of repose, if applicable, and any other relevant special properties. In the case of a concentrate or other cargo which may liquefy, additional information in the form of a certificate on the moisture content of the cargo and its transportable moisture limit; and”.
Amendment of Regulation 7 of Chapter VI
42.  The principal Regulations are amended by deleting Regulation 7 of Chapter VI and substituting the following Regulation:
Regulation 7
Loading, Unloading and Stowage of Bulk Cargoes
1
1  Refer to the Code of Practice for the Safe Loading and Unloading of Bulk Carriers to be developed for adoption by the twentieth session of the Assembly of the Organisation
(a)For the purpose of this Regulation, terminal representative means a person appointed by the terminal or other facility, where the ship is loading or unloading, who has responsibility for operations conducted by that terminal or facility with regard to the particular ship.
(b)To enable the master to prevent excessive stresses in the ship’s structure, the ship shall be provided with a booklet, which shall be written in a language with which the ship’s officers responsible for cargo operations are familiar. If this language is not English, the ship shall be provided with a booklet written also in the English language. The booklet shall, as a minimum, include —
(i)stability data, as required by Regulation 22 of Chapter II-1;
(ii)ballasting and deballasting rates and capacities;
(iii)maximum allowable load per unit surface area of the tank top plating;
(iv)maximum allowable load per hold;
(v)general loading and unloading instructions with regard to the strength of the ship’s structure including any limitations on the most adverse operating conditions during loading, unloading, ballasting operations and the voyage;
(vi)any special restrictions such as limitations on the most adverse operating conditions imposed by the Director or authorised organisation; and
(vii)where strength calculations are required, maximum permissible forces and moments on the ship’s hull during loading, unloading and the voyage.
(c)Before a solid bulk cargo is loaded or unloaded, the master and the terminal representative shall agree on a plan* which shall ensure that the permissible forces and moments on the ship are not exceeded during loading or unloading, and shall include the sequence, quantity and rate of loading or unloading, taking into consideration the speed of loading or unloading, the number of pours and the deballasting or ballasting capability of the ship. The plan and any subsequent amendments thereto shall be lodged with the appropriate authority of the port State.
* Refer to the Code of Practice for the Safe Loading and Unloading of Bulk Carriers to be developed for adoption by the twentieth session of the Assembly of the Organisation.
(d)Bulk cargoes shall be loaded and trimmed reasonably level, as necessary, to the boundaries of the cargo space so as to minimise the risk of shifting and to ensure that adequate stability will be maintained throughout the voyage.
(e)When bulk cargoes are carried in ’tween-decks, the hatchways of such ’tween-decks shall be closed in those cases where the loading information indicates an unacceptable level of stress of the bottom structure if the hatchways are left open. The cargo shall be trimmed reasonably level and shall either extend from side to side or be secured by additional longitudinal divisions of sufficient strength. The safe load-carrying capacity of the ’tween-decks shall be observed to ensure that the deck-structure is not overloaded.
(f)The master and terminal representative shall ensure that loading and unloading operations are conducted in accordance with the agreed plan.
(g)If during loading or unloading any of the limits of the ship referred to in paragraph (b) are exceeded or are likely to become so if the loading or unloading continues, the master has the right to suspend operation and the obligation to notify accordingly the appropriate authority of the port State with which the plan has been lodged. The master and the terminal representative shall ensure that corrective action is taken. When unloading cargo, the master and terminal representative shall ensure that the unloading method does not damage the ship’s structure.
(h)The master shall ensure that ship’s personnel continuously monitor cargo operations. Where possible, the ship’s draught shall be checked regularly during loading or unloading to confirm the tonnage figures supplied. Each draught and tonnage observation shall be recorded in a cargo log-book. If significant deviations from the agreed plan are detected, cargo or ballast operations or both shall be adjusted to ensure that the deviations are corrected.”.
Amendment of Regulation 2 of Chapter VII
43.  Regulation 2 of Chapter VII of the principal Regulations is amended —
(a)by deleting the words “Poisonous (toxic) substances” against Class 6.1 and substituting the words “Toxic substances”; and
(b)by inserting, immediately after the words “dangerous substances” against Class 9, the words “and articles”.
Amendment of Regulation 7 of Chapter VII
44.  Regulation 7 of Chapter VII of the principal Regulations is amended by inserting, immediately after sub-paragraph (iv) of paragraph (a), the following sub-paragraph:
(v)articles in compatibility group N shall only be allowed in passenger ships if the total net explosive mass does not exceed 50 kg per ship and no other explosives, apart from division 1.4 compatibility group S, are carried.”.
Amendment of Regulation 1 of Chapter XI
45.  The principal Regulations are amended by deleting Regulation 1 of Chapter XI and substituting the following Regulation:
Regulation 1Authorisation of Authorised Organisations
Authorised organisations defined in Regulation 2 of Chapter I shall comply with the Guidelines adopted by the Organisation by resolution A.739(18), as may be amended by the Organisation and the Specifications adopted by the Organisation by resolution A.789(19), as may be amended by the Organisation, 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.”.
[G.N. Nos. S39/92; S213/92; S490/93; S366/94; S578/95; S62/96; S133/96; S379/96; S231/97; S293/97; S90/98]

Made this 22nd day of June 1998.

PETER HO HAK EAN
Chairman,
Maritime and Port Authority of Singapore.
[[SV 1.2.1(12); AG/LEG/SL/179/96/1 Vol.5].]