No. S 366
Merchant Shipping Act
(Chapter 179)
Merchant Shipping (Safety Convention) (Amendment) Regulations 2010
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 Transport, hereby makes the following Regulations:
Citation and commencement
1.  These Regulations may be cited as the Merchant Shipping (Safety Convention) (Amendment) Regulations 2010 and shall come into operation on 1st July 2010.
Amendment of Regulation 2 of Chapter I
2.  Regulation 2 of Chapter I of the Merchant Shipping (Safety Convention) Regulations (Rg 11) (referred to in these Regulations as the principal Regulations) is amended by deleting the definition of “Convention” and substituting the following definition:
“ “Convention” or “present Convention” means the International Convention for the Safety of Life at Sea 1974 and any amendment thereto which has come into force and has been accepted by the Government;”.
Amendment of Regulation 2 of Chapter II-1
3.  Regulation 2 of Chapter II-1 of the principal Regulations is amended by deleting the full-stop at the end of paragraph (z) and substituting a semi-colon, and by inserting immediately thereafter the following paragraph:
(aa)“2008 IS Code” means the International Code on Intact Stability, 2008, consisting of an introduction, Part A (the provisions of which shall be treated as mandatory) and Part B (the provisions of which shall be treated as recommendatory), as adopted by resolution MSC.267(85), and any amendment thereto which has come into force and has been accepted by the Government.”.
Amendment of Regulation 5 of Chapter II-1
4.  Regulation 5 of Chapter II-1 of the principal Regulations is amended —
(a)by deleting the word “Information” in the heading to that Regulation; and
(b)by inserting, at the end of paragraph (a), the words “In addition to any other applicable requirements of these Regulations, ships having a length of 24 metres and upwards constructed on or after 1st July 2010 shall, at the minimum, comply with the requirements of Part A of the 2008 IS Code.”.
Amendment of Regulation 26 of Chapter II-1
5.  Regulation 26 of Chapter II-1 of the principal Regulations is amended —
(a)by deleting the word “lubrication” in paragraph (k) and substituting the word “lubricating”; and
(b)by deleting the words “Regulation 15 of Chapter II-2” in the footnote to paragraph (k) and substituting the words “Regulation 4(b) of Chapter II-2”.
Amendment of Regulation 41 of Chapter II-1
6.  Regulation 41 of Chapter II-1 of the principal Regulations is amended by inserting, immediately after paragraph (e), the following paragraph:
(f)In passenger ships, supplementary lighting shall be provided in all cabins to clearly indicate the exit, so that occupants will be able to find their way to the door. Such lighting, which may be connected to an emergency source of power or have a self-contained source of electrical power in each cabin, shall automatically illuminate when power to the normal cabin lighting is lost, and shall remain on for a minimum of 30 minutes.”.
New Part F of Chapter II-1
7.  Chapter II-1 of the principal Regulations is amended by inserting, immediately after Regulation 54, the following Part:
paragraph PAR.Part F — Alternative Design and Arrangements
Regulation 55

Alternative Design and Arrangements

Purpose
(a)The purpose of this Regulation is to provide a methodology for alternative design and arrangements for machinery and electrical installations.
General
(b)
(i)Machinery and electrical installation design and arrangements may deviate from the requirements set out in Parts C, D and E, provided that the alternative design and arrangements meet the intent of the requirements concerned and provide an equivalent level of safety to this Chapter.
(ii)When any alternative design or arrangements deviate from the prescriptive requirements of Parts C, D and E, an engineering analysis, evaluation and approval of the design and arrangements shall be carried out in accordance with this Regulation.
Engineering Analysis
(c)The engineering analysis shall be prepared and submitted to the Director, based on the guidelines developed by the Organisation1 and shall include, as a minimum, the following elements:
1  Refer to the Guidelines on Alternative Design and Arrangements for SOLAS Chapters II-1 and III (MSC.1/Circ.1212)
(i)determination of the ship type, machinery, electrical installation and spaces concerned;
(ii)identification of the prescriptive requirements with which the machinery and electrical installation will not comply;
(iii)identification of the reason why the proposed design will not meet the prescriptive requirements supported by compliance with other recognised engineering or industry standards;
(iv)determination of the performance criteria for the ship, machinery, electrical installation and the spaces concerned addressed by the relevant prescriptive requirements:
(1)the performance criteria shall provide a level of safety not inferior to the relevant prescriptive requirements contained in Parts C, D and E; and
(2)the performance criteria shall be quantifiable and measurable;
(v)detailed description of the alternative design and arrangements, including a list of the assumptions used in the design and any proposed operational restrictions or conditions;
(vi)technical justification demonstrating that the alternative design and arrangements meet the safety performance criteria; and
(vii)risk assessment based on identification of the potential faults and hazards associated with the proposal.
Evaluation of the alternative design and arrangements
(d)
(i)The engineering analysis required in paragraph (c) shall be evaluated and approved by the Director, taking into account the guidelines developed by the Organisation2.
2  Refer to the Guidelines on Alternative Design and Arrangements for SOLAS Chapters II-1 and III (MSC.1/Circ.1212).
(ii)A copy of the documentation, as approved by the Director, indicating that the alternative design and arrangements comply with this Regulation, shall be carried on board the ship.
Exchange of information
(e)The Director shall communicate to the Organisation pertinent information concerning the approved alternative design and arrangements for circulation to all Contracting Governments.
Re-evaluation due to change of condition
(f)If the assumptions and operational restrictions that were stipulated in the alternative design and arrangements are changed, the engineering analysis shall be carried out under the changed condition and shall be approved by the Director.”.
Amendment of Regulation 1 of Chapter II-2
8.  Regulation 1 of Chapter II-2 of the principal Regulations is amended —
(a)by deleting the word “and” at the end of paragraph (b)(ii)(4);
(b)by deleting the full-stop at the end of sub-paragraph (5) of paragraph (b)(ii) and substituting the word “; and”, and by inserting immediately thereafter the following sub-paragraph:
(6)  paragraph (b)(vi) of Regulation 4, if constructed on or after 1st September 1984.”; and
(c)by inserting, immediately after sub-paragraph (ii) of paragraph (b), the following sub-paragraph:
(iii)  Ships constructed on or after 1st July 2002 but before 1st July 2010 shall comply with paragraphs (g)(i)(1), (g)(iv)(4)(B) and (C) and (g)(v)(2)(A)(II) of Regulation 9 in force immediately before 1st July 2010.”.
Amendment of Regulation 3 of Chapter II-2
9.  Regulation 3 of Chapter II-2 of the principal Regulations is amended —
(a)by deleting the words ““Machinery spaces” of category A are” in paragraph (ee), and substituting the words ““Machinery spaces of category A” are”; and
(b)by inserting, immediately after paragraph (yy), the following paragraphs:
(zz)“Safe area”, in the context of a casualty, is, from the perspective of habitability, any area which is not flooded or which is outside the main vertical zone in which a fire has occurred, and which can safely accommodate all persons on board to protect them from hazards to life or health and provide them with basic services.
(aaa)“Safety centre” is a control station dedicated to the management of emergency situations. The operation, control and monitoring of safety systems are an integral part of the safety centre.”.
Amendment of Regulation 4 of Chapter II-2
10.  Regulation 4 of Chapter II-2 of the principal Regulations is amended —
(a)by deleting the word “lubrication” where it first appears in paragraph (b) and substituting the word “lubricating”;
(b)by deleting the word “lubrication” in paragraph (b)(ii)(3)(A) and substituting the word “lubricating”;
(c)by deleting the words “category A machinery spaces” in paragraph (b)(ii)(3)(B) and substituting the words “machinery spaces of category A”; and
(d)by inserting, immediately after sub-paragraph (v) of paragraph (b), the following sub-paragraph:
(vi)Regulations which apply to ships constructed on or after 1st September 1984 but before 1st July 2002
(1)Limitations in the use of oil as fuelThe following limitations shall apply to the use of oil as fuel:
(A)except as otherwise permitted by this sub-paragraph, no oil fuel with a flashpoint of less than 60ºC shall be used;
(B)in emergency generators, oil fuel with a flashpoint of not less than 43°C may be used;
(C)subject to such additional precautions as the Director may consider necessary and on condition that the ambient temperature of the space in which such oil fuel is stored or used shall not be allowed to rise to within 10°C below the flashpoint of such oil fuel, the Director may permit the general use of oil fuel having a flashpoint of less than 60°C but not less than 43°C; and
(D)in cargo ships, the use of fuel having an otherwise lower flashpoint than that specified in this sub-paragraph, for example crude oil, may be permitted, provided that such fuel is not stored in any machinery space and subject to the approval by the Director of the complete installation on a case by case basis.
The flashpoint of oils shall be determined by an approved closed cup method.
(2)Oil fuel arrangementsIn a ship in which oil fuel is used, the arrangements for the storage, distribution and utilisation of the oil fuel shall be such as to ensure the safety of the ship and persons on board and shall at least comply with the following provisions:
(A)As far as practicable, parts of the oil fuel system containing heated oil under pressure exceeding 0.18 N/mm2 shall not be placed in a concealed position such that defects and leakage cannot readily be observed. The machinery spaces in way of such parts of the oil fuel system shall be adequately illuminated.
(B)The ventilation of machinery spaces shall be sufficient under all normal conditions to prevent the accumulation of oil vapour.
(C)As far as practicable, oil fuel tanks shall be part of the ship’s structure and shall be located outside machinery spaces of category A. Where oil fuel tanks, other than double bottom tanks, are necessarily located adjacent to or within machinery spaces of category A, at least one of their vertical sides shall be contiguous to the machinery space boundaries, and shall preferably have a common boundary with the double bottom tanks, and the area of a fuel tank’s common boundary with the machinery spaces shall be kept to a minimum. Where such tanks are situated within the boundaries of machinery spaces of category A, they shall not contain oil fuel having a flashpoint of less than 60°C. In general, the use of free-standing oil fuel tanks shall be avoided. When such tanks are employed, their use shall be prohibited in machinery spaces of category A on passenger ships. Where permitted, they shall be placed in an oil-tight spill tray of ample size having a suitable drain pipe leading to a suitably sized spill oil tank.
(D)No oil fuel tank shall be situated where spillage or leakage therefrom can constitute a hazard by falling on heated surfaces. Precautions shall be taken to prevent any oil that may escape under pressure from any pump, filter or heater from coming into contact with heated surfaces.
(E)Every oil fuel pipe, which, if damaged, would allow oil to escape from a storage, settling or daily service tank situated above the double bottom shall be fitted, directly on the tank, with a cock or valve capable of being closed from a safe position outside the space concerned, in the event of a fire occurring in the space in which such tanks are situated. In the special case of deep tanks situated in any shaft or pipe tunnel or similar space, valves on the tank shall be fitted, but control, in the event of fire, may be effected by means of an additional valve on the pipe or pipes outside the tunnel or similar space. If such additional valve is fitted in the machinery space it shall be operated from a position outside this space.
(F)Safe and efficient means of ascertaining the amount of oil fuel contained in any oil fuel tank shall be provided.
(I)Where sounding pipes are used, they shall not terminate in any space where the risk of ignition of spillage from a sounding pipe might arise. In particular, sounding pipes shall not terminate in passenger or crew spaces. As a general rule, sounding pipes shall not terminate in machinery spaces. However, where the Director considers that these latter requirements (i.e. the requirements that sounding pipes shall not terminate in machinery spaces) are impracticable, he may permit their termination in machinery spaces, on condition that all the following requirements are met:
(1)an oil-level gauge which meets the requirements of sub-paragraph (II) is provided;
(2)the sounding pipes terminate in locations remote from ignition hazards, unless precautions are taken, such as the fitting of effective screens to prevent the oil fuel (in the case of spillage through the terminations of the sounding pipes) from coming into contact with a source of ignition;
(3)the terminations of sounding pipes are fitted with self-closing blanking devices and with a small-diameter self-closing control cock located below the blanking device for the purpose of ascertaining, before the blanking device is opened, that oil fuel is not present. Provision shall be made so as to ensure that any spillage of oil fuel through the control cock involves no ignition hazard.
(II)Other oil-level gauges may be used in place of sounding pipes. Such means (i.e. other oil-level gauges), like the means provided in sub-paragraph (I)(1), are subject to the following conditions:
(1)in passenger ships, such means shall not require penetration below the top of the oil fuel tank, and a failure of such means or an overfilling of the tank shall not permit the release of fuel;
(2)in cargo ships, a failure of such means or an overfilling of the oil fuel tank shall not permit the release of fuel into the space. The use of cylindrical gauge glasses is prohibited. The Director may permit the use of oil-level gauges with flat glasses and self-closing valves between the gauges and fuel tanks.
(III)The means prescribed in sub-paragraph (II)(1) or (II)(2), which are acceptable to the Director, shall be maintained in the proper condition to ensure their continued accurate functioning in service.
(G)Provision shall be made to prevent overpressure in any oil tank or in any part of the oil fuel system, including the filling pipes. Any relief valves and air or overflow pipes shall discharge to a position which, in the opinion of the Director, is safe.
(H)Oil fuel pipes and their valves and fittings shall be of steel or other approved material, except that the restricted use of flexible pipes shall be permissible in positions where the Director is satisfied that such flexible pipes are necessary. Such flexible pipes and end attachments shall be of approved fire-resisting materials of adequate strength and shall be constructed to the satisfaction of the Director.
(I)For ships constructed on or after 1st February 1992, 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.
(J)For ships constructed on or after 1st February 1992, all surfaces with temperatures above 220°C which may be impinged as a result of a fuel system failure shall be properly insulated.
(K)For ships constructed on or after 1st February 1992, 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.
(L)For ships constructed on or after 1st February 1992 but before 1st July 1998, 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 referred to in sub-paragraph (I).
(3)Lubricating oil arrangementsThe arrangements for the storage, distribution and utilisation of oil used in pressure lubrication systems shall be such as to ensure the safety of the ship and persons on board. The arrangements made in machinery spaces of category A, and whenever practicable in other machinery spaces, shall at least comply with the provisions of sub-paragraphs (2)(A), (2)(D), (2)(E), (2)(F), (2)(G) and (2)(H), and additionally, in the case of ships constructed on or after 1st July 1998, with the provisions of sub-paragraphs (2)(J) and (2)(K), except that —
(A)this does not preclude the use of sight-flow glasses in lubricating systems, provided that they are shown by testing to have a suitable degree of fire resistance;
(B)subject to sub-paragraph (C), sounding pipes may be authorised in machinery spaces; and
(C)the requirements of sub-paragraphs (2)(F)(I)(1) and (2)(F)(I)(3) need not be applied if the sounding pipes are fitted with appropriate means of closure.
(4)Arrangements for other flammable oilsThe arrangements for the storage, distribution and utilisation of other flammable oils employed under pressure in power transmission systems, control and activating systems and heating systems shall be such as to ensure the safety of the ship and persons on board. In locations where means of ignition are present, such arrangements shall at least comply with the provisions of sub-paragraphs (2)(D) and (2)(F), and additionally, in the case of ships constructed on or after 1st July 1998, with the provisions of sub-paragraphs (2)(J) and (2)(K), and with the provisions of sub-paragraphs (2)(G) and (2)(H) in respect of strength and construction.
(5)Periodically unattended machinery spacesIn addition to the requirements of sub-paragraphs (1) to (4), the oil fuel and lubricating oil systems shall comply with the following:
(A)Where daily service oil fuel tanks are filled automatically, or by remote control, means shall be provided to prevent overflow spillages. Other equipment which treats flammable liquids automatically, e.g. oil fuel purifiers, which, whenever practicable, shall be installed in a special space reserved for purifiers and their heaters, shall have arrangements to prevent overflow spillages.
(B)Where daily service oil fuel tanks or settling tanks are fitted with heating arrangements, a high temperature alarm shall be provided if the flashpoint of the oil fuel can be exceeded.
(6)Prohibition of carriage of flammable oils in forepeak tanksOil fuel, lubricating oil and other flammable oils shall not be carried in forepeak tanks.”.
Amendment of Regulation 7 of Chapter II-2
11.  Regulation 7 of Chapter II-2 of the principal Regulations is amended —
(a)by inserting, immediately after sub-paragraph (iii) of paragraph (b), the following sub-paragraph:
(iv)A fixed fire detection and fire alarm system for passenger ships shall be capable of remotely and individually identifying each detector and manually operated call point.”;
(b)by inserting, at the end of sub-paragraph (ii) of paragraph (e), the following words:
Detectors fitted in cabins, when activated, shall also be capable of emitting, or causing to be emitted, an audible alarm within the space where they are located.”; and
(c)by deleting sub-paragraph (iii) of paragraph (e) and substituting the following sub-paragraph:
(iii)Requirements for passenger ships carrying not more than 36 passengers
(1)There shall be installed throughout each separate zone, whether vertical or horizontal, in all accommodation and service spaces and, where it is considered necessary by the Director, in control stations, except spaces which afford no substantial fire risk such as void spaces, sanitary spaces, etc., either —
(A)a fixed fire detection and fire alarm system, so installed and arranged as to detect the presence of fire in such spaces and provide smoke detection in corridors, stairways and escape routes within accommodation spaces; or
(B)an automatic sprinkler, fire detection and fire alarm system of an approved type complying with the relevant requirements of the Fire Safety Systems Code, and so installed and arranged as to protect such spaces and, in addition, a fixed fire detection and fire alarm system, so installed and arranged as to provide smoke detection in corridors, stairways and escape routes within accommodation spaces.
(2)Detectors fitted in cabins, when activated, shall also be capable of emitting, or causing to be emitted, an audible alarm within the space where they are located.”.
Amendment of Regulation 8 of Chapter II-2
12.  Regulation 8 of Chapter II-2 of the principal Regulations is amended by inserting, at the end of paragraph (b), the following words:
The ventilation system serving safety centres may be derived from the ventilation system serving the navigation bridge, unless located in an adjacent main vertical zone.”.
Amendment of Regulation 9 of Chapter II-2
13.  Regulation 9 of Chapter II-2 of the principal Regulations is amended —
(a)by deleting the words “Sale shops.” in paragraph (b)(ii)(3)(B)(II)(7);
(b)by inserting, on the next line immediately after the word “Saunas.” in paragraph (b)(ii)(3)(B)(II)(8), the words “Sale shops.”;
(c)by inserting, at the end of note c in the Notes to be applied to both tables 9.3 and 9.4 in paragraph (b)(ii)(4), the words “No fire rating is required for those partitions separating the navigation bridge and the safety centre when the latter is within the navigation bridge.”;
(d)by inserting, immediately after sub-paragraph (6) of paragraph (b)(ii), the following sub-paragraph:
(7)  Protection of atriums
(A)Atriums shall be within enclosures formed of “A” class divisions having a fire rating determined in accordance with table 9.2 or 9.4, as applicable.
(B)Decks separating spaces within atriums shall have a fire rating determined in accordance with table 9.2 or 9.4, as applicable.”;
(e)by deleting the words “Watertight doors need not be insulated.” in paragraph (d)(i)(1)(B) and substituting the following words:
Doors which are approved without the sill being part of the frame, and which are installed on or after 1st July 2010, shall be installed such that the gap under the door does not exceed 12 mm. A non-combustible sill shall be installed under the door such that floor coverings do not extend beneath the closed door.”;
(f)by inserting, immediately after sub-paragraph (B) of paragraph (d)(i)(1), the following sub-paragraph:
(C)  Watertight doors need not be insulated.”;
(g)by re-lettering the existing sub-paragraphs (C), (D), (E), (F), (G) and (H) of paragraph (d)(i)(1) as sub-paragraphs (D), (E), (F), (G), (H) and (I), respectively, of that paragraph;
(h)by inserting, at the end of sub-paragraph (A) of paragraph (d)(i)(2), the following words:
Doors approved without the sill being part of the frame, which are installed on or after 1st July 2010, shall be installed such that the gap under the door does not exceed 25 mm.”;
(i)by deleting the word “or” at the end of paragraph (d)(i)(3)(C)(I);
(j)by deleting the full-stop at the end of sub-paragraph (II) of paragraph (d)(i)(3)(C) after the word “coverage” and substituting the word “; or”, and by inserting immediately thereafter the following sub-paragraph:
(III)  water-mist nozzles that have been tested and approved in accordance with the guidelines approved by the Organisation3”;
3  Refer to the Revised Guidelines for Approval of Sprinkler Systems Equivalent to that Referred to in SOLAS Regulation II-2/12 (resolution A.800(19)).
(k)by inserting, immediately after the words “Fire Test Procedures Code.” in paragraph (d)(ii)(1), the following words:
Doors approved as “A” class without the sill being part of the frame, which are installed on or after 1st July 2010, shall be installed such that the gap under the door does not exceed 12 mm and a non-combustible sill shall be installed under the door such that floor coverings do not extend beneath the closed door. Doors approved as “B” class without the sill being part of the frame, which are installed on or after 1st July 2010, shall be installed such that the gap under the door does not exceed 25 mm.”;
(l)by deleting the word “non-combustible” where it first appears in paragraph (g)(i)(1) and substituting the words “steel or other equivalent”;
(m)by deleting the words “need not be non-combustible subject to” in paragraph (g)(i)(1) and substituting the words “need not be of steel or other equivalent material, subject to”;
(n)by deleting the words “the ducts are made of a material” in paragraph (g)(i)(1)(A) and substituting the words “subject to sub-paragraph (B), the ducts are made of any material”;
(o)by inserting, immediately after sub-paragraph (A) of paragraph (g)(i)(1), the following sub-paragraph:
(B)  on ships constructed on or after 1st July 2010, the duct shall be made of heat-resisting non-combustible material, which may be faced internally and externally with membranes having low flame-spread characteristics and, in each case, a calorific value4 not exceeding 45 MJ/m2 of its surface area for the thickness used;”;
4  Refer to the recommendations published by the International Organization for Standardization, in particular publication ISO 1716:2002, Determination of calorific potential.
(p)by re-lettering the existing sub-paragraphs (B) and (C) of paragraph (g)(i)(1) as sub-paragraphs (C) and (D), respectively, of that paragraph;
(q)by deleting the word “non-combustible” in paragraph (g)(iv)(4)(B) and substituting the words “steel or other equivalent”;
(r)by deleting the words “need not be non-combustible provided that” in paragraph (g)(iv)(4)(C) and substituting the words “need not be of steel or other equivalent material, provided that”;
(s)by deleting the words “the duct is constructed of a material” in paragraph (g)(iv)(4)(C)(I) and substituting the words “subject to sub-paragraph (II), the duct is constructed of any material”;
(t)by inserting, immediately after sub-paragraph (I) of paragraph (g)(iv)(4)(C), the following sub-paragraph:
(II)  on ships constructed on or after 1st July 2010, the duct shall be made of heat-resisting non-combustible material, which may be faced internally and externally with membranes having low flame-spread characteristics and, in each case, a calorific value5 not exceeding 45 MJ/m2 of its surface area for the thickness used;”;
5  Refer to the recommendations published by the International Organization for Standardization, in particular publication ISO 1716:2002, Determination of calorific potential.
(u)by re-numbering the existing sub-paragraphs (II) and (III) of paragraph (g)(iv)(4)(C) as sub-paragraphs (III) and (IV), respectively, of that paragraph;
(v)by deleting sub-paragraph (1) of paragraph (g)(v) and substituting the following sub-paragraph:
(1)  Requirements for passenger ships carrying more than 36 passengers
(A)Exhaust ducts from galley ranges shall meet the requirements of paragraphs (g)(ii)(1)(B)(I) and (II) and shall be fitted with:
(I)a grease trap readily removable for cleaning, unless an alternative approved grease removal system is fitted;
(II)a fire damper located in the lower end of the duct which is automatically and remotely operated, and, in addition, a remotely operated fire damper located in the upper end of the duct;
(III)a fixed means for extinguishing a fire within the duct;
(IV)remote-control arrangements for shutting off the exhaust fans and supply fans, for operating the fire dampers mentioned in sub-paragraph (II) and for operating the fire-extinguishing system, which shall be placed in a position close to the entrance to the galley. Where a multi-branch system is installed, a remote means located with the above controls shall be provided to close all branches exhausting through the same main duct before an extinguishing medium is released into the system; and
(V)suitably located hatches for inspection and cleaning.
(B)Exhaust ducts from ranges for cooking equipment installed on open decks shall conform to the requirements in sub-paragraph (A), as applicable, when passing through accommodation spaces or spaces containing combustible materials.”;
(w)by inserting, immediately after the words “lower end of the duct” in paragraph (g)(v)(2)(A)(II), the words “and, in addition, a fire damper located in the upper end of the duct”; and
(x)by inserting, immediately after sub-paragraph (v) of paragraph (g), the following sub-paragraph:
(vi)Ventilation systems for main laundries in ships carrying more than 36 passengers
Exhaust ducts from main laundries shall be fitted with:
(1)filters readily removable for cleaning purposes;
(2)a fire damper located in the lower end of the duct which is automatically and remotely operated;
(3)remote-control arrangements for shutting off the exhaust fans and supply fans from within the space and for operating the fire damper referred to in sub-paragraph (2); and
(4)suitably located hatches for inspection and cleaning.”.
Amendment of Regulation 10 of Chapter II-2
14.  Regulation 10 of Chapter II-2 of the principal Regulations is amended —
(a)by deleting the words “Deep-fat cooking equipment shall be fitted” in paragraph (f)(iv) and substituting the words “Deep-fat cooking equipment installed in enclosed spaces or on open decks shall be fitted”; and
(b)by inserting, immediately after sub-paragraph (5) of paragraph (j)(ii), the following sub-paragraph:
(6)  Passenger ships carrying more than 36 passengers, which are constructed on or after 1st July 2010, shall be fitted with a suitably located means for fully recharging, free from contamination, breathing air cylinders. The means for recharging shall be either —
(A)breathing air compressors which are supplied from the main and emergency switchboard, or are independently driven, with a minimum capacity of 60 l/min, not to exceed 420 l/min, per required breathing apparatus; or
(B)self-contained high-pressure storage systems of suitable pressure to recharge the breathing apparatus used on board, with a capacity of at least 1,200 l, not to exceed 50,000 l, of free air per required breathing apparatus.”.
Amendment of Regulation 13 of Chapter II-2
15.  Regulation 13 of Chapter II-2 of the principal Regulations is amended —
(a)by deleting the words “public spaces,” in paragraph (c)(ii)(3);
(b)by inserting, immediately after the words “are permitted to have direct access to these stairway enclosures.” in paragraph (c)(ii)(3), the words “Public spaces may also have direct access to stairway enclosures except for the backstage of a theatre.”; and
(c)by inserting, immediately after sub-paragraph (B) of paragraph (c)(ii)(5), the following sub-paragraph:
(C)  In lieu of the escape route lighting system required by sub-paragraph (A), alternative evacuation guidance systems may be accepted if approved by the Director based on the guidelines developed by the Organisation6.”.
6  Refer to the Functional Requirements and Performance Standards for the Assessment of Evacuation Guidance Systems (MSC/Circ.1167) and the Interim Guidelines for the Testing, Approval and Maintenance of Evacuation Guidance Systems Used as an Alternative to Low-location Lighting Systems (MSC/Circ.1168).
Amendment of Regulation 18 of Chapter II-2
16.  Regulation 18 of Chapter II-2 of the principal Regulations is amended by deleting the words “Category A machinery spaces” in paragraph (g)(xi) and substituting the words “machinery spaces of category A”.
New Regulations 21, 22 and 23 of Chapter II-2
17.  Chapter II-2 of the principal Regulations is amended by inserting, immediately after Regulation 20, the following Regulations:
Regulation 21Casualty Threshold, Safe Return to Port and Safe Areas
Application
(a)Passenger ships constructed on or after 1st July 2010, having length, as defined in Regulation 2(e) of Chapter II-1, of 120 metres and upwards, or having 3 or more main vertical zones, shall comply with the provisions of this Regulation.
Purpose
(b)The purpose of this Regulation is to establish design criteria for a ship’s safe return to port under its own propulsion after a casualty that does not exceed the casualty threshold stipulated in paragraph (c), and to provide functional requirements and performance standards for safe areas.
Casualty threshold
(c)The casualty threshold, in the context of a fire, includes —
(i)loss of the space of origin up to the nearest “A” class boundaries, which may be a part of the space of origin, if the space of origin is protected by a fixed fire-extinguishing system; or
(ii)loss of the space of origin and adjacent spaces up to the nearest “A” class boundaries, which are not part of the space of origin.
Safe return to port7
7  Refer to the Performance Standards for the Systems and Services to Remain Operational on Passenger Ships for Safe Return to Port and Orderly Evacuation and Abandonment After a Casualty (MSC.1/Circ.1214)
(d)When fire damage does not exceed the casualty threshold as defined in paragraph (c), the ship shall be capable of returning to port while providing a safe area as defined in Regulation 3. To be deemed capable of returning to port, the following systems shall remain operational in the remaining part of the ship not affected by fire:
(i)propulsion systems;
(ii)steering systems and steering-control systems;
(iii)navigational systems;
(iv)systems for fill, transfer and service of fuel oil;
(v)internal communication systems between the bridge, engineering spaces, safety centre, fire-fighting and damage control teams, and as required for passenger and crew notification and mustering;
(vi)means of external communication;
(vii)fire main system;
(viii)fixed fire-extinguishing systems;
(ix)fire and smoke detection system;
(x)bilge and ballast systems;
(xi)power-operated watertight and semi-watertight doors;
(xii)systems intended to support “safe areas” as indicated in paragraph (e)(i)(2);
(xiii)flooding detection systems; and
(xiv)other systems determined by the Director to be vital to damage control efforts.
Safe areas
(e)
(i)
Functional requirements
(1)A safe area shall generally be an internal space. However, the use of an external space as a safe area may be allowed by the Director, taking into account any restriction due to the area of operation and relevant expected environmental conditions.
(2)The safe area shall provide all occupants with the following basic services* to ensure that the health of the passengers and crew is maintained:
*Refer to the Performance Standards for the Systems and Services to Remain Operational on Passenger Ships for Safe Return to Port and Orderly Evacuation and Abandonment After a Casualty ( MSC.1/Circ.1214).
(A)sanitation;
(B)water;
(C)food;
(D)alternate space for medical care;
(E)shelter from the weather;
(F)means of preventing heat stress and hypothermia;
(G)light; and
(H)ventilation.
(3)Ventilation design shall reduce the risk that smoke and hot gases could affect the use of the safe area.
(4)Means of access to life-saving appliances shall be provided from each area identified or used as a safe area, taking into account that a main vertical zone may not be available for internal transit.
(ii)Alternate space for medical careAlternate space for medical care shall conform to a standard acceptable to the Director.*
*Refer to the guidance on the Establishment of Medical and Sanitation Related Programmes for Passenger Ships (MSC/Circ.1129)
Regulation 22

Design Criteria for Systems to Remain Operational
After a Fire Casualty

Application
(a)Passenger ships constructed on or after 1st July 2010, having length, as defined in Regulation 2(b) of Chapte II-1, of 120 metres and upwards, or having three or more main vertical zones, shall comply with the provision of this Regulation.
Purpose
(b)The purpose of this Regulation is to provide design criteria for systems required to remain operational for supporting the orderly evacuation and abandonment of a ship, if the casualty threshold, as defined in Regulation 21(c), is exceeded.
Systems8
8  Refer to the Performance Standards for the Systems and Services to Remain Operational on Passenger Ships for Safe Return to Port and Orderly Evacuation and Abandonment After a Casualty (MSC.1/Circ.1214)
(c)The purpose of this Regulation is to provide design criteria for systems required to remain operational for supporting the orderly evacuation and abandonment of a ship, if the casualty threshold, as defined in Regulation 21(c), is exceeded.
(i)In case any main vertical zone is unserviceable due to fire, the following systems shall be so arranged and segregated as to remain operation:
(1)fire main system;
(2)internal communication system (in support of fire-fighting as required for passenger and crew notification and evacuation);
(3)means of external communication;
(4)bilge systems for removal of fire-fighting water;
(5)lighting along escape routes, at assembly stations and at embarkation station of life-saving appliances; and
(6)guidance systems for evacuation.
(ii)The above systems shall be capable of operation for at least 3 hours based on the assumption that there is no damage outside the unserviceable main vertical zone. These systems are not required to remain operational within the unserviceable main vertical zones.
(iii)Cabling and piping within a trunk constructed to an “A-60” standard shall be deemed to remain intact an serviceable while passing through the unserviceable main vertical zone for the purposes of sub-paragraph (i). An equivalent degree of protected for cabling and piping may be approved by the Director.
Regulation 23

Safety Centre on Passenger Ships

Application
(a)Passenger ships constructed on or after 1st July 2010 shall have on board a safety centre that complies with the requirements of this Regulation.
Purpose
(b)The purpose of this Regulation is to provide a space to assist with the management of emergency situations.
Location and arrangement
(c)The safety centre shall either be a part of the navigation bridge or be located in a separate space adjacent to and having direct access to the navigation bridge, so that the management of emergencies can be performed without distracting watch officers from their navigational duties.
Layout and ergonomic design
(d)The layout and ergonomic design of the safety centre shall take into account the guidelines developed by the Organisation9, as appropriate.
9  Refer to the guidelines to be developed by the Organisation.
Communications
(e)Means of communication between the safety centre, the central control station, the navigation bridge, the engine control room, the storage rooms for fire-extinguishing systems and fire equipment lockers shall be provided.
Control and monitoring of safety systems
(f)Notwithstanding the requirements set out elsewhere in these Regulations, the full functionality (operation, control, monitoring or any combination thereof, as required) of the safety systems listed below shall be available from the safety centre:
(i)all powered ventilation systems;
(ii)fire doors;
(iii)general emergency alarm system;
(iv)public address system;
(v)electrically-powered evacuation guidance systems;
(vi)watertight and semi-watertigh doors;
(vii)indicator for shell doors, loading doors and other closing appliances;
(viii)water leakage of inner or outer bow doors, stern doors and any other shell door.
(ix)television surveillance system;
(x)fire detection and alarm system;
(xi)fixed fire-fighting local application system;
(xii)sprinkler and equivalent systems;
(xiii)water-based systems for machinery spaces;
(xiv)alarm to summon the crew;
(xv)atrium smoke extraction system;
(xvi)flooding detection systems; and
(xvii)fire pumps and emergency fire pumps.”.
Amendment of Regulation 4 of Chapter III
18.  Regulation 4 of Chapter III of the principal Regulations is amended by deleting paragraph (c) and substituting the following paragraph:
(c)Before giving approval to novel life-saving appliances or arrangements, the Director shall ensure that:
(i)such appliances provide safety standards at least equivalent to the requirements of this Chapter and the Code and have been evaluated and tested based on the guidelines developed by the Organisation10; or
10  Refer to the guidelines to be developed by the Organisation.
(ii)such arrangements have successfully undergone an engineering analysis, evaluation and approval in accordance with Regulation 38.”.
Amendment of Regulation 7 of Chapter III
19.  Regulation 7 of Chapter III of the principal Regulation is amended by deleting sub-paragraph (i) of paragraph (b) and substituting the following sub-paragraph:
(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)for passenger ships on voyages less than 24 hours in duration, a number of infant lifejackets equal to at least 2.5% of the number of passengers on board shall be provided;
(2)for passenger ships on voyages 24 hours or more in duration, infant lifejackets shall be provided for each infant on board;
(3)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.
(4)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:
New 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; and
(5)if the adult lifejackets provided are not designed to fit persons weighing up to 140 kg and with a chest girth of up to 1,750 mm, a sufficient number of suitable accessories shall be available on board to allow them to be secured to such persons.”.
New Part C of Chapter III
20.  Chapter III of the principal Regulations is amended by inserting immediately after Regulation 37, the following Part:
paragraph PAR.Part C — Alternative Design
and Arrangements
Regulation 38

Alternative Design and Arrangements

Purpose
(a)The purpose of this Regulation is to provide a methodology for alternative design and arrangements for life-saving appliances and arrangements.
General
(b)
(i)Life-saving appliances and arrangements may deviate from the requirements set out in Part B, provided that the alternative design and arrangements meet the intent of the requirements concerned and provide an equivalent level of safety to this Chapter.
(ii)When alternative design and arrangements deviate from the prescriptive requirements of Part B, an engineering analysis, evaluation and approval of the design and arrangements shall be carried out in accordance with this Regulation.
Engineering analysis
(c)The engineering analysis shall be prepared and submitted to the Director, based on the guidelines developed by the Organisation11 and shall include, as a minimum, the following elements:
11  Refer to the Guidelines on Alternative Design and Arrangements for SOLAS Chapters II-1 and III (MSC.1/Circ. 1212).
(i)determination of the ship type and the life-saving appliance and arrangments concerned;
(ii)identification of the prescriptive requirements with which the life-saving appliance and arrangements will not comply;
(iii)identification of the reason the proposed design will not meet the prescriptive requirements supported by compliance with other recognised engineering or industry standards;
(iv)determination of the performance criteria for the ship and the life-saving appliance and arrangements concerned addressed by all of the following relevant prescriptive requirements:
(1)the performance criteria shall provide a level of the safety not inferior to the relevant prescriptive requirements contained in Part B; and
(2)the performance criteria shall be quantifiable and measureable;
(v)a detailed description of the alternative design and arrangements, including a list of the assumptions used in the design and any proposed operational restrictions or conditions;
(vi)technical justification demonstrating that the alternative design and arrangements meet the safety performance criteria; and
(vii)risk assessment based on identificationof the potential faults and hazards associated with the proposal.
Evaluation of the alternative design and arrangements
(d)
(i)The engineering analysis required in paragraph (c) shall be evaluated and approved by the Director, taking into account the guidelines developed by the Organisation12.
12  Refer to the Guidelines on Alternative Design and Arrangements for SOLAS Chapter II-1 and III (MSC.1/Circ.1212).
(ii)A copy of the documentation, as approved by the Director, indicating that the alternative design and arrangements comply with this Regulation, shall be carried on board the ship.
Exchange of information
(e)The Director shall communicate to the Organisation pertinent information concerning the approved alternative design and arrangements for circulation to all Contracting Governments.
Re-evaluation due to change of conditions
(f)If the assumptions and operational restrictions that were stipulated in the alternative design and arrangements are changed, the engineering analysis shall be carried out under the changed condition and shall be approved by the Director.”.
Amendment of Regulation 7 of Chapter IV
21.  Regulation 7 of Chapter IV of the principal Regulations is amended —
(a)by deleted sub-paragraph (1) of paragraph (a)(vi) and substituting the following sub-paragraph:
(1)  capable of transmitting a distress alert through the polar orbiting satellite service in the 406 MHz band;”.
(b)by deleting the footnote “***Subject to the availability of appropriate receiving and processing ground facilities for each ocean region covered by INMARSAT satellites.” at the end of the page.
Amendment of Regulation 9 of Chapter IV
22.  Regulation 9 of Chapter IV of the principal Regulations is amended by deleting sub-paragraph (3) of paragraph (a)(iii) and substituting the following sub-paragraph:
(3)  through the INMARSAT geostationary satellite service by a ship earth station.”.
Amendment of Regulation 10 of Chapter IV
23.  Regulation 10 of Chapter IV of the principal Regulations is amended —
(a)by deleting sub-paragraph (3) of paragraph (a)(iv) and substituting the following sub-paragraph:
(3)  through the INMARSAT geostationary satellite service by an additional ship earth station.”; and
(b)by deleting sub-paragraph (2) of paragraph (b)(iii) and substituting the following sub-paragraph:
(2)  through the INMARSAT geostationary satellite service by a ship earth station; and”.
Amendment of Regulation 22 of Chapter V
24.  Regulation 22 of Chapter V of the principal Regulations is amended by inserting, immediately after paragraph (c), the following paragraph:
(d)Notwithstanding the requirements of paragraphs (a)(i), (a)(iii), (a)(iv) and (a)(v), ballast water exchange may be undertaken provided that:
(i)the master has determined that it is safe to do so, and takes into consideration any increased blind sectors or reduced horizontal fields of vision, resulting from the operation, to ensure that a proper lookout is maintained at all times;
(ii)the operation is conducted in accordance with the ship’s ballast water management plan, taking into account the recommendations on ballast water exchange adopted by the Organisation; and
(iii)the commencement and termination of the operation are recorded in the ship’s record of navigational activities pursuant to Regulation 28.”.
[G.N. Nos. S 287/1999; S 40/2000; S 511/2000; S 533/2001; S 314/2002; S 613/2002; S 645/2003; S 217/2004; S 697/2005; S 282/2006; S 691/2006; S 339/2008; S 686/2008; S 286/2009; S 664/2009]

Made this 30th day of June 2010.

LUCIEN WONG
Chairman,
Maritime and Port Authority of Singapore.
[SS 1.2.1(20); AG/LLRD/SL/179/2010/3 Vol. 1]