AMENDMENTS TO THE INTERNATIONAL CONVENTION FOR THE SAFETY OF LIFEAT SEA, 1974
AMENDMENTS TO THE INTERNATIONAL CONVENTION FOR THE SAFETY OF LIFEAT SEA, 1974
[Adopted on 11 April 1989 by Resolution MSC. 13 (57)]
Whole document
TABLE OF CONTENTS
CHAPTER II-1 CONSTRUCTION-SUBDIVISION AND STABILITY, MACHINERY AND
ELECTRICAL INSTALLATIONS
Amendment to Regulation 11 Peak and machinery space bulkheads and
stern tubes in cargo ships
Amendment to Regulation 12 Double bottoms in passenger ships
Addition of new Regulation 12-1 Double bottoms in cargo ships other
than tankers
Replacement of Regulation 15 Openings in watertight bulkheads in
passenger ships
Amendment to Regulation 16 Passenger ships carrying goods vehicles
and accompanying personnel
Amendment to Regulation 21 Bilge pumping arrangements
Addition of new Regulation 23-1 Damage control in dry cargo ships
Amendment to Regulation 42 Emergency sources of electrical power in
passenger ships
CHAPTER II-2 CONSTRUCTION-FIRE PROTECTION, FIRE DETECTION AND FIRE
EXTINCTION
Amendment to Regulation 4 Fire pumps, fire mains, hydrants and hoses
Addition of new Regulation 13-1 Sample extraction smoke detection
systems
Amendment to Regulation 15 Arrangements for oil fuel, lubricating oil
and other flammable oils
Amendment to Regulation 18 Miscellaneous items
Amendment to Regulation 26 Fire integrity of bulkheads and decks in
ships carrying more than 36 passengers
Amendment to Regulation 27 Fire integrity of bulkheads and decks in
ships carrying not more than 36 passengers
Amendment to Regulation 38 Protection of cargo spaces, other than
special category spaces, intended for the carriage of motor vehicles with
fuel in their tanks for their own propulsion
Amendment to Regulation 40 Fire patrols, detection, alarms and public
address systems
Amendment to Regulation 44 Fire integrity of bulkheads and decks
Amendment to Regulation 50 Details of construction
Amendment to Regulation 53 Fire protection arrangements in cargo
spaces
Amendment to Regulation 54 Special requirements for ships carrying
dangerous goods
Amendment to Regulation 55 Application
Replacement of Regulation 56 Location and separation of spaces
Amendment to Regulation 58 Fire integrity of bulkheads and decks
Amendment to Regulation 59 Venting, purging, gas-freeing and
ventilation
Amendment to Regulation 62 Inert gas systems
CHAPTER III LIFE-SAVING APPLIANCES AND ARRANGEMENTS
Amendment to Regulation 41 General requirements for lifeboats
CHAPTER IV RADIOTELEGRAPHY AND RADIOTELEPHONY
Amendment to Regulation 13 Radiotelegraph installations for lifeboats
Amendment to Regulation 14 Portable radio apparatus for survival
craft
CHAPTER V SAFETY OF NAVIGATION
Amendment to Regulation 3 Information required in danger messages
Replacement of Regulation 9 Misuse of distress signals
Amendment to Regulation 12 Shipborne navigational equipment
Amendment to Regulation 13 Manning
Replacement of Regulation 16 Life-saving signals
CHAPTER VII CARRIAGE OF DANGEROUS GOODS
Replacement of Regulation 7 Explosives in passenger ships
Amendments to the International Convention for the Safety at Sea, of Life
1974
[Adopted on 11 April 1989 by Resolution MSC, 13 (57)]
CHAPTER II-1 CONSTRUCTION-SUBDIVISION AND STABILITY, MACHINERY ANDELECTRICAL INSTALLATIONS
Regulation 11 Peak and machinery space bulkheads and stern tubesin cargo ships
The existing heading is replaced by the following: "Peak and machinery
space bulkheads and stern tubes in cargo ships"
The following text is inserted after the heading:
"(Paragraphs 8 and 9 of this regulation apply to ships constructed on
or after 1 February 1992)."
The following new paragraphs 8 and 9 are added after paragraph 7:
"8 Bulkheads shall be fitted separating the machinery space from cargo
and passenger spaces forward and aft and made watertight up to the
freeboard deck.
9 stern tubes shall be enclosed in a watertight space (or spaces) of
moderate volume. Other measures to minimize the danger of water
penetrating into the ship in case of damage to stern tube arrangements may
be taken at the discretion of the Administration."
Regulation 12 Double bottoms in passenger ships
In paragraph 5 the words "Regulation III/2" in the third line are
replaced by "Regulation III/3.16".
Regulation 12-1 The following new Regulation II-1/12-1 is added after
Regulation 12: "Double bottoms in cargo ships other than tankers (This
Regulation applies to ships constructed on or after 1 February 1992)
1 A double bottom shall be fitted extending from the collision
bulkhead to the afterpeak bulkhead, as far as this is practicable and
compatible with the design and proper working of the ship.
2 Where a double bottom is required to be fitted, its depth shall be
to the satisfaction of the Administration and the inner bottom shall be
continued out to the ship's side in such a manner as to protect the bottom
to the turn of the bilge.
3 Small wells constructed in the double bottom, in connection with the
drainage arrangements of holds, shall not extend in depth more than
necessary. A well extending to the outer bottom, may, however, be
permitted at the after end of the shaft tunnel of the ship. Other wells
may be permitted by the Administration if it is satisfied that the
arrangements give protection equivalent to that afforded by a double
bottom complying with this Regulation.
4 A double bottom need not be fitted in way of watertight compartments
used exclusively for the carriage of liquids, provided the safety of the
ship in the event of bottom damage is not, in the opinion of the
Administration, thereby impaired."
Regulation 15 Openings in watertight bulkheads in passenger ships
The existing text of this regulation is replaced by the following:
"Openings in watertight bulkheads in passenger ships (This regulation
applies to ships constructed on or after 1 February 1992)
1 The number of openings in watertight bulkheads shall be reduced to
the minimum compatible with the design and proper working of the ship;
satisfactory means shall be provided for closing these openings.
2.1 Where pipes, scuppers, electric cables, etc., are carried through
watertight subdivision bulkheads, arrangements shall be made to ensure the
watertight integrity of the bulkheads.
2.2 Valves not forming part of a piping system shall not be permitted
in watertight subdivision bulkheads.
2.3 Lead or other heat sensitive materials shall not be used in
systems which penetrate watertight subdivision bulkheads, where
deterioration of such systems in the event of fire would impair the
watertight integrity of the bulkheads.
3.1 No doors, manholes, or access openings are permitted:
.1 in the collision bulkhead below the margin line;
.2 in watertight transverse bulkheads dividing a cargo space from
an adjoining cargo space or from a permanent or reserve bunker, except as
provided in paragraph 10.1 and in regulation 16.
3.2 Except as provided in paragraph 3.3, the collision bulkhead may be
pierced below the margin line by not more than one pipe for dealing with
fluid in the forepeak tank, provided that the pipe is fitted with a
screwdown valve capable of being operated from above the bulkhead. The
Administration may, however, authorize the fitting of this valve on the
after side of the collision bulkhead provided that the valve is readily
accessible under all service conditions and the space in which it is
located is not a cargo space.
3.3 If the forepeak is divided to hold two different kinds of liquids
the Administration may allow the collision bulkhead to be pierced below
the margin line by two pipes, each of which is fitted as required by
paragraph 3.2, provided the Administration is satisfied that there is no
practical alternative to the fitting of such a second pipe and that,
having regard to the additional subdivision provided in the forepeak, the
safety of the ship is maintained.
4.1 Watertight doors fitted in bulkheads between permanent and reserve
bunkers shall always be accessible, except as provided in paragraph 9.4
for between-deck bunker doors.
4.2 Satisfactory arrangements shall be made by means of screens or
otherwise to prevent the coal from interfering with the closing of
watertight bunker doors.
5 Subject to paragraph 11, not more than one door, apart from the
doors to bunkers and shaft tunnels, may be fitted in each main transverse
bulkhead within spaces containing the main and auxiliary propulsion
machinery including boilers serving the needs of propulsion and all
permanent bunkers. Where two or more shafts are fitted, the tunnels shall
be connected by an intercommunicating passage. There shall be only one
door between the machinery space and the tunnel spaces where two shafts
are fitted and only two doors where there are more than two shafts. All
these doors shall be of the sliding type and shall be so located as to
have their sills as high as practicable. The hand gear for operating these
doors from above the bulkhead deck shall be situated outside the spaces
containing the machinery.
6.1 Watertight doors, except as provided in paragraph 10.1 or
Regulation 16, shall be power-operated sliding doors complying with the
requirements of paragraph 7 capable of being closed simultaneously from
the central operating console at the navigating bridge in not more than 60
seconds with the ship in the upright position.
6.2 The means of operation whether by power or by hand of any
power-operated sliding watertight door shall be capable of closing the
door with the ship listed to 15¡ã either way. Consideration shall also be
given to the forces which may act on either side of the door as may be
experienced when water is flowing through the opening applying a static
head equivalent to a water height of at least 1 m above the sill on the
centreline of the door.
6.3 Watertight door controls, including hydraulic piping and electric
cables, shall be kept as close as practicable to the bulkhead in which the
doors are fitted, in order to minimize the likelihood of them being
involved in any damage which the ship may sustain. The positioning of
watertight doors and their controls shall be such that if the ship
sustains damage within one fifth of the breadth of the ship, as defined in
Regulation 2, such distance being measured at right angles to the
centreline at the level of the deepest subdivision load line, the
operation of the watertight doors clear of the damaged portion of the ship
is not impaired.
6.4 All power-operated sliding watertight doors shall be provided with
means of indication which will show at all remote operating positions
whether the doors are open or closed. Remote operating positions shall
only be at the navigating bridge as required by paragraph 7.1. 5 and, at
the location where hand operation above the bulkhead deck is required by
paragraph 7.1.4.
7.1 Each power-operated sliding watertight door:
.1 shall have a vertical or horizontal motion;
.2 shall, subject to paragraph 11, be normally limited to a
maximum clear opening width of 1.2 m. The Administration may permit larger
doors only to the extent considered necessary for the effective operation
of the ship provided that other safety measures, including the following,
are taken into consideration:
.1 special consideration shall be given to the strength of the
door and its closing appliances in order to prevent leakages;
.2 the door shall be located outside the damage zone B/5;
.3 the door shall be kept closed when the ship is at sea,
except for limited periods when absolutely necessary as determined by the
Administration;
.3 shall be fitted with the necessary equipment to open and close
the door using electric power, hydraulic power, or any other form of power
that is acceptable to the Administration;
.4 shall be provided with an individual hand-operated mechanism.
It shall be possible to open and close the door by hand at the door itself
from either side, and in addition, close the door from an accessible
position above the bulkhead deck with an all round crank motion or some
other movement providing the same degree of safety acceptable to the
Administration. Direction of rotation or other movement is to be clearly
indicated at all operating positions. The time necessary for the complete
closure of the door, when operating by hand gear, shall not exceed 90
seconds with the ship in the upright position;
.5 shall be provided with controls for opening and closing the
door by power from both sides of the door and also for closing the door by
power from the central operating console at the navigating bridge;
.6 shall be provided with an audible alarm, distinct from any
other alarm in the area, which will sound whenever the door is closed
remotely by power and which shall sound for at least five seconds but no
more than ten seconds before the door begins to move and shall continue
sounding until the door is completely closed. In the case of remote hand
operation it is sufficient for the audible alarm to sound only when the
door is moving. Additionally, in passenger areas and areas of high ambient
noise the Administration may require the audible alarm to be supplemented
by an intermittent visual signal at the door; and
.7 shall have an approximately uniform rate of closure under
power. The closure time, from the time the door begins to move to the
time it reaches the completely closed position, shall in no case be less
than 20 seconds or more than 40 seconds with the ship in the upright
position.
7.2 The electrical power required for power-operated sliding
watertight doors shall be supplied from the emergency switchboard either
directly or by a dedicated distribution board situated above the bulkhead
deck. The associated control, indication and alarm circuits shall be
supplied from the emergency switchboard either directly or by a dedicated
distribution board situated above the bulkhead deck and be capable of
being automatically supplied by the transitional source of emergency
electrical power required by Regulation 42.3.1.3 in the event of failure
of either the main or emergency source of electrical power.
7.3 Power-operated sliding watertight doors shall have either:
.1 a centralized hydraulic system with two independent power
sources each consisting of a motor and pump capable of simultaneously
closing all doors. In addition, there shall be for the whole installation
hydraulic accumulators of sufficient capacity to operate all the doors at
least three times, i.e. closed-open-closed, against an adverse list of 15
¡ã. This operating cycle shall be capable of being carried out when the
accumulator is at the pump cut-in pressure. The fluid used shall be chose
nconsidering the temperatures liable to be encountered by the installation
during its service. The power operating system shall be designed to
minimize the possibility of having a single failure in the hydraulic
piping adversely affect the operation of more than one door. The hydrauli
csystem shall be provided with a low-level alarm for hydraulic fluid
reservoirs serving the power-operated system and a low gas pressure alarm
or other effective means of monitoring loss of stored energy in hydraulic
accumulators. These alarms are to be audible and visual and shall be
situated on the central operating console at the navigating bridge; or
.2 an independent hydraulic system for each door with each power
source consisting of a motor and pump capable of opening and closing the
door. In addition, there shall be a hydraulic accumulator of sufficient
capacity to operate the door at least three times, i. e.
closed-open-closed, against an adverse list of 15¡ã. This operating cycle
shall be capable of being carried out when the accumulator is at the pump
cut-in pressure. The fluid used shall be chosen considering the
temperatures liable to be encountered by the installation during its
service. A low gas pressure group alarm or other effective means of
monitoring loss of stored energy in hydraulic accumulators shall be
provided at the central operating console on the navigating bridge. Loss
of stored energy indication at each local operating position shall also be
provided; or
.3 an independent electrical system and motor for each door with
each power source consisting of a motor capable of opening and closing the
door. The power source shall be capable of being automatically supplied by
the transitional source of emergency electrical power as required by
Regulation 42.4.2-in the event of failure of either the main or emergency
source of electrical power and with sufficient capacity to operate the
door at least three times, i.e. closed-open-closed against an adverse list
of 15 ¡ã.
For the systems specified in 7.3.1, 7.3.2 and 7.3.3, provision should
be made as follows:
Power systems for power-operated watertight sliding doors shall be
separate from any other power system. A single failure in the electric or
hydraulic power-operated systems excluding the hydraulic actuator shall
not prevent the hand operation of any door.
7.4 Control handless shall be provided at each side of the bulkhead at
a minimum height of 1.6 m above the floor and shall be so arranged at to
enable persons passing through the doorway to hold both handles in the
open position without being able to set the power closing mechanism in
operation accidentally. The direction of movement of the handles in
opening and closing the door shall be in the direction of door movement
and shall be clearly indicated.
7.5 As far as practicable, electrical equipment and components for
watertight doors shall be situated above the bulkhead deck and outside
hazardous areas and spaces.
7.6 The enclosures of electrical components necessarily situated below
the bulkhead deck shall provide suitable protection against the ingress of
water.*
[* Reference is made to the following IEC publication 529: 1976:
.1 electrical motors, associated circuits and control components;
protected to IP x 7 standard;
.2 door position indicators and associated circuit components;
protected to IP x 8 standard; and
.3 door movement warning signals; protected to IP x 6 standard.
Other arrangements for the enclosures of electrical components may be
fitted provided the Administration is satisfied that an equivalent
protection is achieved. The water pressure testing of the enclosures
protected to IP x 8 shall be based on the pressure that may occur at the
location of the component during flooding for a period of 36 hours.]
7.7 Electric power, control, indication and alarm circuits shall be
protected against fault in such a way that a failure in one door circuit
will not cause a failure in any other door circuit. Short circuits or
other faults in the alarm or indicator circuits of a door shall not result
in a loss of power operation of that door. Arrangements shall be such that
leakage of water into the electrical equipment located below the bulkhead
deck will not cause the door to open.
7.8 A single electrical failure in the power operating or control
system of a power-operated sliding watertight door shall not result in a
closed door opening. Availability of the power supply should be
continuously monitored at a point in the electrical circuit as near as
practicable to each of the motors required by paragraph 7.3. Loss of any
such power supply should activate an audible and visual alarm at the
central operating console at the navigating bridge.
8.1 The central operating console at the navigating bridge shall have
a "master mode" switch with two modes of control: a "local control" mode
which shall allow any door to be locally opened and locally closed after
use without automatic closure, and a "doors closed" mode which shall
automatically close any door that is open. The "doors closed" mode shall
permit doors to be opened locally and shall automatically reclose the
doors upon release of the local control mechanism. The "master mode"
switch shall normally be in the "local control" mode. The "doors closed"
mode shall only be used in an emergency or for testing purposes. Special
consideration shall be given to the reliability of the "master mode"
switch.
8.2 The central operating console at the navigating bridge shall be
provided with a diagram showing the location of each door, with visual
indicators to show whether each door is open or closed. A red light shall
indicate a door is fully open and a green light shall indicate a door is
fully closed. When the door is closed remotely the red light shall
indicate the intermediate position by flashing. The indicating circuit
shall be independent of the control circuit for each door.
8.3 It shall not be possible to remotely open any door from the
central operating console.
9.1 All watertight doors shall be kept closed during navigation except
that they may be opened during navigation as specified in paragraphs 9.2,
9.3 and 9.4. Watertight doors of width of more than 1.2 m permitted by
paragraph 11 may only be opened in the circumstances detailed in that
paragraph. Any door which is opened in accordance with this paragraph
shall be ready to be immediately closed.
9.2 A watertight door may be opened during navigation to permit the
passage of passengers or crew, or when work in the immediate vicinity of
the door necessitates it being opened. The door must be immediately closed
when transit through the door is complete or when the task which
necessitated it being open is finished.
9.3 Certain watertight doors may be permitted to remain open during
navigation only if considered absolutely necessary; that is, being open is
determined essential to the safe and effective operation of the ship's
machinery or to permit passengers normally unrestricted access throughout
the passenger area. Such determination shall be made by the Administration
only after careful consideration of the impact on ship operations and
survivability. A watertight door permitted to remain thus open shall be
clearly indicated in the ship's stability information and shall always be
ready to be immediately closed.
9.4 Sliding watertight doors fitted between bunkers in the
between-decks below the bulkhead deck may sometimes be open at sea for the
purpose of trimming coal. The opening and closing of these doors shall be
recorded in such log-book as may be prescribed by the Administration.
10.1 If the Administration is satisfied that such doors are essential,
watertight doors of satisfactory construction may be fitted in watertight
bulkheads dividing cargo between deck spaces. Such doors may be hinged,
rolling or sliding doors but shall not be remotely controlled. They shall
be fitted at the highest level and as far from the shell plating as
practicable, but in no case shall the outboard vertical edges be situated
at a distance from the shell plating which is less than one fifth of the
breadth of the ship, as defined in Regulation 2, such distance being
measured at right angles to the centreline at the level of the deepest
subdivision load line.
10.2 Such doors shall be closed before the voyage commences and shall
be kept closed during navigation; the time of opening such doors in port
and of closing them before the ship leaves port shall be entered in the
log-book. Should any of the doors be accessible during the voyage, they
shall be fitted with a device which prevents unauthorized opening. When it
is proposed to fit such doors, the number and arrangements shall receive
the special consideration of the Administration.
11 Portable plates on bulkheads shall not be permitted except in
machinery spaces. Such plates shall always be in place before the ship
leaves port, and shall not be removed during navigation except in case of
urgent necessity at the discretion of the master. The times of removal and
replacement of any such portable plates shall be recorded in the log-book,
and the necessary precautions shall be taken in replacing them to ensure
that the joints are watertight. The Administration may permit not more
than one power-operated sliding watertight door in each main transverse
bulkhead larger than those specified in paragraph 7.1.2 to be substituted
for these portable plates, provided these doors are closed before the ship
leaves port and remain closed during navigation except in case of urgent
necessity at the discretion of the master. These doors need not meet the
requirements of paragraph 7.1.4 regarding complete closure by
hand-operated gear in 90 seconds. The time of opening and closing these
doors, whether the ship is at sea or in port, shall be recorded in the
log-book.
12.1 Where trunkways or tunnels for access from crew accommodation to
the stokehold, for piping, or for any other purpose are carried through
main transverse watertight bulkheads, they shall be watertight and in
accordance with the requirements of Regulation 19. The access to at least
one end of each such tunnel or turnkey, if used as a passage at sea,
shall be through a trunk extending watertight to a height sufficient to
permit access above the margin line. The access to the other end of the
turnkey or tunnel may be through a watertight door of the type required by
its location in the ship. Such trunkways or tunnels shall not extend
through the first subdivision bulkhead abaft the collision bulkhead.
12.2 Where it is proposed to fit tunnels piercing main transverse
watertight bulkheads, these shall receive the special consideration of
the Administration.
12.3 Where trunkways in connection with refrigerated cargo and
ventilation or forced draught trunks are carried through more than one
watertight bulkhead, the means of closure at such openings shall be
operated by power and be capable of being closed from a central position
situated above the bulkhead deck."
Regulation 16 Passenger ships carrying goods vehicles and accom-panying personnel
The reference to "Regulation 15.12" in paragraph 2 is replaced by
reference to "Regulation 15.10".
Regulation 21 Bilge pumping arrangements
The following text is inserted after the heading:
"(Paragraphs 1.6 and 2.9 of this Regulation apply to ships constructed
on or after 1 February 1992)"
The follow new paragraph 1.6 is added after paragraph 1.5:
"1.6 Provisions shall be made for the drainage of enclosed cargo
spaces situated on the bulkhead deck of a passenger ship and on the
freeboard deck of a cargo ship, provided that the Administration may
permit the means of drainage to be dispensed with in any particular
compartment of any ship or class of ship if it is satisfied that by reason
of size or internal subdivision of those spaces the safety of the ship is
not thereby impaired.
1.6.1 Where the freeboard to the bulkhead deck or the freeboard deck,
respectively, is such that the deck edge is immersed when the ship heels
more than 5¡ã, the drainage shall be by means of a sufficient number of
scuppers of suitable size discharging directly overboard, fitted in
accordance with the requirements of Regulation 17 in the case of a
passenger ship and the requirements for scuppers, inlets and discharges of
the International Convention on Load Lines in force in the case of a cargo
ship.
1.6.2 Where the freeboard is such that the edge of the bulkhead deck
or the edge of the freeboard deck, respectively, is immersed when the ship
heels 5 ¡ã or less, the drainage of the enclosed cargo spaces on the
bulkhead deck or on the freeboard deck, respectively, shall be led to a
suitable space, or spaces, of adequate capacity, having a high water level
alarm and provided with suitable arrangements for discharge overboard. In
addition it shall be ensured that:
.1 the number, size and disposition of the scuppers are such as to
prevent unreasonable accumulation of free water;
.2 the pumping arrangements Required by this regulation for
passenger ships or cargo ships, as applicable, take account of the
requirements for any fixed pressure water-spraying fire-extinguishing
system;
.3 water contaminated with petrol or other dangerous substances is
not drained to machinery spaces or other spaces where sources of ignition
may be present; and
.4 where the enclosed cargo space is protected by a carbon dioxide
fire-extinguishing system the deck scuppers are fitted with means to
prevent the escape of smothering gas."
The definition of "D" in paragraph 2.9 is replaced by the following:
"D is the moulded depth of the ship to the bulkhead deck (metres)
provided that, in a ship having an enclosed cargo space on the bulkhead
deck which is internally drained in accordance with the requirements of
paragraph 1.6.2 and which extends for the full length of the ship, D shall
be measured to the next deck above the bulkhead deck. Where the enclosed
cargo spaces cover a lesser length, D shall be taken as the moulded depth
to the bulkhead deck plus lh/L where l and h are the aggregate length and
height respectively of the enclosed cargo spaces (metres)."
Regulation 23-1 The following new Regulation 23-1 is added after
Regulation 23: "Damage control in dry cargo ships (This Regulation
applies to ships constructed on or after 1 February 1992)
1 There shall be permanently exhibited or readily available on the
navigating bridge, for the guidance of the officer in charge of the ship,
a plan showing clearly for each deck and hold the boundaries of the
watertight compartments, the openings therein with the means of closure
and position of any controls thereof, and the arrangements for the
correction of any list due to flooding. In addition, booklets containing
the aforementioned information shall be made available to the officers of
the ship.
2 Indicators shall be provided for all sliding doors and for hinged
doors in watertight bulkheads. Indication showing whether the doors are
open or closed shall be given on the navigating bridge. In addition, shell
doors and other openings which, in the opinion of the Administration,
could lead to major flooding if left open or not properly secured, shall
be provided with such indicators.
3.1 General precautions shall consist of a listing of equipment,
conditions and operational procedures, considered by the Administration to
be necessary to maintain watertight integrity under normal ship
operations.
3.2 Specific precautions shall consist of a listing of elements (i.e.
closures, security of cargo, sounding of alarms, etc.) considered by the
Administration to be vital to the survival of the ship and its crew."
Regulation 42 Emergency sources of electrical power in passengerships
The following text is inserted after the heading:
"(Paragraphs 2.6.1 and 4.2 of this Regulation apply to ships
constructed on or after 1 February 1992)"
The second sentence in paragraph 2.6.1 is deleted.
The existing text of paragraph 4.2 is replaced by the following:
"4.2 Power to operate the watertight doors, as required by Regulation
15.7.3.3, but not necessarily all of them simultaneously, unless an
independent temporary source of stored energy is provided. Power to the
control, indication and alarm circuits as required by Regulation 15.7.2
for half an hour."
CHAPTER II-2 CONSTRUCTION-FIRE PROTECTION, FIRE DETECTION AND FIREEXTINCTION
Regulation 4 Fire pumps, fire mains, hydrants and hoses
The following text is inserted after the heading:
"(Paragraph 3.3.2.5 of this Regulation applies to ships constructed on
or after 1 February 1992)"
The existing text of paragraph 3.3.2.5 is replaced by the following:
"2.5 The total suction head and the net positive suction head of the
pump shall be such that requirements of paragraphs 3.3.2, 3.3.2.1, 3.3.2.2
and 4.2 of this Regulation shall be obtained under all conditions of list,
trim, roll and pitch likely to be encountered in service."
In paragraph 7.1 between "of" and "material" in the first line the
word "non-perishable" is inserted.
In paragraph 7.1, the following new sentence is inserted after the
first sentence:
"Fire hoses of non-perishable material shall be provided in ships
constructed on or after 1 February 1992, and on ships constructed before 1
February 1992 when the existing fire hoses are replaced."
Regulation 13-1 Sample extraction smoke detection systems
The following new Regulation 13-1 is added after Regulation 13:
"Sample extraction smoke detection systems (This Regulation applies to
ships constructed on or after 1 February 1992)
1 General requirements
1.1 Wherever in the text of this Regulation the word "system" appears,
it shall mean "sample extraction smoke detection system".
1.2 Any required system shall be capable of continuous operation at
all times except that systems operating on a sequential scanning principle
may be accepted, provided that the interval between scanning the same
position twice gives an overall response time to the satisfaction of the
Administration.
1.3 Power supplies necessary for the operation of the system shall be
monitored for loss of power. Any loss of power shall initiate a visual and
audible signal at the control panel and the navigating bridge which shall
be distinct from a signal indicating smoke detection.
1.4 An alternative power supply for the electrical equipment used in
the operation of the system shall be provided.
1.5 The control panel shall be located on the navigating bridge or in
the main fire control station.
1.6 The detection of smoke or other products of combustion shall
initiate a visual and audible signal at the control panel and the
navigating bridge.
1.7 Clear information shall be displayed on or adjacent to the control
panel designating the spaces covered.
1.8 The sampling pipe arrangements shall be such that the location of
the fire can be readily identified.
1.9 Suitable instructions and component spares shall be provided for
the testing and maintenance of the system.
1.10 The functioning of the system shall be periodically tested to the
satisfaction of the Administration. The system shall be of a type that can
be tested for correct operation and restored to normal surveillance
without the renewal of any component.
1.11 The system shall be designed, constructed and installed so as to
prevent the leakage of any toxic or flammable substances or
fire-extinguishing media into any accommodation and service space, control
station or machinery space.
2 Installation requirements
2.1 At least one smoke accumulator shall be located in every enclosed
space for which smoke detection is required. However, where a space is
designed to carry oil or refrigerated cargo alternatively with cargoes for
which a smoke sampling system is required, means may be provided to
isolate the smoke accumulators in such compartments for the system. Such
means shall be to the satisfaction of the Administration.
2.2 Smoke accumulators shall be located for optimum performance and
shall be spaced so that no part of the overhead deck area is more than 12
m measured horizontally from an accumulator. Where systems are used in
spaces which may be mechanically ventilated, the position of the smoke
accumulators shall be considered having regard to the effects of
ventilation.
2.3 Smoke accumulators shall be positioned where impact or physical
damage is unlikely to occur.
2.4 Not more than four accumulators shall be connected to each
sampling point.
2.5 Smoke accumulators from more than one enclosed space shall not be
connected to the same sampling point.
2.6 Sampling pipes shall be self-draining and suitably protected from
impact or damage from cargo working.
3 Design requirements
3.1 The system and equipment shall be suitably designed to withstand
supply voltage variations and transients, ambient temperature changes,
vibration, humidity, shock, impact and corrosion normally encountered in
ships and to avoid the possibility of ignition of flammable gas air
mixture.
3.2 The sensing unit shall be certified to operate before the smoke
density within the sensing chamber exceeds 6.65% obscuration per metre.
3.3 Duplicate sample extraction fans shall be provided. The fans shall
be of sufficient capacity to operate with the normal conditions or
ventilation in the protected area and shall give an overall response time
to the satisfaction of the Administration.
3.4 The control panel shall permit observation of smoke in the
individual sampling pipe.
3.5 Means shall be provided to monitor the airflow through the
sampling pipes so designed as to ensure that as far as practicable equal
quantities are extracted from each interconnected accumulator.
3.6 Sampling pipes shall be a minimum of 12 mm internal diameter
except when used in conjunction with fixed gas fire-extinguishing systems
when the minimum size of pipe should be sufficient to permit the
fire-extinguishing gas to be discharged within the appropriate time.
3.7 Sampling pipes shall be provided with an arrangement for
periodically purging with compressed air."
Regulation 15 Arrangements for oil fuel, lubricating oil and otherflammable oils
The following text is inserted after the heading:
"(Paragraphs 2.6 and 3 of this Regulation apply to ships constructed
on or after 1 February 1992)"
The existing text of paragraph 2.6 is replaced by the following:
".6 Safe and efficient means of ascertaining the amount of oil
fuel contained in any oil fuel tank shall be provided.
.6.1 Where sounding pipes are used, they shall not terminate in
any space where the risk of ignition of spillage from the sounding pipe
might arise. In particular, they shall not terminate in passenger or crew
spaces. As a general rule, they shall not terminate in machinery spaces.
However, where the Administration considers that these latter requirements
are impracticable, it may permit termination of sounding pipes in
machinery spaces on condition that all the following requirements are met:
.6.1.1 in addition, an oil-level gauge is provided meeting the
requirements of subparagraph .6.2;
.6.1.2 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;
.6.1.3 the termination 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.
.6.2 Other oil-level gauges may be used in place of sounding
pipes. Such means, like the means provided in subparagraph .6.1.1, are
subject to the following conditions:
.6.2.1 in passenger ships, such means shall not require
penetration below the top of the tank and their failure or overfilling of
the tanks shall not permit release of fuel;
.6.2.2 in cargo ships, the failure of such means or overfilling of
the tank shall not permit release of fuel into the space. The use of
cylindrical gauge glasses is prohibited. The Administration may permit the
use of oil-level gauges with flat glasses and self-closing valves between
the gauges and fuel tanks.
.6.3 Means prescribed in .6.2.1 or .6.2.2 which are acceptable to
the Administration shall be maintained in the proper condition to ensure
their continued accurate functioning in service."
The existing text of paragraph 3 is replaced by the following:
"3 The arrangements for the storage, distribution and utilization 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 paragraphs
2.1, 2.4, 2.5, 2.6, 2.7 and 2.8, except that:
.1 this does not preclude the use of sight-flow glasses in
lubricating systems provided that they are shown by test to have a
suitable degree of fire resistance;
.2 Sounding pipes may be authorized in machinery spaces; the
requirements of paragraphs 2.6.1.1 and 2.6.1.3 need not be applied on
condition that the sounding pipes are fitted with appropriate means of
closure."
Regulation 18 Miscellaneous items
The following text is inserted after the heading:
"(Paragraphs 2.4 and 8 of this Regulation apply to ships constructed
on or after 1 February 1992. Paragraph 7 of this Regulation applies to all
ships)"
The following new paragraph 2.4 is added after paragraph 2.3:
"2.4 For the protection of cargo tanks carrying crude oil and
petroleum products having a flashpoint not exceeding 60 ¡æ, materials
readily rendered ineffective by heat shall not be used for valves,
fittings, tank opening covers, cargo vent piping, and cargo piping so as
to prevent the spread of fire to the cargo."
The following new paragraphs 7 and 8 are added after paragraph 6:
"7 Paint lockers and flammable liquid lockers shall be protected by an
appropriate fire-extinguishing arrangement approved by the Administration.
8 Helicopter decks shall be of a steel or steel equivalent
fire-resistant construction. If the space below the helicopter deck is a
high fire risk space, the insulation standard shall be to the satisfaction
of the Administration. Each helicopter facility shall have an operations
manual, including a description and a checklist of safety precautions,
procedures, and equipment requirements. If the Administration permits
aluminium or other low melting metal construction that is not made
equivalent to steel, the following provisions shall be satisfied:
.1 If the platform is cantilevered over the side of the ship,
after each fire on the ship or on the platform, the platform shall undergo
structural analysis to determine its suitability for further use.
.2 If the platform is located above the ship's deckhouse or
similar structure, the following conditions shall be satisfied:
.2.1 the deckhouse top and bulkheads under the platform shall have
no openings;
.2.2 all windows under the platform shall be provided with steel
shutters;
.2.3 the required fire-fighting equipment shall be to the
satisfaction of the Administration;
.2.4 after each fire on the platform or in close proximity, the
platform shall undergo a structural analysis to determine its suitability
for further use."
Regulation 26 Fire integrity of bulkheads and decks in ships car-rying more than 36 passengers
The following text is inserted after the heading:
"(Paragraphs 2.2 (7) and 2.2 (13) of this regulation apply to ships
constructed on or after 1 February 1992)"
The existing text of the third sentence in paragraph 2.2 (7) is
replaced by the following:
"Isolated lockers and small store-rooms in accommodation spaces having
areas less than 4 square m (in which flammable liquids are not stowed)."
The following sentence is added at the end of paragraph 2.2 (13):
"Lockers and store-rooms having areas greater than 4 square m , other
than those spaces that have provisions for the storage of flammable
liquids."
Regulation 27 Fire integrity of bulkheads and decks in ships car-rying not more than 36 passengers
The following text is inserted after the heading:
"(Paragraphs 2.2(5) and 2.2(9) of this Regulation apply to ships
constructed on or after 1 February 1992)"
The existing text of paragraphs 2.2(5) and 2.2(9) are replaced by the
following:
"(5) Service spaces (low risk)
Lockers and store-rooms not having provisions for the storage of
flammable liquids and having
areas less than 4 square m and drying rooms and laundries."
"(9) Service spaces (high risk)
Galleys, pantries containing cooking appliances, paint and lamp rooms,
lockers and store rooms having areas of 4 square m or more, spaces for
the storage of flammable liquids, and workshops other than those forming
part of the machinery spaces."
Regulation 38 Protection of cargo spaces, other than special ca-tegory spaces, intended for the carriage of motor vehicles with fuel intheir tanks for their own propulsion
The following text is inserted after the heading:
"(Paragraph 1 of this Regulation applies to ships constructed on or
after 1 February 1992)"
The existing text of paragraph 1 is replaced by the following:
1 Fixed fire detection
There shall be provided a fixed fire detection and fire alarm system
complying with the requirements of Regulation 13 or a sample extraction
smoke detection system complying with the requirements of Regulation 13-1.
The design and arrangements of this system shall be considered in
conjunction with the ventilation requirements referred to in paragraph 3."
Regulation 40 Fire patrols, detection, alarms and public addresssystems
The following text is inserted after the heading:
"(Paragraph 2 of this Regulation applies to ships constructed on or
after 1 February 1992)"
The existing text of paragraph 2 is replaced by the following:
"2 A fixed fire detection and fire alarm system complying with the
requirements of Regulation 13 or a sample extraction smoke detection
system complying with the requirements of Regulation 13-1 shall be
provided in any cargo space which, in the opinion of the Administration,
is not accessible, except where it is shown to the satisfaction of the
Administration that the ship is engaged on voyages of such short duration
that it would be unreasonable to apply his requirement."
Regulation 44 Fire integrity of bulkheads and decks
The following text is inserted after the heading:
"(Paragraphs 2.2 (5) and 2.2 (9) of this Regulation apply to ships
constructed on or after 1 February 1992)"
The existing text of paragraphs 2.2(5) and 2.2 (9) is replaced by the
following:
"(5) Service spaces (low risk)
Lockers and store-rooms not having provisions for the storage of
flammable liquids and having
areas less than 4 square m and drying rooms and laundries."
"(9) Service spaces (high risk)
Galleys, pantries containing cooking appliances, paint and lamp rooms,
lockers and store rooms having areas of 4 square m or more, spaces for
the storage of flammable liquids, and workshops other than those forming
part of the machinery spaces."
Regulation 50 Details of construction
The following text is inserted after the heading:
"(Paragraphs 3.2 and 3.3 of this Regulation apply to ships constructed
on or after 1 February 1992)"
The existing text of paragraph 3.2 is replaced by the following:
"3.2 Where non-combustible bulkheads, linings and ceilings are fitted
in accommodation and service spaces they may have a combustible veneer
with a calorific value not exceeding 45 MJ/square m of the area for the
thickness used."
The following new paragraph 3.3 is added after paragraph 3.2:
"3.3 The total volume of combustible facings, mouldings, decorations
and veneers in any accommodation and service space bounded by
non-combustible bulkheads, ceilings and linings shall not exceed a volume
equivalent to a 2.5 mm veneer on the combined area of the walls and
ceilings."
The existing paragraph 3.3 is renumbered paragraph 3.4.
Regulation 53 Fire protection arrangements in cargo spaces
The following text is inserted after the heading:
"(Paragraphs 2.1 and 3 of this Regulation apply to ships constructed
on or after 1 February 1992)"
In paragraph 1.2 the word "and" between "timber" and "non-combustible"
in the third line is replaced by ",".
An asterisk is added at the end of paragraph 1.2 and the following
text of a footnote is inserted:
"* Reference is made to the Code of Safe Practice for Solid Bulk
Cargoes-Emergency Schedule B14, entry for coal."
The existing text of paragraph 2.1 is replaced by the following:
"2.1 There shall be provided a fixed fire detection and fire alarm
system complying with the requirements of Regulation 13. The fixed fire
detection system shall be capable of rapidly detecting the onset of fire.
The type of detectors and their spacing and location shall be to the
satisfaction of the Administration taking into account the effects of
ventilation and other relevant factors. After being installed, the system
shall be tested under normal ventilation conditions and shall give an
overall response time to the satisfaction of the Administration."
The existing text of paragraph 3 is replaced by the following:
"3 Cargo spaces, other than ro/ro cargo spaces, intended for the
carriage of motor vehicles with fuel in their tanks for their own
propulsion
Cargo spaces, other than ro/ro spaces intended for the carriage of
motor vehicles with fuel in their tanks for their own propulsion shall
comply with the requirements of paragraph 2 except that in lieu of the
requirements of paragraph 2.1 a sample extraction smoke detection system
complying with requirements of Regulation 13-1 may be permitted and
paragraph 2.2.4 need not complied with."
Regulation 54 Special requirements for ships carrying dangerousgoods
The following text is inserted after the heading:
"(Paragraph 2.3 of this Regulation applies to ships constructed on or
after 1 February 1992)"
The existing text of paragraph 1.1 and footnote is replaced by the
following:
"1.1 In addition to complying with the requirements of Regulation 53
for cargo ships and with the requirements of Regulations 37*, 38 and 39
for passenger ships as appropriate, ship types and cargo spaces, referred
to in paragraph 1.2, intended for the carriage of dangerous goods shall
comply with the requirements of this Regulation, as appropriate, except
when carrying dangerous goods in limited quantities** unless such
requirements have already been met by compliance with the requirements
elsewhere in this Chapter. The types of ships and modes of carriage of
dangerous goods are referred to in paragraph 1.2 and in table 54.1, where
the numbers appearing in paragraph 1.2 are referred to in the top line.
Cargo ships of less than 500 tons gross tonnage constructed on or after 1
February 1992 shall comply with this Regulation, but Administrations may
reduce the requirements and such reduced requirements shall be recorded in
the document of compliance referred to in paragraph 3.
[* Reference is made to section 17 of the General Introduction to the
International Maritime Dangerous Goods Code (IMDG Code) for operational
measures in association with the requirements of this Regulation.]
[** Reference is made to section 18 of the General Introduction to the
International Maritime Dangerous Goods Code (IMDG Code) for a definition
of the term `limited quantities'".]
The existing text of paragraph 2.3 is replaced by the following:
"2.3 Detection system
Ro-ro cargo spaces shall be fitted with a fixed fire detection and
fire alarm system complying with the requirements of Regulation 13. All
other types of cargo spaces shall be fitted with either a fixed fire
detection and fire alarm system complying with the requirements of
Regulation 13-1. If a sample extraction smoke detection system is fitted,
particular attention shall be made to Regulation 13-1.1.11 in order to
prevent the leakage of toxic fumes into occupied areas."
Regulation 55 Application
The existing text of paragraph 5 is replaced by the following:
"5 The requirements for inert gas systems of Regulation 60 need not be
applied to:
.1 chemical tankers constructed before, on or after 1 July 1986
when carrying cargoes described in paragraph 1, provided that they comply
with the requirements for inert gas systems on chemical tankers developed
by the Organization*; or
[* Reference is made to Regulation for Inert Gas Systems on Chemical
Tankers adopted by the Organization by resolution A.567 (14).]
.2 chemical tankers constructed before 1 July 1986, when carrying
crude oil or petroleum products, provided that they comply with the
requirements for inert gas systems on chemical tankers carrying petroleum
products developed by the Organization **; or
[** Reference is made to Interim Regulation for Inert Gas Systems on
Chemical Tankers Carrying Petroleum Products, adopted by the Organization
by resolution A. 473 (XII).]
.3 gas carriers constructed before, on or after 1 July 1986 when
carrying cargoes described in paragraph 1, provided that they are fitted
with cargo tank inerting arrangements equivalent to those specified in
paragraph 5.1 or 5.2; or
.4 chemical tankers and gas carriers when carrying flammable
cargoes other than crude oil or petroleum products such as cargoes listed
in Chapters VI and VII of the Code for the Construction and Equipment of
Ships Carrying Dangerous Chemicals in Bulk or Chapters 17 and 18 of the
International Code for the Construction and Equipment of Ships Carrying
Dangerous Chemicals in Bulk:
.4.1 if constructed before 1 July 1986; or
.4.2 if constructed on or after 1 July 1986, provided that the
capacity of tanks used for their carriage does not exceed 3,000 cubic m
and the individual nozzle capacities of tank washing machines do not
exceed 17.5 cubic m /h and the total combined throughput from the number
of machines in use in a cargo tank at any one time does not exceed 110
cubic m /h.
Regulation 56 Location and separation of spaces
The existing text of this Regulation is replaced by the following:
"(This Regulation applies to ships constructed on or after 1 February
1992)
1 Machinery spaces shall be positioned aft of cargo tanks and slop
tanks; they shall also be situated aft of cargo pump-rooms and cofferdams,
but not necessarily aft of the oil fuel bunker tanks. Any machinery space
shall be isolated from cargo tanks and slop tanks by cofferdams, cargo
pump-rooms, oil fuel bunker tanks or ballast tanks. Pump-rooms containing
pumps and their accessories for ballasting those spaces situated adjacent
to cargo tanks and slop tanks and pumps for oil fuel transfer shall be
considered as equivalent to a cargo pump-room within the context of this
Regulation, provided that such pump-rooms have the same safety standard as
that required for cargo pump-rooms. However, the lower portion of the
pump-room may be recessed into machinery spaces of category A to
accommodate pumps provided that the deck head of the recess is in general
not more than one third of the moulded depth above the keel, except that
in the case of ships of not more than 25,000 tonnes deadweight, where it
can be demonstrated that for reasons of access and satisfactory piping
arrangements this is impracticable, the Administration may permit a recess
in excess of such height, but not exceeding one half of the moulded depth
above the keel.
2 Accommodation spaces, main cargo control stations, control stations
and service spaces (excluding isolated cargo handling gear lockers) shall
be positioned aft of all cargo tanks, slop tanks, and spaces which
isolate cargo or slop tanks from machinery spaces but not necessarily aft
of the oil fuel bunker tanks and ballast tanks, but shall be arranged in
such a way that a single failure of a deck or bulkhead shall not permit
the entry of gas or fumes from the cargo tanks into an accommodation
space, main cargo control stations, control station, or service spaces. A
recess provided in accordance with paragraph 1 need not be taken into
account when the position of these spaces is being determined,
3 However, where deemed necessary, the Administration may permit
accommodation spaces, main cargo control stations, control stations, and
service spaces forward of the cargo tanks, slop tanks and spaces which
isolate cargo and slop tanks from machinery spaces, but not necessarily
forward of oil fuel bunker tanks or ballast tanks. Machinery spaces, other
than those of category A, may be permitted forward of the cargo tanks and
slop tanks provided they are isolated from the cargo tanks and slop tanks
by cofferdams, cargo pumprooms, oil fuel bunker tanks or ballast tanks.
All of the above spaces shall be subject to an equivalent standard of
safety and appropriate availability of fire-extinguishing arrangements
being provided to the satisfaction of the Administration. Accommodation
spaces, main cargo control spaces, control stations and service spaces
shall be arranged in such a way that a single failure of a deck or
bulkhead shall not permit the entry of gas or fumes from the cargo tanks
into such spaces. In addition, where deemed necessary for the safety or
navigation of the ship, the Administration may permit machinery spaces
containing internal combustion machinery not being main propulsion
machinery having an output greater than 375 kW to be located forward of
the cargo area provided the arrangements are in accordance with the
provisions of this paragraph.
4 In combination carriers only:
.1 The slop tanks shall be surrounded by cofferdams except where
the boundaries of the slop tanks where slop may be carried on dry cargo
voyages are the hull, main cargo deck, cargo pump-room bulkhead or oil
fuel bunker tank. These cofferdams shall not be open to a double bottom,
pipe tunnel, pump-room or other enclosed space. Means shall be provided
for filling the cofferdams with water and for draining them. Where the
boundary of a slop tank is the cargo pump-room bulkhead the pump-room
shall not be open to the double bottom, pipe tunnel or other enclosed
space; however, openings provided with gastight bolted covers may be
permitted.
.2 Means shall be provided for isolating the piping connecting the
pump-room with the slop tanks referred to in paragraph 4.1. The means of
isolation shall consist of a valve followed by a spectacle flange or a
spool piece with appropriate blank flanges. This arrangement shall be
located adjacent to the slop tanks, but where this is unreasonable or
impracticable, it may be located within the pump-room directly after the
piping penetrates the bulkhead. A separate pumping and piping arrangement
incorporating a manifold shall be provided for discharging the contents of
the slop tanks directly to the open deck for disposal to shore reception
facilities when the ship is in the dry cargo mode.
.3 Hatches and tank cleaning openings to slop tanks shall only be
permitted on the open deck and shall be fitted with closing arrangements.
Except where they consist of bolted plates with bolts at watertight
spacing, these closing arrangements shall be provided with locking
arrangements which shall be under the control of the responsible ship's
officer.
.4 Where cargo wing tanks are provided, cargo oil lines below deck
shall be installed inside these tanks. However, the Administration may
permit cargo oil lines to be placed in special ducts which shall be
capable of being adequately cleaned and ventilated and be to the
satisfaction of the Administration. Where cargo wing tanks are not
provided cargo oil lines below deck shall be placed in special ducts.
5 Where the fitting of a navigation position above the cargo area is
shown to be necessary, it shall be for navigation purposes only and it
shall be separated from the cargo tank deck by means of an open space with
a height of at least 2 m. The fire protection of such a navigation
position shall in addition be as required for control spaces in Regulation
58.1 and 58.2 and other provisions, as applicable, of this part.
6 Means shall be provided to keep spills away from the accommodation
and service areas. This may be accomplished by provision of a permanent
continuos coaming of a suitable height extending from side to side.
Special consideration shall be given to the arrangements associated with
stern loading.
7 Exterior boundaries of superstructures and deckhouses enclosing
accommodation and including any overhanging decks which supper such
accommodation, shall be insulated to "A60" 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 Administration.
8.1 Except as permitted in paragraph 8.2 below, access doors, air
inlets and openings to accommodation spaces, service spaces, control
stations and machinery spaces shall not face the cargo area. They shall be
located on the transverse bulkhead not facing the cargo area or on the
outboard side of the superstructure or deckhouse at a distance of at least
4% of the length of the ship but not less than 3 m from the end of the
superstructure or deckhouse facing the cargo area. This distance need not
exceed 5 m.
8.2 The Administration may permit access doors in boundary bulkheads
facing the cargo area or within the 5 m limits specified in paragraph 8.1,
to main cargo control stations and to such service spaces as provision
rooms, store-rooms and lockers, provided they do not give access directly
or indirectly to any other space containing or provided for accommodation,
control stations or service spaces such as galleys, pantries or
workshops, or similar spaces containing sources of vapour ignition. The
boundary of such a space shall be insulated to "A -60" standard, with the
exception of the boundary facing the cargo area. Bolted plates for the
removal of machinery may be fitted within the limits specified in
paragraph 8.1. Wheelhouse doors and wheelhouse windows may be located
within the limits specified in paragraph 8.1 so long as they are designed
to ensure that the wheelhouse can be made rapidly and efficiently gas and
vapour tight.
8.3 Windows and sidescuttles facing the cargo area and on the sides of
the superstructures and deckhouses within the limits specified in
paragraph 8.1 shall be of the fixed (non-opening) type. Such windows and
sidescuttles in the first tier on the main deck shall be fitted with
inside covers of steel or other equivalent material."
Regulation 58 Fire integrity of bulkheads and decks
The following text is inserted after the heading:
"(Paragraphs 2.2(5) and 2.2(9) of this Regulation apply to ships
constructed on or after 1 February 1992)"
The existing text of paragraphs 2.2(5) and 2.2 (9) is replaced by the
following:
"(5) Service spaces (low risk)
Lockers and store-rooms not having provision for the storage of
flammable liquids and having areas less than 4 square m and drying rooms
and laundries."
"(9) Service spaces (high risk)
Galleys, pantries containing cooking appliances, paint and lamp rooms,
lockers and store
rooms having areas of 4 square m or more, spaces for the storage of
flammable liquids, and workshops other than those forming part of the
machinery spaces".
Regulation 59 Venting, purging, gas-freeing and ventilation
The following text is inserted after the heading:
"(Paragraph 2 of this Regulation applies to ships constructed on or
after 1 February 1992)"
The existing text of paragraph 2 is replaced by the following:
"2 Cargo tank purging and/or gas-freeing *
[* Reference is made to the Revised Standards for the Design, Testing
and Locating of Devices to Prevent the Passage of Flame into Cargo Tanks
in Tankers (MSC/Circ. 373/Rev.1) and to Revised Factors to be taken into
Consideration when Designing Cargo Tank Venting and Gas-Freeing
Arrangements (MSC/Circ. 450/Rev.1)]
Arrangements for purging and/or gas-freeing shall be such as to
minimize the hazards due to the dispersal of flammable vapours in the
atmosphere and to flammable vapours in the atmosphere and to flammable
mixtures in a cargo tank. Accordingly:
.1 When the ship is provided with an inert gas system, the cargo
tanks shall first be purged in accordance with the provisions of
Regulation 62.13 until the concentration of hydrocarbon vapours in the
cargo tanks has been reduced to less than 2% by volume. Thereafter,
gas-freeing may take place at the cargo tank deck level.
.2 When the ship is not provided with an inert gas system, the
operation shall be such that the flammable vapour is discharged initially:
.2.1 through the vent outlets as specified in paragraph 1.9; or
.2.2 through outlets at least 2 m above the cargo tank deck level
with a vertical efflux velocity of at least 20 m/s and which are protected
by suitable devices to prevent the passage of flame.
When the flammable vapour concentration at the outlet has been reduced
to 30% of the lower flammable limit, gas-freeing may thereafter be
continued at cargo tank deck level."
Regulation 62 Inert gas systems
The following text is inserted after the heading:
"(Paragraphs 19.1 and 19.2 of this Regulation apply to ships
constructed on or after 1 February 1992)"
The existing text of the first line of paragraph 19.1 is replaced by
the following:
"For inert gas systems of both the flue, gas type and the inert gas
generator type, audible and visual alarms shall be provided to indicate:"
The existing text of the first three lines of paragraph 19.2 is
replaced by the following:
"For inert gas systems of the inert gas generator type, additional
audible and visual alarms shall be provided to indicate:"
CHAPTER III LIFE-SAVING APPLIANCES AND ARRANGEMENTS
Regulation 41 General requirements for lifeboats
The existing text of paragraph 8.18 is replaced by following:
"One copy of the life-saving signals referred to in Regulation V/16 on
a waterproof card or in a waterproof container;"
CHAPTER IV RADIOTELEGRAPHY AND RADIOTELEPHONY
Regulation 13 Radiotelegraph installations for fitting in motorlifeboats
The existing title is replaced by "Radiotelegraph installations for
lifeboats".
In paragraph (a), first line, the existing words "Regulation 14 of
Chapter III" are replaced by "Regulation III/6.2.2".
In paragraph (h), second line, the existing words "Regulation 14 of
Chapter III" are replaced by "Regulation III/41.8.29".
Regulation 14 Portable radio apparatus for survival craft
In paragraph (a), first line, the existing words "Regulation 13 of
Chapter III" are replaced by "Regulation III/6.2.1".
CHAPTER V SAFETY OF NAVIGATION
Regulation 3 Information required in danger messages
The reference to "Greenwich Mean Time" in subparagraph (a)(iii),
(b)(ii) and (e)(i) is replaced by reference to "Universal Co-ordinated
Time".
The references to "GMT" under "Examples" is replaced by "UTC".
Regulation 9 Misuse of distress signals
The existing text of this Regulation is replaced by the following:
"The use of an international distress signal, except for the purpose
of indicating that a ship, aircraft or person is in distress, and the use
of any signal which may be confused with an international distress signal,
are prohibited."
Regulation 12 Shipborne navigational equipment
The existing text of paragraph (f) is replaced by the following:
"(f) Ships with emergency steering positions shall at least be
provided with a telephone or other means of communication for relaying
heading information to such positions. In addition, ships of 500 tons
gross tonnage and upwards constructed on or after 1 February 1992, shall
be provided with arrangements for supplying visual compass readings to the
emergency steering position."
Regulation 13 Manning
The existing text of Regulation V/13 is renumbered as paragraph (a).
The following new paragraph (b) is added:
"(b) Every ship to which Chapter I of this Convention applies shall be
provided with an appropriate safe manning document or equivalent issued by
the Administration as evidence of the minimum safe manning considered to
comply with the provisions of paragraph (a)."
Regulation 16 Life-saving signals
The existing text of this regulation is replaced by the following:
"Life-saving signals* shall be used by life-saving stations, maritime
rescue units and aircraft engaged in search and rescue operations when
communicating with ships or persons in distress or to direct ships, and by
ships or persons in distress when communicating with lifesaving stations,
maritime rescue units and aircraft engaged in search and rescue
operations. An illustrated table describing the life-saving signals shall
be readily available to the officer of the watch of every ship to which
this Chapter applies.
[* Such life-saving signals are described in the Merchant Ship Search
and Rescue Manual (MERSAR) (resolution A. 229VII), as amended), the IMO
Search and Rescue Manual (IMOSAR) (resolution A.439 (XI), as amended) and
illustrated in the International Code of Signals as amended pursuant to
resolution A.80(IV).]
CHAPTER VII CARRIAGE OF DANGEROUS GOODS
Regulation 7 Explosives in passenger ships
The existing text of this Regulation is replaced by the following:
"Explosives in passenger ships**
[** Reference is made to class 1 of the International Maritime
Dangerous Goods Code (IMDG Code).]
1 Explosives in division 1.4, compatibility group S may be carried in
any amount in passenger ships. No other explosives may be carried except
any one of the following:
.1 explosive articles for life-saving purposes, if the total net
explosives mass of such articles does not exceed 50 kg per ship; or
.2 explosives in compatibility groups C, D and E, if the total net
explosives mass does not exceed 10 kg per ship; or
.3 explosive articles in compatibility group G other than those
requiring special stowage, if the total net explosives mass does not
exceed 10 kg per ship; or
.4 explosive articles in compatibility group B, if the total net
explosives mass does not exceed 5 kg per ship.
2 Notwithstanding the provisions of paragraph 1, additional quantities
or types of explosives may be carried in passenger ships in which special
safety measures approved by the Administration are taken.
accepted, provided that the interval between scanning the same
position twice gives an overall response time to the satisfaction of the
Administration.
1.3 Power supplies necessary for the operation of the system shall be
monitored for loss of power. Any loss of power shall initiate a visual and
audible signal at the control panel and the navigating bridge which shall
be distinct from a signal indicating smoke detection.
1.4 An alternative power supply for the electrical equipment used in
the operation of the system shall be provided.
1.5 The control panel shall be located on the navigating bridge or in
the main fire control station.
1.6 The detection of smoke or other products of combustion shall
initiate a visual and audible signal at the control panel and the
navigating bridge.
1.7 Clear information shall be displayed on or adjacent to the control
panel designating the spaces covered.
1.8 The sampling pipe arrangements shall be such that the location of
the fire can be readily identified.
1.9 Suitable instructions and component spares shall be provided for
the testing and maintenance of the system.
1.10 The functioning of the system shall be periodically tested to the
satisfaction of the Administration. The system shall be of a type that can
be tested for correct operation and restored to normal surveillance
without the renewal of any component.
1.11 The system shall be designed, constructed and installed so as to
prevent the leakage of any toxic or flammable substances or
fire-extinguishing media into any accommodation and service space, control
station or machinery space.
2 Installation requirements
2.1 At least one smoke accumulator shall be located in every enclosed
space for which smoke detection is required. However, where a space is
designed to carry oil or refrigerated cargo alternatively with cargoes for
which a smoke sampling system is required, means may be provided to
isolate the smoke accumulators in such compartments for the system. Such
means shall be to the satisfaction of the Administration.
2.2 Smoke accumulators shall be located for optimum performance and
shall be spaced so that no part of the overhead deck area is more than 12
m measured horizontally from an accumulator. Where systems are used in
spaces which may be mechanically ventilated, the position of the smoke
accumulators shall be considered having regard to the effects of
ventilation.
2.3 Smoke accumulators shall be positioned where impact or physical
damage is unlikely to occur.
2.4 Not more than four accumulators shall be connected to each
sampling point.
2.5 Smoke accumulators from more than one enclosed space shall not be
connected to the same sampling point.
2.6 Sampling pipes shall be self-draining and suitably protected from
impact or damage from cargo working.
3 Design requirements
3.1 The system and equipment shall be suitably designed to withstand
supply voltage variations and transients, ambient temperature changes,
vibration, humidity, shock, impact and corrosion normally encountered in
ships and to avoid the possibility of ignition of flammable gas air
mixture.
3.2 The sensing unit shall be certified to operate before the smoke
density within the sensing chamber exceeds 6.65% obscuration per metre.
3.3 Duplicate sample extraction fans shall be provided. The fans shall
be of sufficient capacity to operate with the normal conditions or
ventilation in the protected area and shall give an overall response time
to the satisfaction of the Administration.
3.4 The control panel shall permit observation of smoke in the
individual sampling pipe.
3.5 Means shall be provided to monitor the airflow through the
sampling pipes so designed as to ensure that as far as practicable equal
quantities are extracted from each interconnected accumulator.
3.6 Sampling pipes shall be a minimum of 12 mm internal diameter
except when used in conjunction with fixed gas fire-extinguishing systems
when the minimum size of pipe should be sufficient to permit the
fire-extinguishing gas to be discharged within the appropriate time.
3.7 Sampling pipes shall be provided with an arrangement for
periodically purging with compressed air."
Regulation 15 Arrangements for oil fuel, lubricating oil and otherflammable oils
The following text is inserted after the heading:
"(Paragraphs 2.6 and 3 of this Regulation apply to ships constructed
on or after 1 February 1992)"
The existing text of paragraph 2.6 is replaced by the following:
".6 Safe and efficient means of ascertaining the amount of oil
fuel contained in any oil fuel tank shall be provided.
.6.1 Where sounding pipes are used, they shall not terminate in
any space where the risk of ignition of spillage from the sounding pipe
might arise. In particular, they shall not terminate in passenger or crew
spaces. As a general rule, they shall not terminate in machinery spaces.
However, where the Administration considers that these latter requirements
are impracticable, it may permit termination of sounding pipes in
machinery spaces on condition that all the following requirements are met:
.6.1.1 in addition, an oil-level gauge is provided meeting the
requirements of subparagraph .6.2;
.6.1.2 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;
.6.1.3 the termination 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.
.6.2 Other oil-level gauges may be used in place of sounding
pipes. Such means, like the means provided in subparagraph .6.1.1, are
subject to the following conditions:
.6.2.1 in passenger ships, such means shall not require
penetration below the top of the tank and their failure or overfilling of
the tanks shall not permit release of fuel;
.6.2.2 in cargo ships, the failure of such means or overfilling of
the tank shall not permit release of fuel into the space. The use of
cylindrical gauge glasses is prohibited. The Administration may permit the
use of oil-level gauges with flat glasses and self-closing valves between
the gauges and fuel tanks.
.6.3 Means prescribed in .6.2.1 or .6.2.2 which are acceptable to
the Administration shall be maintained in the proper condition to ensure
their continued accurate functioning in service."
The existing text of paragraph 3 is replaced by the following:
"3 The arrangements for the storage, distribution and utilization 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 paragraphs
2.1, 2.4, 2.5, 2.6, 2.7 and 2.8, except that:
.1 this does not preclude the use of sight-flow glasses in
lubricating systems provided that they are shown by test to have a
suitable degree of fire resistance;
.2 Sounding pipes may be authorized in machinery spaces; the
requirements of paragraphs 2.6.1.1 and 2.6.1.3 need not be applied on
condition that the sounding pipes are fitted with appropriate means of
closure."
Regulation 18 Miscellaneous items
The following text is inserted after the heading:
"(Paragraphs 2.4 and 8 of this Regulation apply to ships constructed
on or after 1 February 1992. Paragraph 7 of this Regulation applies to all
ships)"
The following new paragraph 2.4 is added after paragraph 2.3:
"2.4 For the protection of cargo tanks carrying crude oil and
petroleum products having a flashpoint not exceeding 60 ¡æ, materials
readily rendered ineffective by heat shall not be used for valves,
fittings, tank opening covers, cargo vent piping, and cargo piping so as
to prevent the spread of fire to the cargo."
The following new paragraphs 7 and 8 are added after paragraph 6:
"7 Paint lockers and flammable liquid lockers shall be protected by an
appropriate fire-extinguishing arrangement approved by the Administration.
8 Helicopter decks shall be of a steel or steel equivalent
fire-resistant construction. If the space below the helicopter deck is a
high fire risk space, the insulation standard shall be to the satisfaction
of the Administration. Each helicopter facility shall have an operations
manual, including a description and a checklist of safety precautions,
procedures, and equipment requirements. If the Administration permits
aluminium or other low melting metal construction that is not made
equivalent to steel, the following provisions shall be satisfied:
.1 If the platform is cantilevered over the side of the ship,
after each fire on the ship or on the platform, the platform shall undergo
structural analysis to determine its suitability for further use.
.2 If the platform is located above the ship's deckhouse or
similar structure, the following conditions shall be satisfied:
.2.1 the deckhouse top and bulkheads under the platform shall have
no openings;
.2.2 all windows under the platform shall be provided with steel
shutters;
.2.3 the required fire-fighting equipment shall be to the
satisfaction of the Administration;
.2.4 after each fire on the platform or in close proximity, the
platform shall undergo a structural analysis to determine its suitability
for further use."
Regulation 26 Fire integrity of bulkheads and decks in ships car-rying more than 36 passengers
The following text is inserted after the heading:
"(Paragraphs 2.2 (7) and 2.2 (13) of this regulation apply to ships
constructed on or after 1 February 1992)"
The existing text of the third sentence in paragraph 2.2 (7) is
replaced by the following:
"Isolated lockers and small store-rooms in accommodation spaces having
areas less than 4 square m (in which flammable liquids are not stowed)."
The following sentence is added at the end of paragraph 2.2 (13):
"Lockers and store-rooms having areas greater than 4 square m , other
than those spaces that have provisions for the storage of flammable
liquids."
Regulation 27 Fire integrity of bulkheads and decks in ships car-rying not more than 36 passengers
The following text is inserted after the heading:
"(Paragraphs 2.2(5) and 2.2(9) of this Regulation apply to ships
constructed on or after 1 February 1992)"
The existing text of paragraphs 2.2(5) and 2.2(9) are replaced by the
following:
"(5) Service spaces (low risk)
Lockers and store-rooms not having provisions for the storage of
flammable liquids and having
areas less than 4 square m and drying rooms and laundries."
"(9) Service spaces (high risk)
Galleys, pantries containing cooking appliances, paint and lamp rooms,
lockers and store rooms having areas of 4 square m or more, spaces for
the storage of flammable liquids, and workshops other than those forming
part of the machinery spaces."
Regulation 38 Protection of cargo spaces, other than special ca-tegory spaces, intended for the carriage of motor vehicles with fuel intheir tanks for their own propulsion
The following text is inserted after the heading:
"(Paragraph 1 of this Regulation applies to ships constructed on or
after 1 February 1992)"
The existing text of paragraph 1 is replaced by the following:
1 Fixed fire detection
There shall be provided a fixed fire detection and fire alarm system
complying with the requirements of Regulation 13 or a sample extraction
smoke detection system complying with the requirements of Regulation 13-1.
The design and arrangements of this system shall be considered in
conjunction with the ventilation requirements referred to in paragraph 3."
Regulation 40 Fire patrols, detection, alarms and public addresssystems
The following text is inserted after the heading:
"(Paragraph 2 of this Regulation applies to ships constructed on or
after 1 February 1992)"
The existing text of paragraph 2 is replaced by the following:
"2 A fixed fire detection and fire alarm system complying with the
requirements of Regulation 13 or a sample extraction smoke detection
system complying with the requirements of Regulation 13-1 shall be
provided in any cargo space which, in the opinion of the Administration,
is not accessible, except where it is shown to the satisfaction of the
Administration that the ship is engaged on voyages of such short duration
that it would be unreasonable to apply his requirement."
Regulation 44 Fire integrity of bulkheads and decks
The following text is inserted after the heading:
"(Paragraphs 2.2 (5) and 2.2 (9) of this Regulation apply to ships
constructed on or after 1 February 1992)"
The existing text of paragraphs 2.2(5) and 2.2 (9) is replaced by the
following:
"(5) Service spaces (low risk)
Lockers and store-rooms not having provisions for the storage of
flammable liquids and having
areas less than 4 square m and drying rooms and laundries."
"(9) Service spaces (high risk)
Galleys, pantries containing cooking appliances, paint and lamp rooms,
lockers and store rooms having areas of 4 square m or more, spaces for
the storage of flammable liquids, and workshops other than those forming
part of the machinery spaces."
Regulation 50 Details of construction
The following text is inserted after the heading:
"(Paragraphs 3.2 and 3.3 of this Regulation apply to ships constructed
on or after 1 February 1992)"
The existing text of paragraph 3.2 is replaced by the following:
"3.2 Where non-combustible bulkheads, linings and ceilings are fitted
in accommodation and service spaces they may have a combustible veneer
with a calorific value not exceeding 45 MJ/square m of the area for the
thickness used."
The following new paragraph 3.3 is added after paragraph 3.2:
"3.3 The total volume of combustible facings, mouldings, decorations
and veneers in any accommodation and service space bounded by
non-combustible bulkheads, ceilings and linings shall not exceed a volume
equivalent to a 2.5 mm veneer on the combined area of the walls and
ceilings."
The existing paragraph 3.3 is renumbered paragraph 3.4.
Regulation 53 Fire protection arrangements in cargo spaces
The following text is inserted after the heading:
"(Paragraphs 2.1 and 3 of this Regulation apply to ships constructed
on or after 1 February 1992)"
In paragraph 1.2 the word "and" between "timber" and "non-combustible"
in the third line is replaced by ",".
An asterisk is added at the end of paragraph 1.2 and the following
text of a footnote is inserted:
"* Reference is made to the Code of Safe Practice for Solid Bulk
Cargoes-Emergency Schedule B14, entry for coal."
The existing text of paragraph 2.1 is replaced by the following:
"2.1 There shall be provided a fixed fire detection and fire alarm
system complying with the requirements of Regulation 13. The fixed fire
detection system shall be capable of rapidly detecting the onset of fire.
The type of detectors and their spacing and location shall be to the
satisfaction of the Administration taking into account the effects of
ventilation and other relevant factors. After being installed, the system
shall be tested under normal ventilation conditions and shall give an
overall response time to the satisfaction of the Administration."
The existing text of paragraph 3 is replaced by the following:
"3 Cargo spaces, other than ro/ro cargo spaces, intended for the
carriage of motor vehicles with fuel in their tanks for their own
propulsion
Cargo spaces, other than ro/ro spaces intended for the carriage of
motor vehicles with fuel in their tanks for their own propulsion shall
comply with the requirements of paragraph 2 except that in lieu of the
requirements of paragraph 2.1 a sample extraction smoke detection system
complying with requirements of Regulation 13-1 may be permitted and
paragraph 2.2.4 need not complied with."
Regulation 54 Special requirements for ships carrying dangerousgoods
The following text is inserted after the heading:
"(Paragraph 2.3 of this Regulation applies to ships constructed on or
after 1 February 1992)"
The existing text of paragraph 1.1 and footnote is replaced by the
following:
"1.1 In addition to complying with the requirements of Regulation 53
for cargo ships and with the requirements of Regulations 37*, 38 and 39
for passenger ships as appropriate, ship types and cargo spaces, referred
to in paragraph 1.2, intended for the carriage of dangerous goods shall
comply with the requirements of this Regulation, as appropriate, except
when carrying dangerous goods in limited quantities** unless such
requirements have already been met by compliance with the requirements
elsewhere in this Chapter. The types of ships and modes of carriage of
dangerous goods are referred to in paragraph 1.2 and in table 54.1, where
the numbers appearing in paragraph 1.2 are referred to in the top line.
Cargo ships of less than 500 tons gross tonnage constructed on or after 1
February 1992 shall comply with this Regulation, but Administrations may
reduce the requirements and such reduced requirements shall be recorded in
the document of compliance referred to in paragraph 3.
[* Reference is made to section 17 of the General Introduction to the
International Maritime Dangerous Goods Code (IMDG Code) for operational
measures in association with the requirements of this Regulation.]
[** Reference is made to section 18 of the General Introduction to the
International Maritime Dangerous Goods Code (IMDG Code) for a definition
of the term `limited quantities'".]
The existing text of paragraph 2.3 is replaced by the following:
"2.3 Detection system
Ro-ro cargo spaces shall be fitted with a fixed fire detection and
fire alarm system complying with the requirements of Regulation 13. All
other types of cargo spaces shall be fitted with either a fixed fire
detection and fire alarm system complying with the requirements of
Regulation 13-1. If a sample extraction smoke detection system is fitted,
particular attention shall be made to Regulation 13-1.1.11 in order to
prevent the leakage of toxic fumes into occupied areas."
Regulation 55 Application
The existing text of paragraph 5 is replaced by the following:
"5 The requirements for inert gas systems of Regulation 60 need not be
applied to:
.1 chemical tankers constructed before, on or after 1 July 1986
when carrying cargoes described in paragraph 1, provided that they comply
with the requirements for inert gas systems on chemical tankers developed
by the Organization*; or
[* Reference is made to Regulation for Inert Gas Systems on Chemical
Tankers adopted by the Organization by resolution A.567 (14).]
.2 chemical tankers constructed before 1 July 1986, when carrying
crude oil or petroleum products, provided that they comply with the
requirements for inert gas systems on chemical tankers carrying petroleum
products developed by the Organization **; or
[** Reference is made to Interim Regulation for Inert Gas Systems on
Chemical Tankers Carrying Petroleum Products, adopted by the Organization
by resolution A. 473 (XII).]
.3 gas carriers constructed before, on or after 1 July 1986 when
carrying cargoes described in paragraph 1, provided that they are fitted
with cargo tank inerting arrangements equivalent to those specified in
paragraph 5.1 or 5.2; or
.4 chemical tankers and gas carriers when carrying flammable
cargoes other than crude oil or petroleum products such as cargoes listed
in Chapters VI and VII of the Code for the Construction and Equipment of
Ships Carrying Dangerous Chemicals in Bulk or Chapters 17 and 18 of the
International Code for the Construction and Equipment of Ships Carrying
Dangerous Chemicals in Bulk:
.4.1 if constructed before 1 July 1986; or
.4.2 if constructed on or after 1 July 1986, provided that the
capacity of tanks used for their carriage does not exceed 3,000 cubic m
and the individual nozzle capacities of tank washing machines do not
exceed 17.5 cubic m /h and the total combined throughput from the number
of machines in use in a cargo tank at any one time does not exceed 110
cubic m /h.
Regulation 56 Location and separation of spaces
The existing text of this Regulation is replaced by the following:
"(This Regulation applies to ships constructed on or after 1 February
1992)
1 Machinery spaces shall be positioned aft of cargo tanks and slop
tanks; they shall also be situated aft of cargo pump-rooms and cofferdams,
but not necessarily aft of the oil fuel bunker tanks. Any machinery space
shall be isolated from cargo tanks and slop tanks by cofferdams, cargo
pump-rooms, oil fuel bunker tanks or ballast tanks. Pump-rooms containing
pumps and their accessories for ballasting those spaces situated adjacent
to cargo tanks and slop tanks and pumps for oil fuel transfer shall be
considered as equivalent to a cargo pump-room within the context of this
Regulation, provided that such pump-rooms have the same safety standard as
that required for cargo pump-rooms. However, the lower portion of the
pump-room may be recessed into machinery spaces of category A to
accommodate pumps provided that the deck head of the recess is in general
not more than one third of the moulded depth above the keel, except that
in the case of ships of not more than 25,000 tonnes deadweight, where it
can be demonstrated that for reasons of access and satisfactory piping
arrangements this is impracticable, the Administration may permit a recess
in excess of such height, but not exceeding one half of the moulded depth
above the keel.
2 Accommodation spaces, main cargo control stations, control stations
and service spaces (excluding isolated cargo handling gear lockers) shall
be positioned aft of all cargo tanks, slop tanks, and spaces which
isolate cargo or slop tanks from machinery spaces but not necessarily aft
of the oil fuel bunker tanks and ballast tanks, but shall be arranged in
such a way that a single failure of a deck or bulkhead shall not permit
the entry of gas or fumes from the cargo tanks into an accommodation
space, main cargo control stations, control station, or service spaces. A
recess provided in accordance with paragraph 1 need not be taken into
account when the position of these spaces is being determined,
3 However, where deemed necessary, the Administration may permit
accommodation spaces, main cargo control stations, control stations, and
service spaces forward of the cargo tanks, slop tanks and spaces which
isolate cargo and slop tanks from machinery spaces, but not necessarily
forward of oil fuel bunker tanks or ballast tanks. Machinery spaces, other
than those of category A, may be permitted forward of the cargo tanks and
slop tanks provided they are isolated from the cargo tanks and slop tanks
by cofferdams, cargo pumprooms, oil fuel bunker tanks or ballast tanks.
All of the above spaces shall be subject to an equivalent standard of
safety and appropriate availability of fire-extinguishing arrangements
being provided to the satisfaction of the Administration. Accommodation
spaces, main cargo control spaces, control stations and service spaces
shall be arranged in such a way that a single failure of a deck or
bulkhead shall not permit the entry of gas or fumes from the cargo tanks
into such spaces. In addition, where deemed necessary for the safety or
navigation of the ship, the Administration may permit machinery spaces
containing internal combustion machinery not being main propulsion
machinery having an output greater than 375 kW to be located forward of
the cargo area provided the arrangements are in accordance with the
provisions of this paragraph.
4 In combination carriers only:
.1 The slop tanks shall be surrounded by cofferdams except where
the boundaries of the slop tanks where slop may be carried on dry cargo
voyages are the hull, main cargo deck, cargo pump-room bulkhead or oil
fuel bunker tank. These cofferdams shall not be open to a double bottom,
pipe tunnel, pump-room or other enclosed space. Means shall be provided
for filling the cofferdams with water and for draining them. Where the
boundary of a slop tank is the cargo pump-room bulkhead the pump-room
shall not be open to the double bottom, pipe tunnel or other enclosed
space; however, openings provided with gastight bolted covers may be
permitted.
.2 Means shall be provided for isolating the piping connecting the
pump-room with the slop tanks referred to in paragraph 4.1. The means of
isolation shall consist of a valve followed by a spectacle flange or a
spool piece with appropriate blank flanges. This arrangement shall be
located adjacent to the slop tanks, but where this is unreasonable or
impracticable, it may be located within the pump-room directly after the
piping penetrates the bulkhead. A separate pumping and piping arrangement
incorporating a manifold shall be provided for discharging the contents of
the slop tanks directly to the open deck for disposal to shore reception
facilities when the ship is in the dry cargo mode.
.3 Hatches and tank cleaning openings to slop tanks shall only be
permitted on the open deck and shall be fitted with closing arrangements.
Except where they consist of bolted plates with bolts at watertight
spacing, these closing arrangements shall be provided with locking
arrangements which shall be under the control of the responsible ship's
officer.
.4 Where cargo wing tanks are provided, cargo oil lines below deck
shall be installed inside these tanks. However, the Administration may
permit cargo oil lines to be placed in special ducts which shall be
capable of being adequately cleaned and ventilated and be to the
satisfaction of the Administration. Where cargo wing tanks are not
provided cargo oil lines below deck shall be placed in special ducts.
5 Where the fitting of a navigation position above the cargo area is
shown to be necessary, it shall be for navigation purposes only and it
shall be separated from the cargo tank deck by means of an open space with
a height of at least 2 m. The fire protection of such a navigation
position shall in addition be as required for control spaces in Regulation
58.1 and 58.2 and other provisions, as applicable, of this part.
6 Means shall be provided to keep spills away from the accommodation
and service areas. This may be accomplished by provision of a permanent
continuos coaming of a suitable height extending from side to side.
Special consideration shall be given to the arrangements associated with
stern loading.
7 Exterior boundaries of superstructures and deckhouses enclosing
accommodation and including any overhanging decks which supper such
accommodation, shall be insulated to "A60" 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 Administration.
8.1 Except as permitted in paragraph 8.2 below, access doors, air
inlets and openings to accommodation spaces, service spaces, control
stations and machinery spaces shall not face the cargo area. They shall be
located on the transverse bulkhead not facing the cargo area or on the
outboard side of the superstructure or deckhouse at a distance of at least
4% of the length of the ship but not less than 3 m from the end of the
superstructure or deckhouse facing the cargo area. This distance need not
exceed 5 m.
8.2 The Administration may permit access doors in boundary bulkheads
facing the cargo area or within the 5 m limits specified in paragraph 8.1,
to main cargo control stations and to such service spaces as provision
rooms, store-rooms and lockers, provided they do not give access directly
or indirectly to any other space containing or provided for accommodation,
control stations or service spaces such as galleys, pantries or
workshops, or similar spaces containing sources of vapour ignition. The
boundary of such a space shall be insulated to "A -60" standard, with the
exception of the boundary facing the cargo area. Bolted plates for the
removal of machinery may be fitted within the limits specified in
paragraph 8.1. Wheelhouse doors and wheelhouse windows may be located
within the limits specified in paragraph 8.1 so long as they are designed
to ensure that the wheelhouse can be made rapidly and efficiently gas and
vapour tight.
8.3 Windows and sidescuttles facing the cargo area and on the sides of
the superstructures and deckhouses within the limits specified in
paragraph 8.1 shall be of the fixed (non-opening) type. Such windows and
sidescuttles in the first tier on the main deck shall be fitted with
inside covers of steel or other equivalent material."
Regulation 58 Fire integrity of bulkheads and decks
The following text is inserted after the heading:
"(Paragraphs 2.2(5) and 2.2(9) of this Regulation apply to ships
constructed on or after 1 February 1992)"
The existing text of paragraphs 2.2(5) and 2.2 (9) is replaced by the
following:
"(5) Service spaces (low risk)
Lockers and store-rooms not having provision for the storage of
flammable liquids and having areas less than 4 square m and drying rooms
and laundries."
"(9) Service spaces (high risk)
Galleys, pantries containing cooking appliances, paint and lamp rooms,
lockers and store
rooms having areas of 4 square m or more, spaces for the storage of
flammable liquids, and workshops other than those forming part of the
machinery spaces".
Regulation 59 Venting, purging, gas-freeing and ventilation
The following text is inserted after the heading:
"(Paragraph 2 of this Regulation applies to ships constructed on or
after 1 February 1992)"
The existing text of paragraph 2 is replaced by the following:
"2 Cargo tank purging and/or gas-freeing *
[* Reference is made to the Revised Standards for the Design, Testing
and Locating of Devices to Prevent the Passage of Flame into Cargo Tanks
in Tankers (MSC/Circ. 373/Rev.1) and to Revised Factors to be taken into
Consideration when Designing Cargo Tank Venting and Gas-Freeing
Arrangements (MSC/Circ. 450/Rev.1)]
Arrangements for purging and/or gas-freeing shall be such as to
minimize the hazards due to the dispersal of flammable vapours in the
atmosphere and to flammable vapours in the atmosphere and to flammable
mixtures in a cargo tank. Accordingly:
.1 When the ship is provided with an inert gas system, the cargo
tanks shall first be purged in accordance with the provisions of
Regulation 62.13 until the concentration of hydrocarbon vapours in the
cargo tanks has been reduced to less than 2% by volume. Thereafter,
gas-freeing may take place at the cargo tank deck level.
.2 When the ship is not provided with an inert gas system, the
operation shall be such that the flammable vapour is discharged initially:
.2.1 through the vent outlets as specified in paragraph 1.9; or
.2.2 through outlets at least 2 m above the cargo tank deck level
with a vertical efflux velocity of at least 20 m/s and which are protected
by suitable devices to prevent the passage of flame.
When the flammable vapour concentration at the outlet has been reduced
to 30% of the lower flammable limit, gas-freeing may thereafter be
continued at cargo tank deck level."
Regulation 62 Inert gas systems
The following text is inserted after the heading:
"(Paragraphs 19.1 and 19.2 of this Regulation apply to ships
constructed on or after 1 February 1992)"
The existing text of the first line of paragraph 19.1 is replaced by
the following:
"For inert gas systems of both the flue, gas type and the inert gas
generator type, audible and visual alarms shall be provided to indicate:"
The existing text of the first three lines of paragraph 19.2 is
replaced by the following:
"For inert gas systems of the inert gas generator type, additional
audible and visual alarms shall be provided to indicate:"
CHAPTER III LIFE-SAVING APPLIANCES AND ARRANGEMENTS
Regulation 41 General requirements for lifeboats
The existing text of paragraph 8.18 is replaced by following:
"One copy of the life-saving signals referred to in Regulation V/16 on
a waterproof card or in a waterproof container;"
CHAPTER IV RADIOTELEGRAPHY AND RADIOTELEPHONY
Regulation 13 Radiotelegraph installations for fitting in motorlifeboats
The existing title is replaced by "Radiotelegraph installations for
lifeboats".
In paragraph (a), first line, the existing words "Regulation 14 of
Chapter III" are replaced by "Regulation III/6.2.2".
In paragraph (h), second line, the existing words "Regulation 14 of
Chapter III" are replaced by "Regulation III/41.8.29".
Regulation 14 Portable radio apparatus for survival craft
In paragraph (a), first line, the existing words "Regulation 13 of
Chapter III" are replaced by "Regulation III/6.2.1".
CHAPTER V SAFETY OF NAVIGATION
Regulation 3 Information required in danger messages
The reference to "Greenwich Mean Time" in subparagraph (a)(iii),
(b)(ii) and (e)(i) is replaced by reference to "Universal Co-ordinated
Time".
The references to "GMT" under "Examples" is replaced by "UTC".
Regulation 9 Misuse of distress signals
The existing text of this Regulation is replaced by the following:
"The use of an international distress signal, except for the purpose
of indicating that a ship, aircraft or person is in distress, and the use
of any signal which may be confused with an international distress signal,
are prohibited."
Regulation 12 Shipborne navigational equipment
The existing text of paragraph (f) is replaced by the following:
"(f) Ships with emergency steering positions shall at least be
provided with a telephone or other means of communication for relaying
heading information to such positions. In addition, ships of 500 tons
gross tonnage and upwards constructed on or after 1 February 1992, shall
be provided with arrangements for supplying visual compass readings to the
emergency steering position."
Regulation 13 Manning
The existing text of Regulation V/13 is renumbered as paragraph (a).
The following new paragraph (b) is added:
"(b) Every ship to which Chapter I of this Convention applies shall be
provided with an appropriate safe manning document or equivalent issued by
the Administration as evidence of the minimum safe manning considered to
comply with the provisions of paragraph (a)."
Regulation 16 Life-saving signals
The existing text of this regulation is replaced by the following:
"Life-saving signals* shall be used by life-saving stations, maritime
rescue units and aircraft engaged in search and rescue operations when
communicating with ships or persons in distress or to direct ships, and by
ships or persons in distress when communicating with lifesaving stations,
maritime rescue units and aircraft engaged in search and rescue
operations. An illustrated table describing the life-saving signals shall
be readily available to the officer of the watch of every ship to which
this Chapter applies.
[* Such life-saving signals are described in the Merchant Ship Search
and Rescue Manual (MERSAR) (resolution A. 229VII), as amended), the IMO
Search and Rescue Manual (IMOSAR) (resolution A.439 (XI), as amended) and
illustrated in the International Code of Signals as amended pursuant to
resolution A.80(IV).]
CHAPTER VII CARRIAGE OF DANGEROUS GOODS
Regulation 7 Explosives in passenger ships
The existing text of this Regulation is replaced by the following:
"Explosives in passenger ships**
[** Reference is made to class 1 of the International Maritime
Dangerous Goods Code (IMDG Code).]
1 Explosives in division 1.4, compatibility group S may be carried in
any amount in passenger ships. No other explosives may be carried except
any one of the following:
.1 explosive articles for life-saving purposes, if the total net
explosives mass of such articles does not exceed 50 kg per ship; or
.2 explosives in compatibility groups C, D and E, if the total net
explosives mass does not exceed 10 kg per ship; or
.3 explosive articles in compatibility group G other than those
requiring special stowage, if the total net explosives mass does not
exceed 10 kg per ship; or
.4 explosive articles in compatibility group B, if the total net
explosives mass does not exceed 5 kg per ship.
2 Notwithstanding the provisions of paragraph 1, additional quantities
or types of explosives may be carried in passenger ships in which special
safety measures approved by the Administration are taken.
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