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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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