Commission Delegated Regulation (EU) 2020/411 of 19 November 2019 amending Directive 2009/45/EC of the European Parliament and the Council on safety rules and standards for passenger ships, as regards the safety requirements for passenger ships engaged on domestic voyages (Text with EEA relevance)

19.3.2020	EN	Official Journal of the European Union	L 83/1

THE EUROPEAN COMMISSION,

Having regard to the Treaty on the Functioning of the European Union,

Having regard to Directive 2009/45/EC of the European Parliament and the Council of 6 May 2009 on safety rules and standards for passenger ships [^ntr1-L_2020083EN.01000101-E0001], and in particular Article 10(2) thereof,

Whereas:

• (1) The International Conventions referred to in point (a) of Article 2 of Directive 2009/45/EC have been amended. A detailed review of technical elements has also shown that some of the earlier amendments of International Conventions have been omitted.

• (2) Directive (EU) 2017/2108 of the European Parliament and the Council [^ntr2-L_2020083EN.01000101-E0002] amended the definition of ‘equivalent material’ to include aluminium ships within the scope of Directive 2009/45/EC. To ensure harmonised implementation, it is necessary to enter a number of technical clarifications in the Annexes to Directive 2009/45/EC with regard to aluminium ships.

• (3) Furthermore, Directive (EU) 2017/2108 has excluded passenger ships measuring less than 24 metres in length from the scope of Directive 2009/45/EC. The technical requirements for those ships should therefore be deleted from Annex I to Directive 2009/45/EC.

• (4) Experience has revealed several ambiguities and inconsistencies in the technical requirements related to missing or incorrect references.

• (5) The Regulatory Fitness and Performance Programme (REFIT) found that the outdated format of Annex I to Directive 2009/45/EC meant that the safety standards for passenger ships engaged on domestic voyages has become extremely difficult to compare against the existing international requirements. The REFIT fitness check included a recommendation to simplify that Annex to increase its readability.

• (6) Pursuing this simplification and increased readability, while also updating some technical requirements, it is deemed appropriate to structure the Annex I of Directive 2009/45/EC into two sections, one being applicable to ships, the keel of which was laid or which were at a similar stage of construction before 19 September 2021, and the other one being applicable to ships, the keel of which was laid or which were at a similar stage of construction on or after 19 September 2021. Section 1 of Annex I shall contain the most relevant updates concerning the elimination of all provisions for passenger ships below 24m in length, provisions for protections against noise, emergency towing procedures, and requirements for ships using low flashpoint fuels.

• (7) Experience with Directive 2009/45/EC has shown that it could take up to 30 months for each update of international standards to be transposed into national law. The REFIT fitness check has therefore recommended exploring whether the current update procedure can be accelerated in order to reduce the transposition costs for Member States. Experience with the implementation of other directives in the field, has shown that updating the technical requirements by means of a Regulation reduces the time for the adaptation to revised requirements of the International Maritime Organisation (‘IMO’) and eliminates transposition costs for Member States. Therefore, the technical safety requirements and the corresponding certificate forms laid down in Annexes I, II and III to Directive 2009/45/EC should be set out by means of a Regulation.

• (8) To provide sufficient time for operators to adapt to the amended technical requirements contained in the Annexes to this Regulation, as well as to enable Member States to repeal their national measures transposing the Annexes of Directive 2009/45/EC, and to adapt their national provisions in order to ensure the full effectiveness of those amended technical requirements, the application should be deferred.

• (9) Directive 2009/45/EC should therefore be amended accordingly,

HAS ADOPTED THIS REGULATION:

Article 1

Directive 2009/45/EC is amended as follows:

• (1) Annex I is replaced by the text in Annex I to this Regulation.

• (2) Annex II is replaced by the text in Annex II to this Regulation.

• (3) Annex III is replaced by the text in Annex III to this Regulation.

Article 2

This Regulation shall enter into force on the twentieth day following that of its publication in the Official Journal of the European Union.

It shall apply from 19 September 2021.

This Regulation shall be binding in its entirety and directly applicable in all Member States.

Done at Brussels, 19 November 2019.

For the Commission

The President

Jean-Claude JUNCKER

[^ntr1-L_2020083EN.01000101-E0001]: OJ L 163, 25.6.2009, p. 1.

[^ntr2-L_2020083EN.01000101-E0002]: Directive (EU) 2017/2108 of the European Parliament and of the Council of 15 November 2017 amending Directive 2009/45/EC on safety rules and standards for passenger ships (OJ L 315, 30.11.2017, p. 40).

TABLE OF CONTENTS

ANNEX I	13
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SECTION 1	13
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Safety requirements for new and existing passenger Ships the keel of which was laid or which were at a similar stage of construction before 19 September 2021 engaged on domestic voyages	13
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CHAPTER I	13
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GENERAL PROVISIONS	13
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CHAPTER II-1	14
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CONSTRUCTION — SUBDIVISION AND STABILITY, MACHINERY AND ELECTRICAL INSTALLATIONS	14
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PART A	14
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GENERAL	14
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1.	Regulation II-1/A/1: Definitions relating to Part B (R 2)
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2.	Regulation II-1/A/2: Definitions relating to Parts C, D, and E (R 3)
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PART A-1	16
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STRUCTURE OF SHIPS	16
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1.	Regulation II-1/A-1/1: New installation of materials containing asbestos (R 3-5)
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2.	Regulation II-1/A-1/2: Construction drawings maintained on board and ashore (R 3-7)
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3.	Regulation II-1/A-1/3: Towing and mooring equipment (R 3-8)
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4.	Regulation II-1/A-1/4: Protection against noise (R 3-12)
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5.	Regulation II-1/A-1/5: Emergency towing procedures (R 3-4)
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PART B	17
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INTACT STABILITY, SUBDIVISION AND DAMAGE STABILITY	17
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Part B-1	17
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Ships constructed on or after 1 January 2009 – option of applying Resolution MSC.216(82)	17
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Part B-2	17
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Ships constructed before 1 January 2009	17
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1.	Regulation II-1/B-2/1: Intact stability Resolution A.749(18) as amended by Resolution MSC.75(69)
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2.	Regulation II-1/B-2/2: Watertight subdivision
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3.	Regulation II-1/B-2/3: Floodable length (R 4)
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4.	Regulation II-1/B-2/4: Permissible length of compartments (R 6)
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5.	Regulation II-1/B-2/5: Permeability (R 5)
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6.	Regulation II-1/B-2/6: Subdivision factor
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7.	Regulation II-1/B-2/7: Special requirements concerning ship subdivision (R 7)
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8.	Regulation II-1/B-2/8: Stability in damaged conditions (R 8)
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8-1	Regulation II-1/B-2/8-1: Stability of ro-ro passenger ships in damaged conditions (R 8-1)
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8-2	Regulation II-1/B-2/8-2: Special requirements for ro-ro passenger ships carrying 400 persons or more (R 8-2)
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8-3	Regulation II-1/B-2/8-3: Special requirements for passenger ships, other than ro-ro passenger ships, carrying 400 persons or more
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9.	Regulation II-1/B-2/9: Peak and machinery space bulkheads (R 10)
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10.	Regulation II-1/B-2/10: Double bottoms (R 12)
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11.	Regulation II-1/B-2/11: Assigning, marking and recording of subdivision load lines (R 13)
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12.	Regulation II-1/B-2/12: Construction and initial testing of watertight bulkheads, etc. (R 14)
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13.	Regulation II-1/B-2/13: Openings in watertight bulkheads (R 15)
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14.	Regulation II-1/B-2/14: Ships carrying goods vehicles and accompanying personnel (R 16)
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15.	Regulation II-1/B-2/15: Openings in the shell plating below the margin line (R 17)
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16.	Regulation II-1/B-2/16: Watertight integrity of passenger ships above the margin line (R 20)
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17.	Regulation II-1/B-2/17: Closure of cargo loading doors (R 20-1)
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17-1	Regulation II-1/B-2/17-1: Watertight integrity from the ro-ro deck (bulkhead deck) to spaces below (R 20-2)
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17-2	Regulation II-1/B-2/17-2: Access to ro-ro decks (R 20-3)
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17-3	Regulation II-1/B-2/17-3: Closure of bulkheads on the ro-ro deck (R 20-4)
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18.	Regulation II-1/B-2/18: Stability information (R 22)
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19.	Regulation II-1/B-2/19: Damage control plans (R 23)
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20.	Regulation II-1/B-2/20: Integrity of the hull and superstructure, damage prevention and control (R 23-2)
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21.	Regulation II-1/B-2/21: Marking, periodical operation and inspection of watertight doors, etc. (R 24)
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22.	Regulation II-1/B-2/22: Entries in log (R 25)
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23.	Regulation II-1/B-2/23: Hoistable car platforms and ramps
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24.	Regulation II-1/B-2/24: Railings
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PART C	38
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MACHINERY	38
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1.	Regulation II-1/C/1: General (R 26)
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2.	Regulation II-1/C/2: Internal combustion engines (R 27)
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3.	Regulation II-1/C/3: Bilge pumping arrangement (R 21)
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4.	Regulation II-1/C/4: Number and type of bilge pumps (R 21)
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5.	Regulation II-1/C/5: Means of going astern (R 28)
---	---
6.	Regulation II-1/C/6: Steering gear (R 29)
---	---
7.	Regulation II-1/C/7: Additional requirements for electric and electro-hydraulic steering gear (R 30)
---	---
8.	Regulation II-1/C/8: Ventilating systems in machinery spaces (R 35)
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9.	Regulation II-1/C/9: Communication between the navigating bridge and machinery space (R 37)
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10.	Regulation II-1/C/10: Engineers’ alarm (R 38)
---	---
11.	Regulation II-1/C/11: Location of emergency installations (R 39)
---	---
12.	Regulation II-1/C/12: Machinery controls (R 31)
---	---
13.	Regulation II-1/C/13: Steam pipe systems (R 33)
---	---
14.	Regulation II-1/C/14: Air pressure systems (R 34)
---	---
15.	Regulation II-1/C/15: Protection against noise (R 36)
---	---
16.	Regulation II-1/C/16: Lifts
---	---
PART D	49
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ELECTRICAL INSTALLATIONS	49
---	---
1.	Regulation II-1/D/1: General (R 40)
---	---
2.	Regulation II-1/D/2: Main source of electrical power and lighting (R 41)
---	---
3.	Regulation II-1/D/3: Emergency source of electrical power (R 42)
---	---
4.	Regulation II-1/D/4: Supplementary emergency lighting for ro-ro ships (R 42-1)
---	---
5.	Regulation II-1/D/5: Precautions against shock, fire and other hazards of electrical origin (R 45)
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PART E	53
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ADDITIONAL REQUIREMENTS FOR SHIPS CONSTRUCTED WITH PERIODICALLY UNATTENDED MACHINERY SPACES	53
---	---
Special consideration (R 54)	53
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1.	Regulation II-1/E/1: General (R 46)
---	---
2.	Regulation II-1/E/2: Fire precautions (R 47)
---	---
3.	Regulation II-1/E/3: Protection against flooding (R 48)
---	---
4.	Regulation II-1/E/4: Control of propulsion machinery from the navigating bridge (R 49)
---	---
5.	Regulation II-1/E/5: Communication (R 50)
---	---
6.	Regulation II-1/E/6: Alarm system (R 51)
---	---
7.	Regulation II-1/E/7: Safety systems (R 52)
---	---
8.	Regulation II-1/E/8: Special requirements for machinery, boiler and electrical installations (R 53)
---	---
9.	Regulation II-1/E/9: Automatic control and alarm system (R 53.4)
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PART G	56
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Ships using low-flashpoint fuels	56
---	---
1.	Regulation II-1/G/1: Requirements for ships using low-flashpoint fuels (R 57)
---	---
CHAPTER II-2	56
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FIRE PROTECTION, FIRE DETECTION AND FIRE EXTINCTION	56
---	---
PART A	56
---	---
GENERAL	56
---	---
1.	Regulation II-2/A/1: Basic principles (R 2)
---	---
2.	Regulation II-2/A/2: Definitions (R 3)
---	---
3.	Regulation II-2/A/3: Fire pumps, fire mains, hydrants, hoses and nozzles (R 4)
---	---
4.	Regulation II-2/A/4: Fixed fire-extinguishing systems (R 5 + 8 + 9 + 10)
---	---
5.	Regulation II-2/A/5: Portable fire extinguishers (R 6)
---	---
6.	Regulation II-2/A/6: Fire-extinguishing arrangements in machinery spaces (R 7)
---	---
7.	Regulation II-2/A/7: Special arrangements in machinery spaces (R 11)
---	---
8.	Regulation II-2/A/8: Automatic sprinkler, fire detection and fire alarm systems (R 12)
---	---
9.	Regulation II-2/A/9: Fixed fire detection and fire alarm systems (R 13)
---	---
10.	Regulation II-2/A/10: Arrangements for oil fuel, lubricating oil and other flammable oils (R 15)
---	---
11.	Regulation II-2/A/11: Firefighter’s outfit (R 17)
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12.	Regulation II-2/A/12: Miscellaneous items (R 18)
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13.	Regulation II-2/A/13: Fire control plans (R 20)
---	---
14.	Regulation II-2/A/14: Operational readiness and maintenance
---	---
15.	Regulation II-2/A/15: Instructions, on-board training and drills
---	---
16.	Regulation II-2/A/16: Operations
---	---
PART B	86
---	---
FIRE SAFETY MEASURES	86
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1.	Regulation II-2/B/1: Structure (R 23)
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2.	Regulation II-2/B/2: Main vertical zones and horizontal zones (R 24)
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3.	Regulation II-2/B/3: Bulkheads within a main vertical zone (R 25)
---	---
4.	Regulation II-2/B/4: Fire integrity of bulkheads and decks in new ships carrying more than 36 passengers (R 26)
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5.	Regulation II-2/B/5: Fire integrity of bulkheads and decks in new ships carrying not more than 36 passengers and existing class B ships carrying more than 36 passengers (R 27)
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6.	Regulation II-2/B/6: Means of escape (R 28)
---	---
6-1	Regulation II-2/B/6-1: Escape routes on ro-ro passenger ships (R 28-1)
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7.	Regulation II-2/B/7: Penetrations and openings in ‘A’ and ‘B’ class divisions (R 30, 31)
---	---
8.	Regulation II-2/B/8: Protection of stairways and lifts in accommodation and service spaces (R 29)
---	---
9.	Regulation II-2/B/9: Ventilation systems for ships built before 1 January 2018 (R 32)
---	---
9a	Regulation II-2/B/9a: Ventilation systems in ships
---	---
10.	Regulation II-2/B/10: Windows and sidescuttles (R 33)
---	---
11.	Regulation II-2/B/11: Restricted use of combustible material (R 34)
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12.	Regulation II-2/B/12: Details of construction (R 35)
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13.	Regulation II-2/B/13: Fixed fire detection and fire alarm systems and automatic sprinkler, fire detection and fire alarm system (R 14) (R 36)
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14.	Regulation II-2/B/14: Protection of special category spaces (R 37)
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15.	Regulation II-2/B/15: Fire patrols, detection, alarms and public address systems (R 40)
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16.	Regulation II-2/B/16: Upgrading of existing class B ships carrying more than 36 passengers (R 41-1)
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17.	Regulation II-2/B/17: Special requirements for ships carrying dangerous goods (R 41)
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18.	Regulation II-2/B/18: Special requirements for helicopter facilities
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CHAPTER III	125
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LIFE SAVING APPLIANCES	125
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1.	Regulation III/1: Definitions (R 3)
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2.	Regulation III/2: Communication, survival craft and rescue boats, personal life-saving appliances (R 6 + 7 + 18 + 21 + 22)
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3.	Regulation III/3: Emergency alarm system, public address system, assembly list and emergency instructions, radio communication personnel, operating instructions, training manual and instructions for maintenance (R 6 + 8 + 9 + 19 + 20)
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4.	Regulation III/4: Manning of survival craft and supervision (R 10)
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5.	Regulation III/5: Survival craft assembly and embarkation arrangements (R 11 + 23 + 25)
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5-1	Regulation III/5-1: Requirements for ro-ro passenger ships (R 26);
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5-2	Regulation III/5-2: Helicopter landing and pick-up areas (R 28)
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5-3	Regulation III/5-3: Decision support system for masters (R 29)
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6.	Regulation III/6: Launching stations (R 12)
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7.	Regulation III/7: Stowage of survival craft (R 13 + 24)
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8.	Regulation III/8: Stowage of rescue boats (R 14)
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8a	Regulation III/8a: Stowage of marine evacuation systems (R 15)
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9.	Regulation III/9: Survival craft launching and recovering arrangements (R 16)
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10.	Regulation III/10: Rescue boat embarkation, launching and recovery arrangements (R 17)
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10a	Regulation III/10a: Recovery of persons from the water
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11.	Regulation III/11: Emergency instructions (R 19)
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12.	Regulation III/12: Operational readiness, maintenance and inspections (R 20)
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13.	Regulation III/13: Abandon ship training and drills (R 19 + R 30)
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14.	Regulation III/14: Records (R 19.5)
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CHAPTER IV	138
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RADIO COMMUNICATIONS	138
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1.	Regulation IV/1: Radio Communication equipment
---	---
SECTION 2	138
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Safety Requirements for new passenger ships the keel of which was laid or which were at a similar stage of construction on or after 19 September 2021 engaged on domestic voyages	138
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CHAPTER I	138
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GENERAL PROVISIONS	138
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CHAPTER II-1	139
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CONSTRUCTION — STRUCTURE, SUBDIVISION AND STABILITY, MACHINERY AND ELECTRICAL INSTALLATIONS	139
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PART A	139
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GENERAL	139
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Reg. II-1/A/3: Definitions relating to Parts A-1, C, D, and E	139
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PART A-1	140
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STRUCTURE OF SHIPS	140
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Regulation II-1/A-1/3-2: Protective coatings of dedicated seawater ballast tanks	140
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Regulation II-1/A-1/3-4: Emergency towing procedures	140
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Regulation II-1/A-1/3-5: New installation of materials containing asbestos	140
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Regulation II-1/A-1/3-7: Construction drawings maintained on board and ashore	141
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Regulation II-1/A-1/3-8: Towing and mooring equipment	141
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Regulation II-1/A-1/3-9: Means of embarkation on and disembarkation from ships	141
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Regulation II-1/A-1/3-12: Protection against noise	141
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PART B	142
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INTACT STABILITY, SUBDIVISION AND DAMAGE STABILITY	142
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PART C	142
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MACHINERY	142
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Regulation II-1/C/26: General	142
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Regulation II-1/C/27: Internal combustion engines	142
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Regulation II-1/C/28: Means of going astern	142
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Regulation II-1/C/29: Steering gear	142
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Regulation II-1/C/30: Additional requirements for electric and electro-hydraulic steering gear	145
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Regulation II-1/C/31: Machinery controls	145
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Regulation II-1/C/33: Steam pipe systems	146
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Regulation II-1/C/34: Air pressure systems	147
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Regulation II-1/C/35: Ventilating systems in machinery spaces	147
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Regulation II-1/C/35-1: Bilge pumping arrangement	147
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Regulation II-1/C/37: Communication between the navigating bridge and machinery space	150
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Regulation II-1/C/38: Engineers’ alarm	150
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Regulation II-1/C/39: Location of emergency installations	150
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PART D	151
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ELECTRICAL INSTALLATIONS	151
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Regulation II-1/D/40: General	151
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Regulation II-1/D/41: Main source of electrical power and lighting	151
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Regulation II-1/D/42: Emergency source of electrical power	151
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Regulation II-1/D/42-1: Supplementary emergency lighting for ro-ro ships	153
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Regulation II-1/D/44: Starting arrangements for emergency generating sets	153
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Regulation II-1/D/45: Precautions against shock, fire and other hazards of electrical origin	154
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PART E	155
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ADDITIONAL REQUIREMENTS FOR SHIPS CONSTRUCTED WITH PERIODICALLY UNATTENDED MACHINERY SPACES	155
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Regulation II-1/E/46: General	155
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Regulation II-1/E/47: Fire precautions	155
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Regulation II-1/E/48: Protection against flooding	155
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Regulation II-1/E/49: Control of propulsion machinery from the navigating bridge	156
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Regulation II-1/E/50: Communication	156
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Regulation II-1/E/51: Alarm system	156
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Regulation II-1/E/52: Safety systems	157
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Regulation II-1/E/53: Special requirements for machinery, boiler and electrical installations	157
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Regulation II-1/E/54: Special consideration	157
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PART G	158
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Ships using low-flashpoint fuels	158
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Regulation II-1/G/57: Requirements for ships using low-flashpoint fuels	158
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PART Z	158
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SPECIFIC REQUIREMENTS OF DIRECTIVE 2009/45/EC	158
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Regulation II-1/Z/100: Hoistable car platforms and ramps	158
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Regulation II-1/Z/101: Railings	158
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Regulation II-1/Z/102: Lifts	158
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CHAPTER II-2	158
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FIRE PROTECTION, FIRE DETECTION AND FIRE EXTINCTION	158
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PART A	158
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GENERAL	158
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Regulation II-2/A/1 Application	158
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Regulation II-2/A/2: Fire safety objectives and functional requirements	159
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Regulation II-2/A/3: Definitions	159
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PART B	163
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PREVENTION OF FIRE AND EXPLOSION	163
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Regulation II-2/B/4: Probability of ignition	163
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Regulation II-2/B/5: Fire growth potential	168
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Regulation II-2/B/6: Smoke generation potential and toxicity	169
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PART C	170
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SUPPRESSION OF FIRE	170
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Regulation II-2/C/7: Detection and alarm	170
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Regulation II-2/C/8: Control of smoke spread	172
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Regulation II-2/C/9: Containment of fire	173
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Regulation II-2/C/10: Fire fighting	195
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Regulation II-2/C/11: Structural integrity	203
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PART D	204
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ESCAPE	204
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Regulation II-2/D/12: Notification of crew and passengers	204
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Regulation II-2/D/13: Means of escape	205
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PART E	210
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OPERATIONAL REQUIREMENTS	210
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Regulation II-2/E/14: Operational readiness and maintenance	210
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Regulation II-2/E/15: Instructions, on-board training and drills	211
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Regulation II-2/E/16: Operations	212
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PART G	213
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SPECIAL REQUIREMENTS	213
---	---
Regulation II-2/G/18: Special requirements for helicopter facilities	213
---	---
Regulation II-2/G/19: Special requirements for ships carrying dangerous goods	213
---	---
Regulation II-2/G/20: Protection of special category and ro-ro cargo spaces	213
---	---
CHAPTER III	217
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LIFE SAVING APPLIANCES	217
---	---
Regulation III/1: Definitions (R 3)	217
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Regulation III/2: Communication, survival craft and rescue boats, personal life-saving appliances (R 6 + 7 + 18 + 21 + 22)	217
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Regulation III/3: Emergency alarm system, public address system, assembly list and emergency instructions, radio communication personnel, operating instructions, training manual and instructions for maintenance (R 6 + 8 + 9 + 19 + 20)	219
---	---
Regulation III/4: Manning of survival craft and supervision (R 10)	221
---	---
Regulation III/5: Survival craft assembly and embarkation arrangements (R 11 + 23 + 25)	221
---	---
Regulation III/5-1: Requirements for ro-ro passenger ships (R 26);	222
---	---
Regulation III/5-2: Helicopter landing and pick-up areas (R 28)	223
---	---
Regulation III/5-3: Decision support system for masters (R 29)	223
---	---
Regulation III/6: Launching stations (R 12)	224
---	---
Regulation III/7: Stowage of survival craft (R 13 + 24)	224
---	---
Regulation III/8: Stowage of rescue boats (R 14)	225
---	---
Regulation III/8a: Stowage of marine evacuation systems (R 15)	225
---	---
Regulation III/9: Survival craft launching and recovering arrangements (R 16)	225
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Regulation III/10: Rescue boat embarkation, launching and recovery arrangements (R 17)	226
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Regulation III/10a: Recovery of persons from the water	226
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Regulation III/11: Emergency instructions (R 19)	226
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Regulation III/12: Operational readiness, maintenance and inspections (R 20)	227
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Regulation III/13: Abandon ship training and drills (R 19 + R 30)	227
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Regulation III/14: Records (R 19.5)	228
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CHAPTER IV	228
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RADIO COMMUNICATIONS	228
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Regulation IV/1: Radio Communication equipment	228

ANNEX I

“ANNEX I

SECTION 1

SAFETY REQUIREMENTS FOR NEW AND EXISTING PASSENGER SHIPS THE KEEL OF WHICH WAS LAID OR WHICH WERE AT A SIMILAR STAGE OF CONSTRUCTION BEFORE 19 SEPTEMBER 2021 ENGAGED ON DOMESTIC VOYAGES

CHAPTER I

GENERAL PROVISIONS

	1.	Section 1 applies to new and existing passenger ships the keel of which was laid or which were at a similar stage of construction before 19 September 2021.
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	4.	Existing class C and D ships do not have to comply with the regulations of Chapters II-1 and II-2 of this Section, provided that the Administration of a flag State, which flag such ships are entitled to fly, ensures that they comply with the flag State’s national rules and that such rules guarantee an equivalent level of safety to those applicable to new class C&D or existing class B ships.
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	6.	Regardless of what is provided in Article 6.1(b), Class D ships not extending their voyage outside of Sea Area A 1, as defined in Regulation IV/2.12 of the 1974 SOLAS Convention, do not have to comply with the carriage requirements in Chapter IV of the 1974 SOLAS Convention, but shall at least comply with the provisions in Chapter IV of this Annex.
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	7.	The provisions for navigation bridge visibility in Regulation V/22 of the 1974 SOLAS Convention, shall as far as is practicable and reasonable apply also to ships of less than 55 meters’ in length, where ‘length’ is as defined in Regulation V/2 of the 1974 SOLAS Convention.
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	8.	Wherever the application of an IMO resolution is required in this Section for existing ships, ships constructed until two years after the date of adoption by IMO of such resolution need not comply with such resolution provided they comply with the applicable previous resolution(s), if any.
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	10.	Within this Section, the indication ‘(R…)’ that follows several titles of Regulations refers to those Regulations of the 1974 SOLAS Convention on which the former have been based i.e.: .1 Chapter II-1: Part A-1, references are made to SOLAS including 2006 amendments. .2 Chapter II-1: Part A and B, references are made to SOLAS including 96/98 amendments. .3 Chapter II-2: Part A, Regulations II-2/A/1 and II-2/A/2, references are made to SOLAS including 1999/2000 amendments. Regulation II-2/A/1, paragraph 3, reference is made to Part F (Alternative design and arrangements) of the revised Chapter II-2 (2000 Amendments) of SOLAS 1974, for new ships constructed on or after 1 January 2003. Chapter II-2: Part A, Regulations II-2/A/3 – II-2/A/16 and Part B, Regulations II-2/B/1 – II-2/B/18, references are made to SOLAS including 96/98 amendments. .4 Chapter III: References are made to SOLAS 96/98 amendments and 2001 - 2003 amendments.
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	11.	Provisions applicable to CLASS A SHIPS can be found in: Chapter II-1/A-1, Regulation II-1/A-1/1, Chapter II-1/B-2, Regulations II-1/B-2/1, II-1/B-2/23 and II-1/B-2/24, Chapter II-1/C, Regulations II-1/C/1, II-1/C/3, and II-1/C/16, Chapter II-2/A, Regulations II-2/A/4, II-2/A/9 and II-2/A/12, and Chapter II-2/B, Regulation II-2/B/6.
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	12.	Provisions applicable to CLASS A RO-RO PASSENGER SHIPS: Chapter II-1/B-2, Regulations II-1/B-2/17-2 and II-1/B-2/20.

CHAPTER II-1

CONSTRUCTION — SUBDIVISION AND STABILITY, MACHINERY AND ELECTRICAL INSTALLATIONS

PART A

GENERAL

1. Regulation II-1/A/1: Definitions relating to Part B (R 2)

NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:

• .1 - .1 Subdivision load line is the waterline used in determining the subdivision of the ship.

• .2 Deepest subdivision load line is the waterline which corresponds to the greatest draught permitted by the subdivision requirements which are applicable.

• .2 Length of the ship is the length measured between perpendiculars taken at the extremities of the deepest subdivision load line.

• .3 Breadth of the ship is the extreme width from outside of frame to outside of frame at or below the deepest subdivision load line.

• .4 Draught is the vertical distance from the moulded base line amidships to the subdivision load line in question.

• .5 Deadweight is the difference in tonnes between the displacement of a ship in water of a specific gravity of 1,025 at the load waterline corresponding to the assigned summer freeboard and the lightweight of the ship.

• .6 Lightweight is the displacement of a ship in tonnes without cargo, fuel, lubricating oil, ballast water, fresh water and feedwater in tanks, consumable stores, and passengers and crew and their effects.

• .7 Bulkhead deck is the uppermost deck up to which the transverse watertight bulkheads are carried.

• .8 Margin line is a line drawn at least 76 mm below the upper surface of the bulkhead deck at side.

• .9 Permeability of a space is the percentage of that space which can be occupied by water. The volume of a space which extends above the margin line shall be measured only to the height of that line.

• .10 Machinery space is to be taken as extending from the moulded base line to the margin line and between the extreme main transverse watertight bulkheads, bounding the spaces containing the main and auxiliary propulsion machinery, and boilers serving the needs of propulsion.

• .11 Passenger spaces are those spaces which are provided for the accommodation and use of passengers, excluding baggage, store, provision and mail rooms.

• .12 Watertight in relation to structure means capable of preventing the passage of water through the structure in any direction under the head of water likely to occur in the intact or damage condition.

• .13 Weathertight means that water will not penetrate into the ship in any sea conditions.

• .14 Ro-ro passenger ship means a passenger ship with ro-ro cargo spaces or special category spaces as defined in Regulation II-2/A/2.

2. Regulation II-1/A/2: Definitions relating to Parts C, D, and E (R 3)

NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:

• .1 - .1 Steering gear control system is the equipment by which orders are transmitted from the navigating bridge to the steering gear power units. Steering gear control systems comprise transmitters, receivers, hydraulic control pumps and their associated motors, motor controllers, piping and cables.

• .2 Main steering gear is the machinery, rudder actuators, steering gear power units, if any, and ancillary equipment and the means of applying torque to the rudder stock (e.g. tiller or quadrant) necessary for effecting movement of the rudder for the purpose of steering the ship under normal service conditions.

• .2 Steering gear power unit is:

• .1 in the case of electric steering gear, an electric motor and its associated electrical equipment;

• .2 in the case of electrohydraulic steering gear, an electric motor and its associated electrical equipment and connected pump;

• .3 in the case of other hydraulic steering gear, a driving engine and connected pump.

• .3 Auxiliary steering gear is the equipment other than any part of the main steering gear necessary to steer the ship in the event of failure of the main steering gear but not including the tiller, quadrant or components serving the same purpose.

• .4 Normal operational and habitable condition is a condition under which the ship as a whole, the machinery, services, means and aids ensuring propulsion, ability to steer, safe navigation, fire and flooding safety, internal and external communications and signals, means of escape, and emergency boat winches, as well as the designed comfortable conditions of habitability are in working order and functioning normally.

• .5 Emergency condition is a condition under which any services needed for normal operational and habitable conditions are not in working order due to failure of the main source of electrical power.

• .6 Main source of electrical power is a source intended to supply electrical power to the main switchboard for distribution to all services necessary for maintaining the ship in normal operational and habitable condition.

• .7 Dead ship condition is the condition under which the main propulsion plant, boilers and auxiliaries are not in operation due to the absence of power.

• .8 Main generating station is the space in which the main source of electrical power is situated.

• .9 Main switchboard is a switchboard which is directly supplied by the main source of electrical power and is intended to distribute electrical energy to the ship’s services.

• .10 Emergency switchboard is a switchboard which in the event of failure of the main electrical power supply system is directly supplied by the emergency source of electrical power or the transitional source of emergency power and is intended to distribute electrical energy to the emergency services.

• .11 Emergency source of electrical power is a source of electrical power, intended to supply the emergency switchboard in the event of failure of the supply from the main source of electrical power.

• .12 Maximum ahead service speed is the greatest speed which the ship is designed to maintain in service at sea at the deepest seagoing draught.

• .13 Maximum astern speed is the speed which it is estimated the ship can attain at the designed maximum astern power at the deepest seagoing draught.

• .14(a) Machinery spaces are all machinery spaces of category A and all other spaces containing propelling machinery, boilers, oil fuel units, steam and internal combustion engines, generators and major electrical machinery, oil filling stations, refrigerating, stabilising, ventilation and air conditioning machinery, and similar spaces, and trunks to such spaces.

• .14(b) Machinery spaces of category A are those spaces and trunks to such spaces which contain:

• .1 internal combustion machinery used for main propulsion; or

• .2 internal combustion machinery used for purposes other than main propulsion where such machinery has in the aggregate a total power output of not less than 375 kW; or

• .3 any oil-fired boiler or oil fuel unit.

• .15 Power actuating system is the hydraulic equipment provided for supplying power to turn the rudderstock, comprising a steering gear power unit or units, together with the associated pipes and fittings, and a rudder actuator. The power actuating systems may share common mechanical components, i.e. tiller, quadrant and rudder stock, or components serving the same purpose.

• .16 Control stations are those spaces in which the ship’s radio or main navigating equipment or the emergency source of power is located or where the fire recording or fire control equipment is centralised.

PART A-1

STRUCTURE OF SHIPS

1. Regulation II-1/A-1/1: New installation of materials containing asbestos (R 3-5)

ALL SHIPS

• .1 This Regulation II-1/A-1/1 shall apply to materials used for the structure, machinery, electrical installations and equipment covered by the Regulations of this Annex.

• .2 For all ships, new installation of materials which contain asbestos shall be prohibited.

2. Regulation II-1/A-1/2: Construction drawings maintained on board and ashore (R 3-7)

CLASS B, C AND D SHIPS CONSTRUCTED ON OR AFTER 1 JANUARY 2012

• .1 A set of as-built construction drawings and other plans showing any subsequent structural alterations shall be kept on board ships constructed on or after 1 January 2012.

• .2 An additional set of such drawings shall be kept ashore by the Company, as defined in Regulation IX/1.2 of the 1974 SOLAS Convention.

• .3 Reference is made to the IMO MSC/Circ.1135 on ‘As-built construction drawings to be maintained on board the ship and ashore’.

3. Regulation II-1/A-1/3: Towing and mooring equipment (R 3-8)

CLASS B, C AND D SHIPS CONSTRUCTED ON OR AFTER 1 JANUARY 2012

• .1 Ships shall be provided with arrangements, equipment and fittings of sufficient safe working load to enable the safe conduct of all towing and mooring operations associated with the normal operation of the ship.

• .2 Arrangements, equipment and fittings provided in accordance with paragraph 1 shall comply with the standards specified for classification by the rules of a recognised organisation, or equivalent rules used by an Administration in accordance with Article 11(2) of Directive 2009/15/EC.

• .3 Reference is made to the IMO MSC/Circ.1175 on ‘Guidance on shipboard towing and mooring equipment’.

• .4 Each fitting or item of equipment provided under this Regulation II-1/A-1/3 shall be clearly marked with any restrictions associated with its safe operation, taking into account the strength of its attachment to the ship’s structure.

4. Regulation II-1/A-1/4: Protection against noise (R 3-12)

CLASS B, C and D SHIPS CONSTRUCTED ON OR AFTER 1 JANUARY 2018

• .1 Ships of 1600 gross tonnage and above shall be constructed to reduce on-board noise and to protect personnel from the noise in accordance with the IMO Code on noise levels on-board ships, adopted by the Maritime Safety Committee by resolution MSC.337(91), as may be amended by the IMO.

5. Regulation II-1/A-1/5: Emergency towing procedures (R 3-4)

CLASS B SHIPS

• .1 Ships shall be provided with a ship-specific emergency towing procedure. Such a procedure shall be carried aboard the ship for use in emergency situations and shall be based on existing arrangements and equipment available on board the ship.

• .2 The procedure (refer to the ‘Guidelines for owners/operators on preparing emergency towing procedures’ (MSC.1/Circ.1255) shall include:

• .1 drawings of fore and aft deck showing possible emergency towing arrangements;

• .2 inventory of equipment on board that can be used for emergency towing;

• .3 means and methods of communication; and

• .4 sample procedures to facilitate the preparation for and conducting of emergency towing operations.

PART B

INTACT STABILITY, SUBDIVISION AND DAMAGE STABILITY

Part B-1

Ships constructed on or after 1 January 2009 – option of applying Resolution MSC.216(82)

Class B, C and D ships the keel of which was laid on or after 1 January 2009, or which were at a similar stage of construction on that date, shall apply the requirements in part B-2 or, alternatively, the appropriate provisions of SOLAS Chapter II-I, part B, as laid down in Annex 2 of Resolution MSC 216(82).

Part B-2

Ships constructed before 1 January 2009

1. Regulation II-1/B-2/1: Intact stability Resolution A.749(18) as amended by Resolution MSC.75(69)

NEW CLASS A, B, C AND D SHIPS

All classes of new ships shall comply with the relevant provisions for passenger ships of the Code on Intact Stability as adopted by the IMO Resolution A.749(18), as amended.

Where Member States consider the application of the Severe Wind and Rolling Criterion of IMO Resolution A.749(18), as amended, inappropriate, an alternative approach ensuring satisfactory stability may be applied. This should be supported by evidence to the Commission which confirms that an equivalent level of safety is achieved.

EXISTING CLASS A AND B SHIPS

All existing class A and B ships shall, in all loading conditions, satisfy the following stability criteria after due correction for the effect of free surface of liquids in tanks in accordance with the assumptions of paragraph 3.3 of IMO Resolution A.749(18) as amended, or equivalent.

• (a) The area under the curve of righting lever (GZ curve) shall not be less than:

• (i) 0,055 metre-radians up to an angle of heel of 30°;

• (ii) 0,09 metre-radians up to an angle of heel of either 40° or the angle of flooding, i.e. the angle of heel at which the lower edges of any openings in the hull, superstructures or deckhouses, being openings that cannot be closed weathertight, are immersed, if that angle be less than 40°;

• (iii) 0,03 metre-radians between the angles of heel of 30° and 40° or between 30° and the angle of flooding if this angle is less than 40°;

• (b) The righting lever GZ shall be at least 0,20 metre at an angle of heel equal to or greater than 30°.

• (c) The maximum righting lever GZ shall occur at an angle of heel preferably exceeding 30° but not less than 25°.

• (d) The initial transverse metacentric height shall not be less than 0,15 metre.

The loading conditions to be considered in order to verify the compliance with the above stability criteria shall include at least those listed in paragraph 3.5.1.1 of IMO Resolution A.749(18), as amended.

All existing ships of classes A and B shall also comply with the additional criteria as given in IMO Resolution A.749(18), as amended, paragraph 3.1.2.6 (additional criteria for passenger ships) and paragraph 3.2 (Severe Wind and Rolling Criterion).

Where Member States consider the application of the Severe Wind and Rolling Criterion of IMO Resolution A.749(18), as amended, inappropriate, an alternative approach to ensuring satisfactory stability may be applied. This should be supported by evidence to the Commission which confirms that an equivalent level of safety is achieved.

2. Regulation II-1/B-2/2: Watertight subdivision

NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:

Every ship shall be subdivided by bulkheads, which shall be watertight up to the bulkhead deck, into watertight compartments the maximum length of which shall be calculated according to the specific requirements given below.

Instead of those requirements, the Regulations on subdivision and stability of passenger ships as an equivalent to Part B of Chapter II of the International Convention for the Safety of Life at Sea, 1960, as given in IMO Resolution A.265(VIII) may be used, if applied in their entirety.

Every other portion of the internal structure which affects the efficiency of the subdivision of the ship shall be watertight.

3. Regulation II-1/B-2/3: Floodable length (R 4)

NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:

• .1 The floodable length at a given point is the maximum portion of the length of the ship, having its centre at the point in question, which can be flooded, under the assumption for permeability given below, without the ship being submerged beyond the margin line.

• .2 In case of a ship not having a continuous bulkhead deck, the floodable length at any point may be determined to an assumed continuous margin line which at no point is less than 76 mm below the top of the deck at side to which the bulkheads concerned and the shell are carried watertight.

• .3 Where a portion of an assumed margin line is appreciably below the deck to which bulkheads are carried, the Administration of the flag State may permit a limited relaxation in the watertightness of those portions of the bulkheads which are above the margin line and immediately under the higher deck.

4. Regulation II-1/B-2/4: Permissible length of compartments (R 6)

NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:

The maximum permissible length of a compartment having its centre at any point in the ship’s length is obtained from the floodable length by multiplying the latter by an appropriate factor called factor of subdivision.

5. Regulation II-1/B-2/5: Permeability (R 5)

NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:

The definite assumptions referred to in Regulation II-1/B-2/3 relate to the permeability of the spaces below the margin line.

In determining the floodable length, the assumed average permeability of the spaces below the margin line shall be as indicated in the table in Regulation II-1/B-2/8.3.

6. Regulation II-1/B-2/6: Subdivision factor

NEW CLASS B, C AND D SHIPS AND EXISTING CLASS B RO-RO PASSENGER SHIPS:

The factor of subdivision shall be:

1,0 when the ship is certified to carry less than 400 persons, and

1,0 when the ship is certified to carry 400 persons or more with a length a L< 55, and

0,5 when the ship is certified to carry 400 persons or more.

Existing class B ro-ro passenger ships have to comply with this requirement not later than the date of compliance laid down in Regulation II-1/B-2/8-2, paragraph 2.

EXISTING CLASS B NON RO-RO PASSENGER SHIPS:

The factor of subdivision shall be: 1,0

7. Regulation II-1/B-2/7: Special requirements concerning ship subdivision (R 7)

NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:

• .1 Where in a portion or portions of a ship the watertight bulkheads are carried to a higher deck than in the remainder of the ship and it is desired to take advantage of this higher extension of the bulkheads in calculating the floodable length, separate margin lines may be used for each such portion of the ship provided that:

• .1 the sides of the ship are extended throughout the ship’s length to the deck corresponding to the upper margin line and all openings in the shell plating below this deck throughout the length of the ship are treated as being below a margin line, for the purpose of Regulation II-1/B-2/15; and

• .2 the two compartments adjacent to the ‘step’ in the bulkhead deck are each within the permissible length corresponding to their respective margin lines, and, in addition, their combined length does not exceed twice the permissible length based on the lower margin line.

• .2 A compartment may exceed the permissible length determined by the rules of Regulation II-1/B-2/4 provided the combined length of each pair of adjacent compartments to which the compartment in question is common does not exceed either the floodable length or twice the permissible length, whichever is less.

• .3 A main transverse bulkhead may be recessed provided that all parts of the recess lie inboard of vertical surfaces on both sides of the ship, situated at a distance from the shell plating equal to one fifth of the breadth of the ship, and measured at right angles to the centreline at the level of the deepest subdivision load line. Any part of a recess which lies outside these limits shall be dealt with as a step in accordance with paragraph 6.

• .4 Where a main transverse bulkhead is recessed or stepped, an equivalent plane bulkhead shall be used in determining the subdivision.

• .5 Where a main transverse watertight compartment contains local subdivision and the Administration of the flag State is satisfied that, after any assumed side damage extending over a length of 3,0 metres plus 3 % of the length of the ship or 11,0 metres, or 10 % of the length of the ship whichever is the less, the whole volume of the main compartment will not be flooded, a proportionate allowance may be made in the permissible length otherwise required for such compartment. In such a case the volume of the effective buoyancy assumed on the undamaged side shall not be greater than that assumed on the damaged side.

Allowance under this paragraph will only be made if such allowance is not likely to prevent compliance with Regulation II-1/B-2/8.

NEW CLASS B, C AND D SHIPS:

• .6 A main transverse bulkhead may be stepped provided that it meets one of the following conditions:

• .1 the combined length of the two compartments, separated by the bulkhead in question, does not exceed either 90 % of the floodable length or twice the permissible length, except that, in ships having a subdivision factor equal to 1, the combined length of the two compartments in question shall not exceed the permissible length;

• .2 additional subdivision is provided in way of the step to maintain the same level of safety as that secured by a plane bulkhead;

• .3 the compartment over which the step extends does not exceed the permissible length corresponding to a margin line taken 76 mm below the step.

• .7 In ships of 100 metres in length and upwards, one of the main transverse bulkheads abaft the forepeak shall be fitted at a distance from the forward perpendicular which is not greater than the permissible length.

• .8 If the distance between two adjacent main transverse bulkheads, or their equivalent plank bulkheads, or the distance between the transverse planes passing through the nearest stepped portions of the bulkheads, is less than 3,0 metres plus 3 % of the length of the ship, or 11,0 metres, or 10 % of the length of the ship, whichever is less, only one of these bulkheads shall be regarded as forming part of the subdivision of the ship.

• .9 Where the required subdivision factor is 0,50, the combined length of any two adjacent compartments shall not exceed the floodable length.

8. Regulation II-1/B-2/8: Stability in damaged conditions (R 8)

NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:

• .1.1 Sufficient intact stability shall be provided in all service conditions so as to enable the ship to withstand the final stage of flooding of any one main compartment which is required to be within the floodable length.

• .1.2 Where two adjacent main compartments are separated by a bulkhead which is stepped under the conditions of Regulation II-1/B-2/7, subparagraph 6.1, the intact stability shall be adequate to withstand the flooding of those two adjacent compartments.

• .1.3 Where the required factor of subdivision is 0,50, the intact stability shall be adequate to withstand the flooding of any two adjacent compartments.

• .2.1 The requirements of subparagraph.1 shall be determined by calculations which are in accordance with paragraphs.3,.4 and.6 and which take into consideration the proportions and design characteristics of the ship and the arrangement and configuration of the damaged compartments. In making these calculations the ship is to be assumed in the worst anticipated service condition as regards stability.

• .2.2 Where it is proposed to fit decks, inner skins or longitudinal bulkheads of sufficient tightness to seriously restrict the flow of water, proper consideration is to be given to such restrictions in the calculations.

NEW CLASS B, C AND D SHIPS AND EXISTING CLASS B RO-RO PASSENGER SHIPS AND EXISTING CLASS B NON RO-RO PASSENGER SHIPS, CONSTRUCTED ON OR AFTER 29 APRIL 1990:

• .2.3 The stability required in the final condition after damage, and after equalisation where provided, shall be determined as follows:

• .2.3.1 The positive residual righting lever curve shall have a minimum range of 15° beyond the angle of equilibrium. This range may be reduced to a minimum of 10°, in the case where the area under the righting lever curve is that specified in subparagraph.2.3.2 multiplied by the ratio 15/range, where range is expressed in degrees.

• .2.3.2 The area under the righting lever curve shall be at least 0,015 m-rad, measured from the angle of equilibrium to the lesser of:

• .1 the angle at which progressive flooding occurs;

• .2 22° (measured from upright) in the case of one-compartment flooding, or 27° (measured from the upright) in the case of the simultaneous flooding of two adjacent compartments.

• .2.3.3 A residual righting lever is to be obtained within the range of positive stability, taking into account the greatest of the following heeling moments:

• .1 the crowding of all passengers towards one side;

• .2 the launching of all fully loaded davit-launched survival craft on one side;

• .3 due to wind pressure;

as calculated by the formula:

Image omitted; see official source

However, in no case is the righting lever to be less than 0,10 metres.

• .2.3.4 For the purpose of calculating the heeling moments in paragraph.2.3.3 the following assumptions shall be made:

• .1 Moment due to crowding of passengers:

• .1.1 four persons per square metre;

• .1.2 a mass of 75 kg for each passenger;

• .1.3 passengers shall be distributed on available deck areas towards one side of the ship on the decks where assembly stations are located and in such a way that they produce the most adverse heeling moment.

• .2 Moment due to launching of all fully loaded davit-launched survival craft on one side:

• .2.1 all lifeboats and rescue boats fitted on the side to which the ship has heeled after having sustained damage shall be assumed to be swung out fully loaded and ready for lowering;

• .2.2 for lifeboats which are arranged to be launched fully loaded from the stowed position, the maximum heeling moment during launching shall be taken;

• .2.3 a fully loaded davit-launched life-raft attached to each davit on the side to which the ship has heeled after having sustained damage shall be assumed to be swung out ready for lowering;

• .2.4 persons not in the life-saving appliances which are swung out shall not provide either additional heeling or righting moment;

• .2.5 life-saving appliances on the side of the ship opposite to the side to which the ship has heeled shall be assumed to be in a stowed position.

• .3 Moments due to wind pressure:

• .3.1 class B: a wind pressure of 120 N/m2 to be applied;

classes C and D: a wind pressure of 80 N/m2 to be applied;

• .3.2 the area applicable shall be the projected lateral area of the ship above the waterline corresponding to the intact condition;

• .3.3 the moment arm shall be the vertical distance from a point at one half of the mean draught corresponding to the intact condition to the centre of gravity of the lateral area.

• .2.4 When major progressive flooding occurs, that is when it causes a rapid reduction in the righting lever of 0,04 metres or more, the righting lever curve is to be considered as terminated at the angle the progressive flooding occurs and the range and the area referred to in.2.3.1 and.2.3.2 should be measured to that angle.

• .2.5 In cases where the progressive flooding is of limited nature that does not continue unabated and causes an acceptably slow reduction in righting lever of less than 0,04 metres, the remainder of the curve shall be partially truncated by assuming that the progressively flooded space is so flooded from the beginning.

• .2.6 In intermediate stages of flooding, the maximum righting lever shall be at least 0,05 metres and the range of positive righting levers shall be at least 7. In all cases, only one breach in the hull and only one free surface need be assumed.

NEW CLASS B, C AND D AND EXISTING CLASS B SHIPS:

• .3 For the purpose of making damaged stability calculations the volume and surface permeabilities shall be as follows:

Spaces	Permeability (%)
Appropriated to cargo or stores	60
Occupied by accommodations	95
Occupied by machineries	85
Intended for liquids	0 or 95[^ntr*1-L_2020083EN.01001302-E0001]

Higher surface permeabilities are to be assumed in respect of spaces which, in the vicinity of the damaged waterplane, contain no substantial quantity of accommodation or machinery and spaces which are not generally occupied by any substantial quantity of cargo or stores.

• .4 Assumed extent of damage shall be as follows:

• .1 longitudinal extent: 3,0 metres plus 3 % of the length of the ship, or 11,0 metres, or 10 % of the length of the ship, whichever is less;

• .2 transverse extent (measured inboard from the ship’s side, at right angles to the centreline at the level of the deepest subdivision load line): a distance of one fifth of the breadth of the ship; and

• .3 vertical extent: from the base line upwards without limit;

• .4 if any damage of lesser extent than that indicated in subparagraphs.4.1,.4.2,.4.3 would result in a more severe condition regarding heel or loss of metacentric height, such damage shall be assumed in the calculations.

• .5 Unsymmetrical flooding is to be kept to a minimum consistent with efficient arrangements. Where it is necessary to correct large angles of heel, the means adopted shall, where practicable, be self-acting, but in any case where controls to cross-flooding fittings are provided they shall be operable from above the bulkhead deck. For new class B, C and D ships the maximum angle of heel after flooding but before equalisation shall not exceed 15°. Where cross-flooding fittings are required the time for equalisation shall not exceed 15 minutes. Suitable information concerning the use of cross-flooding fittings shall be supplied to the master of the ship.

• .6 The final conditions of the ship after damage and, in the case of unsymmetrical flooding, after equalisation measures have been taken shall be as follows:

• .1 in the case of symmetrical flooding there shall be a positive residual metacentric height of at least 50 mm as calculated by the constant displacement method;

• .2a unless provided otherwise in paragraph 6.2b, in the case of unsymmetrical flooding the angle of heel for one-compartment flooding shall not exceed 7° for class B ships (new and existing) and 12° for classes C and D ships (new).

For the simultaneous flooding of two adjacent compartments, a heel of 12° may be permitted for existing and new class B ships, provided that the factor of subdivision is nowhere greater than 0,50 in that part of the ship that is flooded;

• .2b for existing class B non ro-ro passenger ships, constructed before 29 April 1990, in the case of unsymmetrical flooding, the angle shall not exceed 7°, except that in exceptional cases the Administration may allow additional heel due to the unsymmetrical moment, but in no case the final heel shall exceed 15°.

• .3 in no case shall the margin line be submerged in the final stage of flooding. If it is considered that the margin line may become submerged during an intermediate stage of flooding, the Administration of the flag State may require such investigations and arrangements as it considers necessary for the safety of the ship.

• .7 The master of the ship shall be supplied with the data necessary to maintain sufficient intact stability under service conditions to enable the ship to withstand the critical damage. In the case of ships requiring cross-flooding, the master of the ship shall be informed of the conditions of stability on which the calculations of heel are based and be warned that excessive heeling might result should the ship sustain damage when in a less favourable condition.

• .8 The data referred to in paragraph.7 to enable the master to maintain sufficient intact stability shall include information which indicates the maximum permissible height of the ship’s centre of gravity above keel (KG), or alternatively the minimum permissible metacentric height (GM), for a range of draughts or displacements sufficient to include all service conditions. The information shall show the influence of various trims taking into account the operational limits.

• .9 Each ship shall have scales of draughts marked clearly at the bow and stern. In the case where the draught marks are not located where they are easily readable, or operational constraints for a particular trade make it difficult to read the draught marks, then the ship shall also be fitted with a reliable draught indicating system by which the bow and stern draughts can be determined.

• .10 On completion of loading of the ship and prior to its departure, the master shall determine the ship’s trim and stability and also ascertain and record that the ship is in compliance with stability criteria in the relevant Regulations. The determination of the ship’s stability shall always be made by calculation. An electronic loading and stability computer or equivalent means may be used for this purpose.

• .11 No relaxation from the requirements for damage stability may be considered by the Administration of the flag State unless it is shown that the intact metacentric height in any service condition necessary to meet these requirements is excessive for the service intended.

• .12 Relaxations from the requirements for damage stability shall be permitted only in exceptional cases and subject to the condition that the Administration of the Flag State is to be satisfied that the proportions, arrangements and other characteristics of the ship are the most favourable to stability after damage which can practically and reasonably be adopted in the particular circumstances.

8-1   Regulation II-1/B-2/8-1: Stability of ro-ro passenger ships in damaged conditions (R 8-1)

EXISTING CLASS B RO-RO PASSENGER SHIPS:

• .1 Existing class B ro-ro passenger ships shall comply with Regulation II-1/B-2/8, not later than the date of the first periodical survey after the date of compliance prescribed below, according to the value of A/Amax as defined in the Annex to MSC/Circ.574, ‘Calculation Procedure to Assess the Survivability Characteristics of Existing Ro-Ro Passenger Ships When Using a Simplified Method Based Upon Resolution A.265(VIII)’.

Value of A/Amax:	Date of compliance:
less than 85 %	1 October 1998
85 % or more but less than 90 %	1 October 2000
90 % or more but less than 95 %	1 October 2002
95 % or more but less than 97,5 %	1 October 2004
97,5 % or more	1 October 2005

8-2   Regulation II-1/B-2/8-2: Special requirements for ro-ro passenger ships carrying 400 persons or more (R 8-2)

NEW CLASS B, C AND D AND EXISTING CLASS B RO-RO PASSENGER SHIPS:

Notwithstanding the provisions of Regulation II-1/B-2/8 and II-1/B-2/8-1:

• .1 new ro-ro passenger ships certified to carry 400 persons or more shall comply with the provisions of paragraph.2.3 of Regulation II-1/B-2/8, assuming the damage applied anywhere within the ship’s length L; and

• .2 existing ro-ro passenger ships certified to carry 400 persons or more shall comply with the requirements of paragraph 1 not later than the date of the first periodical survey after the date of compliance prescribed in subparagraph.2.1,.2.2 or.2.3 which is to occur at the latest:

• .2.1 | Value of A/Amax: | Date of compliance: | | --- | --- | | less than 85 % | 1 October 1998 | | 85 % or more but less than 90 % | 1 October 2000 | | 90 % or more but less than 95 % | 1 October 2002 | | 95 % or more but less than 97,5 % | 1 October 2004 | | 97,5 % or more | 1 October 2010 |

• .2.2 Number of persons permitted to be carried:

1 500 or more 1 October 2002
1 000 or more but less than 1 500	1 October 2006
600 or more but less than 1 000	1 October 2008
400 or more but less than 600	1 October 2010

• .2.3 Age of the ship equal or greater than 20 years:

where the age of the ship means the time counted from the date on which the keel was laid or the date on which it was at a similar stage of construction or from the date on which the ship was converted to a ro-ro passenger ship.

8-3   Regulation II-1/B-2/8-3: Special requirements for passenger ships, other than ro-ro passenger ships, carrying 400 persons or more

CLASS B, C AND D SHIPS CONSTRUCTED ON OR AFTER 1 JANUARY 2003, OTHER THAN RO-RO PASSENGER SHIPS.

Notwithstanding the provisions of Regulation II-I/B-2/8 passenger ships, other than ro-ro passenger ships, certified to carry 400 persons or more, shall comply with the provisions of subparagraphs 2.3 and 2.6 of Regulation II-1/B-2/8, assuming the damage applied anywhere within the ship’s length L.

9. Regulation II-1/B-2/9: Peak and machinery space bulkheads (R 10)