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)

• .2 capable of putting the rudder over from 15° on one side to 15° on the other side in not more than 60 seconds with the ship at its deepest seagoing draught and running ahead at one half of the maximum ahead service speed or 7 knots, whichever is the greater. Where it is impractical to demonstrate compliance with this requirement during sea trials with the ship at its deepest seagoing draught and running ahead at one half of the speed corresponding to the number of maximum continuous revolutions of the main engine and maximum design pitch or 7 knots, whichever is greater, ships regardless of their date of construction may demonstrate compliance with this requirement by one of the following methods:

• .1 during sea trials the ship is at even keel and the rudder fully submerged whilst running ahead at one half of the speed corresponding to the number of maximum continuous revolutions of the main engine and maximum design pitch or 7 knots, whichever is greater; or

• .2 where full rudder immersion during sea trials cannot be achieved, an appropriate ahead speed shall be calculated using the submerged rudder blade area in the proposed sea trial loading condition. The calculated ahead speed shall result in a force and torque applied to the auxiliary steering gear which is at least as great as if it was being tested with the ship at its deepest seagoing draught and running ahead at one half of the speed corresponding to the number of maximum continuous revolutions of the main engine and maximum design pitch or 7 knots, whichever is greater; or

• .3 the rudder force and torque at the sea trial loading condition have been reliably predicted and extrapolated to the full load condition;

• .3 operated by power where necessary to meet the requirements of paragraph.3.2 and in any case where a rudder stock is more than 230 mm in diameter in way of the tiller, excluding strengthening for navigation in ice.

NEW CLASS B, C AND D SHIPS:

• .4 Steering power units shall be:

• .1 arranged to restart automatically when power is restored after a power failure; and

• .2 capable of being brought into operation from a position on the navigating bridge. In the event of a power failure to any of the steering power units, an audible and visual alarm shall be given on the navigating bridge.

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

• .5 Where the main steering gear comprises two or more identical power units, an auxiliary steering gear need not be fitted, provided that:

• .1 the main steering gear is capable of operating the rudder as required by subparagraph.2.2.2 while any one of the power unit is out of operation;

• .2 the main steering gear is so arranged that after a single failure in its piping system or in one of the power units the defect can be isolated so that the steering capability can be maintained or speedily regained.

NEW CLASS B, C AND D SHIPS:

• .6 Steering gear control shall be provided:

• .1 for the main steering gear, both on the navigating bridge and in the steering compartment;

• .2 when the main steering gear is arranged in accordance with paragraph.5, by two independent control systems, both operable from the navigating bridge. This does not require duplication of the steering wheel or steering lever. Where the control system consists of a hydraulic telemotor, a second independent system need not be fitted;

• .3 for the auxiliary steering gear, in the steering gear compartment and, if power operated, it shall also be operable from the navigating bridge and shall be independent of the control system for the main steering gear.

• .7 Any main and auxiliary steering gear control system operable from the navigating bridge shall comply with the following:

• .1 if electric, it shall be served by its own separate circuit supplied from a steering gear power circuit from a point within the steering gear compartment, or directly from switchboard busbars supplying that steering gear power circuit at a point on the switchboard adjacent to the supply to the steering gear power circuit;

• .2 means shall be provided in the steering gear compartment for disconnecting any control system operable from the navigating bridge from the steering gear it serves;

• .3 the system shall be capable of being brought into operation from a position on the navigating bridge;

• .4 in the event of a failure in the electrical power supply to the control system, an audible and visual alarm shall be given in the navigating bridge; and

• .5 short circuit protection only shall be provided for steering gear control supply circuits.

• .8 The electrical power circuits and the steering gear control systems with their associated components, cables and pipes required by this Regulation II-1/C/6: and by Regulation II-1/C/7 shall be separated as far as is practicable throughout their length.

• .9 A means of communication shall be provided between the navigating bridge and the steering gear compartment or alternative steering position.

• .10 The angular position of the rudder(s) shall:

• .1 if the main steering gear is power operated, be indicated on the navigating bridge. The rudder angle indication shall be independent of the steering gear control system;

• .2 be recognisable in the steering gear compartment.

• .11 Hydraulic power-operated steering gear shall be provided with the following:

• .1 arrangements to maintain the cleanliness of the hydraulic fluid taking into consideration the type and design of the hydraulic system;

• .2 a low-level alarm for each hydraulic fluid reservoir to give the earliest practical indication of hydraulic fluid leakage. Audible and visual alarms shall be given on the navigating bridge and in the machinery space where they can be readily observed; and

• .3 a fixed storage tank having sufficient capacity to recharge at least one power actuating system including the reservoir, where the main steering gear is required to be power-operated. The storage tank shall be permanently connected by piping in such manner that the hydraulic systems can be readily recharged from a position within the steering gear compartment and shall be provided with a contents gauge.

• .12 The steering gear compartments shall be:

• .1 readily accessible and, as far as practicable, separated from machinery spaces; and

• .2 provided with suitable arrangements to ensure working access to steering gear machinery and controls. These arrangements shall include handrails and gratings or other nonslip surfaces to ensure suitable working conditions in the event of hydraulic fluid leakage.

7. Regulation II-1/C/7: Additional requirements for electric and electro-hydraulic steering gear (R 30)

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

• .1 Means for indicating that the motors of electric and electro-hydraulic steering gears are running shall be installed on the navigating bridge and at a suitable main machinery control position.

NEW CLASS B, C AND D SHIPS:

• .2 Each electric or electro-hydraulic steering system comprising one or more power units shall be served by at least two exclusive circuits fed directly from the main switchboard; however, one of the circuits may be supplied through the emergency switchboard. An auxiliary electric or electro-hydraulic steering system associated with a main electric or electro-hydraulic steering system may be connected to one of the circuits supplying this main steering system. The circuits supplying an electric or electro-hydraulic steering system shall have adequate rating for supplying all motors which can be simultaneously connected to them and may be required to operate simultaneously.

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

• .3 Short circuit protection and an overload alarm shall be provided for steering gear electric and electro-hydraulic circuits and motors. Protection against excess current, including starting current, if provided, shall be for not less than twice the full load current of the motor or circuit so protected, and shall be arranged to permit the passage of the appropriate starting currents.

NEW CLASS B, C AND D SHIPS:

The alarms required in this paragraph shall be both audible and visual and shall be situated in a conspicuous position in the main machinery space or control room from which the main machinery is normally controlled and as may be required by Regulation II-1/E/6.

• .4 When an auxiliary steering gear required by Regulation II-1/C/6, subparagraph.3.3 to be operated by power is not electrically powered or is powered by an electric motor primarily intended for other services, the main steering system may be fed by one circuit from the main switchboard. Where such an electric motor primarily intended for other services is arranged to power such an auxiliary steering system, the requirements of paragraph.3 may be waived by the Administration of the flag State, if satisfied with the protection arrangement together with the requirements of Regulation II-1/C/6, paragraph.4 applicable to auxiliary steering systems.

8. Regulation II-1/C/8: Ventilating systems in machinery spaces (R 35)

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

Machinery spaces of category A shall be adequately ventilated so as to ensure that when machinery or boilers therein are operating at full power in all weather conditions including heavy weather, an adequate supply of air is maintained to the spaces for the safety and comfort of personnel and the operation of the machinery.

9. Regulation II-1/C/9: Communication between the navigating bridge and machinery space (R 37)

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

At least two independent means of communication shall be provided for communication orders from the navigating bridge to the position in the machinery space or in the control room from which the speed and direction of thrust of the propellers are normally controlled: one of these shall be an engine-room telegraph which provides visual indication of the orders and responses both in the machinery space and on the navigating bridge. Appropriate means of communication shall be provided from the navigation bridge and the engine room to any other position from which the speed or direction of thrust of the propellers may be controlled.

10. Regulation II-1/C/10: Engineers’ alarm (R 38)

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

An engineers’ alarm shall be provided to be operated from the engine control room or at a manoeuvring platform as appropriate, and shall be clearly audible in the engineers’ accommodation, and/or navigating bridge as appropriate.

11. Regulation II-1/C/11: Location of emergency installations (R 39)

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

Emergency sources of electrical power, fire pumps, bilge pumps except those specifically serving the spaces forward of the collision bulkhead, and fixed fire-extinguishing system required by Chapter II-2 and other emergency installations which are essential for the safety of the ship, except anchor windlasses, shall not be installed forward of the collision bulkhead.

12. Regulation II-1/C/12: Machinery controls (R 31)

NEW CLASS B, C AND D SHIPS:

• .1 Main and auxiliary machinery essential for the propulsion and the safety of the ship shall be provided with effective means for its operation and control.

• .2 Where remote control of propulsion machinery from the navigating bridge is provided and the machinery spaces are intended to be manned, the following shall apply:

• .1 the speed, direction of thrust and, if applicable, the pitch of the propeller shall be fully controllable from the navigating bridge under all sailing conditions, including manoeuvring;

• .2 the remote control shall be performed, for each independent propeller, by a control device so designed and constructed that its operation does not require particular attention to the operational details of the machinery. Where multiple propellers are designed to operate simultaneously, they may be controlled by one control device.

• .3 the main propulsion machinery shall be provided with an emergency stopping device on the navigating bridge which shall be independent of the navigating bridge control system;

• .4 propulsion machinery orders from the navigating bridge shall be indicated in the main machinery control room or at the manoeuvring platform as appropriate;

• .5 remote control of the propulsion machinery shall be possible only from one location at a time; at such locations interconnected control positions are permitted. At each location there shall be an indicator showing which location is in control of the propulsion machinery. The transfer of control between the navigating bridge and machinery spaces shall be possible only in the main machinery space or the main machinery control room. This system shall include means to prevent the propelling thrust from altering significantly when transferring control from one location to another;

• .6 it shall be possible to control the propulsion machinery locally, even in the case of failure in any part of the remote control system;

• .7 the design of the remote control system shall be such that in case of its failure an alarm will be given. The pre-set speed and direction of thrust of the propellers shall be maintained until local control is in operation;

• .8 indicators shall be fitted on the navigating bridge for:

• .1 propeller speed and direction of rotation in the case of fixed pitch propellers;

• .2 propeller speed and pitch position in the case of controllable pitch propellers;

• .9 an alarm shall be provided on the navigating bridge and in the machinery space to indicate low starting air pressure which shall be set at a level to permit further main engine starting operations. If the remote control system of the propulsion machinery is designed for automatic starting, the number of automatic consecutive attempts which fail to produce a start shall be limited in order to safeguard sufficient starting air pressure for starting locally.

• .3 Where the main propulsion and associated machinery, including sources of main electrical power supply, are provided with various degrees of automatic and remote control and are under continuous manual supervision from a control room the arrangements and controls shall be so designed, equipped and installed that the machinery operation will be as safe and effective as if it were under direct supervision; for this purpose Regulations from II-1/E/1 to II-1/E/5 shall apply as appropriate. Particular consideration shall be given to protect such spaces against fire and flooding.

• .4 In general, automatic starting, operational and control systems shall include provisions for manually overriding the automatic controls. Failure of any part of such systems shall not prevent the use of the manual override.

CLASS B, C AND D SHIPS CONSTRUCTED ON OR AFTER 1 JANUARY 2003:

• .5 Main and auxiliary machinery essential for the propulsion, control and safety shall be provided with effective means for its operation and control. All control systems essential for the propulsion, control and safety of the ship shall be independent or designed such that failure of one system does not degrade the performance of another system.

• .6 Where remote control of propulsion machinery from the navigating bridge is provided, the following shall apply:

• .1 the speed, direction of thrust and, if applicable, the pitch of the propeller shall be fully controllable from the navigating bridge under all sailing conditions, including manoeuvring;

• .2 the control shall be performed by a single control device for each independent propeller with automatic performance of all associated services including, where necessary, means of preventing overload of the propulsion machinery. Where multiple propellers are designed to operate simultaneously, they may be controlled by one control device;

• .3 the main propulsion machinery shall be provided with an emergency stopping device on the navigating bridge which shall be independent of the navigating bridge control system;

• .4 propulsion machinery orders from the navigation bridge shall be indicated in the main machinery control room and at the manoeuvring platform;

• .5 remote control of the propulsion machinery shall be possible only from one location at a time; at such locations interconnected control positions are permitted. At each location there shall be an indicator showing which location is in control of the propulsion machinery. The transfer of control between the navigating bridge and machinery spaces shall be possible only in the main machinery space or the main machinery control room. This system shall include means to prevent the propelling thrust from altering significantly when transferring control from one location to another;

• .6 it shall be possible to control the propulsion machinery locally, even in the case of failure in any part of the remote control system. It shall also be possible to control the auxiliary machinery, essential for the propulsion and safety of the ship, at or near the machinery concerned;

• .7 the design of the remote control system shall be such that in case of its failure an alarm will be given. The pre-set speed and direction of thrust of the propellers shall be maintained until local control is in operation;

• .8 indicators shall be fitted in the navigation bridge, the main machinery control room and at the manoeuvring platform for:

• .8.1 propeller speed and direction of rotation in the case of fixed pitch propellers, and

• .8.2 propeller speed and pitch position in the case of controllable pitch propellers;

• .9 an alarm shall be provided on the navigating bridge and in the machinery space to indicate low starting air pressure which shall be set at a level to permit further main engine starting operations. If the remote control system of the propulsion machinery is designed for automatic starting, the number of automatic consecutive attempts which fail to produce a start shall be limited in order to safeguard sufficient starting air pressure for starting locally.

• .7 Where the main propulsion and associated machinery, including sources of main electrical power supply, are provided with various degrees of automatic and remote control and are under continuous manual supervision from a control room the arrangements and controls shall be so designed, equipped and installed that the machinery operation will be as safe and effective as if it were under direct supervision; for this purpose Regulations from II-1/E/1 to II-1/E/5 shall apply as appropriate. Particular consideration shall be given to protect such spaces against fire and flooding.

• .8 In general, automatic starting, operational and control systems shall include provisions for manually overriding the automatic controls. Failure of any part of such systems shall not prevent the use of the manual override.

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

• .9 On new class B, C and D ships constructed on or after 1 January 2012 the automation systems shall be designed in a manner which ensures that threshold warning of impending or imminent slowdown or shutdown of the propulsion system is given to the officer in charge of the navigational watch in time to assess navigational circumstances in an emergency. In particular, the systems shall control, monitor, report, alert and take safety action to slow down or stop propulsion while providing the officer in charge of the navigational watch an opportunity to manually intervene, except for those cases where manual intervention will result in total failure of the engine and/or propulsion equipment within a short time, for example in the case of overspeed.

13. Regulation II-1/C/13: Steam pipe systems (R 33)

NEW CLASS B, C AND D SHIPS:

• .1 Every steam pipe and every fitting connected thereto through which steam may pass shall be so designed, constructed and installed as to withstand the maximum working stresses to which it may be subjected.

• .2 Means shall be provided for draining every steam pipe in which dangerous water hammer action might otherwise occur.

• .3 If a steam pipe or fitting may receive steam from any source at a higher pressure than that for which it is designed a suitable reducing valve, relief valve and pressure gauge shall be fitted.

14. Regulation II-1/C/14: Air pressure systems (R 34)

NEW CLASS B, C AND D SHIPS:

• .1 Means shall be provided to prevent overpressure in any part of compressed air systems and wherever water jackets or casings of air compressors and coolers might be subjected to dangerous overpressure due to leakage into them from air pressure parts. Suitable pressure relief arrangements shall be provided for all systems.

• .2 The main starting air arrangements for main propulsion internal combustion engines shall be adequately protected against the effects of backfiring and internal explosion in the starting air pipes.

• .3 All discharge pipes from starting air compressors shall lead directly to the starting air receivers, and all starting pipes from the air receivers to main and auxiliary engines shall be entirely separate from the compressor discharge pipe system.

• .4 Provisions shall be made to reduce to a minimum the entry of oil into the air pressure systems and to drain these systems.

15. Regulation II-1/C/15: Protection against noise (R 36) ⁵

NEW CLASS B, C AND D SHIPS NOT COVERED UNDER REGULATION II-1/A-1/4

Measures shall be taken to reduce machinery noise in machinery spaces to acceptable levels. If this noise cannot be sufficiently reduced the source of excessive noise shall be suitably insulated or isolated or a refuge from noise shall be provided if the space is required to be manned. Ear protectors shall be provided for personnel required to enter such spaces.

16. Regulation II-1/C/16: Lifts

NEW CLASS A, B, C AND D SHIPS:

• .1 Passenger and goods lifts shall, in respect of dimensioning, layout, number of passengers and/or quantity of goods, comply with the provisions laid down by the Administration of the flag State in each individual case or for each type of plant.

• .2 Installation drawings and maintenance instructions, including provisions governing periodical inspections, shall be approved by the Administration of the flag State, which shall inspect and approve the plant before it is taken into use.

• .3 Following approval, the Administration of the flag State will issue a certificate which is to be kept on board.

• .4 The Administration of the flag State may permit the periodical inspections to be carried out by an expert authorised by the Administration, or by a recognised organisation.

PART D

ELECTRICAL INSTALLATIONS

1. Regulation II-1/D/1: General (R 40)

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

• .1 Electrical installations shall be such that:

• .1 all electrical auxiliary services necessary for maintaining the ship in normal operational and habitable conditions will be ensured without recourse to the emergency source of electrical power;

• .2 electrical services essential for safety will be ensured under various emergency conditions; and

• .3 the safety of passengers, crew and ship from electrical hazards will be ensured.

• .2 The Administration of the flag State shall take appropriate steps to ensure uniformity of implementation and application of the provision of this part in respect of electrical installations ⁶.

2. Regulation II-1/D/2: Main source of electrical power and lighting (R 41)

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

• .1 New ships of class C and D in which the electrical power is the only power for maintaining the auxiliary services essential for the safety of the ship, and new and existing ships of class B in which the electrical power is the only power for maintaining the auxiliary services essential for the safety and the propulsion of the ship, shall be provided with two or more main generating sets of such power that the aforesaid services can be operated when any one sets is out of service.

• .2.1 A main electric lighting system which shall provide illumination throughout those parts of the ship normally accessible to and used by passengers or crew shall be supplied from the main source of electrical power.

• .2.2 The arrangement of the main electric lighting system shall be such that a fire or other casualty in spaces containing the main source of electrical power, associated transforming equipment, if any, the main switchboard and the main lighting switchboard will not render the emergency lighting system required by Regulation II-1/D/3 inoperative.

• .2.3 The arrangement of the emergency electric lighting system shall be such that a fire or other casualty in spaces containing the emergency source of electrical power, associated transforming equipment, if any, the emergency switchboard and the emergency lighting switchboard will not render the main electric lighting system required by this Regulation II-1/D/2 inoperative.

• .3 The main switchboard shall be so placed relative to one main generating station that, as far as is practicable, the integrity of the normal electrical supply may be affected only by a fire or other casualty in the space where the generating set and the switchboard are installed.

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

• .4 In class B, C and D ships constructed on or after 1 January 2012, supplementary lighting shall be provided in all cabins to clearly indicate the exit so that occupants will be able to find their way to the door. Such lighting, which may be connected to an emergency source of power or have a self-contained source of electrical power in each cabin, shall automatically illuminate when power to the normal cabin lighting is lost and remain on for a minimum of 30 min.

3. Regulation II-1/D/3: Emergency source of electrical power (R 42)

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

• .1 Every ship shall be provided with a self-contained emergency source of electrical power with emergency switchboard located above the bulkhead deck, in a readily accessible space which shall not be contiguous to the boundaries of machinery spaces of category A or of those spaces containing the main source of electrical power or main switchboard.

• .1 The requirement in the first paragraph is not required provided that ships are designed with two fully redundant machinery spaces, separated by at least one watertight and fire-safe compartment and two bulkheads or an alternative construction giving the same level of safety, and that there is at least one generator with an associated switchboard, etc. in each machinery space.

• .2 The emergency source of electric power may be either an accumulator battery capable of complying with the requirements of paragraph.5, without being recharged or suffering an excessive voltage drop, or a generator, capable of complying with the requirements of paragraph.5, driven by internal combustion type of machinery with an independent supply of fuel having a flashpoint of not less than 43 °C, with automatic starting arrangements for new ships and approved starting arrangements for existing ships, and provided with a transitional source of emergency electrical power according to paragraph.6.

• .3 The emergency source of electric power shall be so arranged that it will operate efficiently when the ship is listed to 22,5° and when the trim of the ship is 10° from an even keel. Emergency generator set(s) shall be capable of being readily started in any cold condition likely to be encountered and, in new ships, capable of being started automatically.

• .4 The emergency switchboard shall be situated as near as practicable to the emergency source of power.

• .5 The emergency source of power required by paragraph.1 shall:

• .1 be capable of operating in general for a period of:

12 hours for class B ships (new and existing)

6 hours for class C ships (new)

3 hours for class D ships (new);

• .2 in particular, be capable to operate simultaneously the consumers as identified within the following services as required for the class of ships for the times indicated above:

• (a) one independent bilge power pump and one of the fire pumps;

• (b) emergency lighting:

• 1. at every assembly or embarkation station and over the sides as provided in Regulation III/5, paragraph.3;

• 1. in all alleyways, stairways and exits giving access to the assembly or embarkation stations;

• 1. in the machinery spaces, and in the place where the emergency generator is situated;

• 1. in the control stations where radio and main navigating equipment are situated;

• 1. as required in Regulation II-2/B/16, subparagraph.1.3.7 and Regulation II-2/B/6, subparagraph.1.7;

• 1. at all stowage positions for firefighter’s outfits;

• 1. at one independent bilge power pump and one of the fire pumps, referred to in subparagraph (a) and at the starting position of their motors;

• (c) the ship’s navigation lights;

• (d) - 1. all communication equipment,

• 1. the general alarm system,

• 1. the fire detecting system, and

• 1. all signals which may be required in an emergency, if they are electrically operated from the ship’s main generating sets;

• (e) the ship’s sprinkler pump, if any and if it is electrically operated; and

• (f) the ship’s daylight signalling lamp, if it is operated by the ship’s main source of electric power;

• .3 be capable to operate, for a period of half an hour, the power-operated watertight doors together with the associated control, indication and alarm circuits.

• .6 The transitional source of emergency electrical power required by paragraph.2 shall consist of an accumulator battery suitably located for the use in an emergency which shall operate without recharging or suffering an excessive voltage drop for half an hour:

• (a) the lighting required by paragraph.2(b)1 of this Regulation II-1/D/3;

• (b) the watertight doors, as required by paragraphs.7.2 and.7.3 of Regulation II-1/B-2/13, but not necessarily all of them simultaneously, unless an independent temporary source of stored energy is provided; and

• (c) the control, indication and alarm circuits as required by paragraph.7.2 of Regulation II-1/B-2/13.

• .7 CLASS B, C AND D SHIPS CONSTRUCTED ON OR AFTER 1 JANUARY 2003:

Where electrical power is necessary to restore propulsion, the capacity shall be sufficient to restore propulsion to the ship in conjunction with other machinery, as appropriate, from a dead ship condition within 30 min. after blackout.

4. Regulation II-1/D/4: Supplementary emergency lighting for ro-ro ships (R 42-1)

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

In addition to the emergency lighting required in Regulation II-1/D/3, subparagraph.5.2(b), on every ship with ro-ro cargo spaces or special category spaces:

• .1 all passenger public spaces and alleyways shall be provided with supplementary electric lighting that can operate for at least three hours when all other sources of electrical power have failed and under any condition of heel. The illumination provided shall be such that the approach to the means of escape can be readily seen. The source of power for the supplementary lighting shall consist of accumulator batteries located within the lighting units that are continuously charged, where practicable, from the emergency switchboard. Alternatively, any other means of lighting which is at least as effective may be accepted by the Administration of the flag State. The supplementary lighting shall be such that any failure of the lamp will be immediately apparent. Any accumulator battery provided shall be replaced at intervals having regards to the specific service life in the ambient conditions that they are subject to in service; and

• .2 a portable rechargeable battery operated lamp shall be provided in every crew space alleyway, recreational space and every working space which is normally occupied unless supplementary emergency lighting, as required by paragraph.1 is provided.

5. Regulation II-1/D/5: Precautions against shock, fire and other hazards of electrical origin (R 45)

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

• .1 Exposed metal parts of electrical machines or equipment which are not intended to be live but which are liable under fault conditions to become live shall be earthed unless the machines or equipment are:

• .1 supplied at a voltage not exceeding 50 V direct current or 50 V, root mean square, between conductors; auto-transformers shall not be used for the purpose of achieving this voltage; or

• .2 supplied at a voltage not exceeding 250 V by safety isolating transformers supplying only one consuming device; or

• .3 constructed in accordance with the principle of double insulation.

• .2 All electrical apparatus shall be so constructed and so installed as not to cause injury when handled or touched in the normal manner.

• .3 The sides and the rear and, where necessary, the front of switchboards shall be suitably guarded. Exposed live parts having voltages to earth exceeding the voltage specified under 1.1 shall not be installed on the front of such switchboards. Where necessary, non-conducting mats or gratings shall be provided at the front and rear of the switchboard.

• .4 In distribution systems with no connection to earth, a device capable of monitoring the insulation level to earth and giving an audible or visual indication of abnormally low insulation values shall be provided.

• .5.1 All metal sheaths and armour of cables shall be electrically continuous and shall be earthed.

• .5.2 All electrical cables and wiring external to equipment shall be at least of a flame-retarding type and shall be so installed as not to impair their original flame-retarding properties. Where necessary for particular application, the Administration of the flag State may permit the use of special type of cables such as radio frequency cables, which do not comply with the foregoing.

NEW CLASS B, C AND D SHIPS:

• .5.3 Cables and wiring serving essential or emergency power, lighting, internal communications or signals shall so far as practicable be routed clear of galleys, laundries, machinery spaces of category A and their casings and other high fire risk areas. In new and existing ro-ro passenger ships, cabling for emergency alarms and public address systems installed on or after 1 July 1998 shall be approved by the Administration of the flag State having regard to the recommendations developed by the IMO. Cables connecting fire pumps to the emergency switchboard shall be of a fire-resistant type where they pass through high fire risk areas. Where practicable all such cables should be run in such a manner as to preclude their being rendered unserviceable by heating of the bulkheads that may be caused by a fire in an adjacent space.

• .6 Cables and wiring shall be installed and supported in such a manner as to avoid chafing or other damage. Terminations and joints in all conductors shall be so made as to retain the original electrical, mechanical flame-retarding and, where necessary, fire resisting properties.

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

• .7.1 Each separate circuit shall be protected against short circuit and against overload, except as permitted in Regulations II-1/C/6 and II-1/C/7.

NEW CLASS B, C AND D SHIPS:

• .7.2 Lighting fittings shall be so arranged as to prevent temperature rises which could damage the cables and wiring, and to prevent surrounding material from becoming excessively hot.

• .8.1 Accumulator batteries shall be suitably housed, and compartments used primarily for their accommodation shall be properly constructed and efficiently ventilated.

• .8.2 Electrical or other equipment which may constitute a source of ignition of flammable vapours shall not be permitted in these compartments.

• .9 Distribution systems shall be so arranged that fire in any main vertical zone, as is defined in Regulation II-2/A/2, paragraph.9, will not interfere with services essential for safety in any other such zone. This requirement will be met if main and emergency feeders passing through any such zone are separated both vertically and horizontally as wide as is practicable.

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

• .10 No electrical equipment shall be installed in any space where flammable mixtures are liable to collect, e.g. in compartments assigned principally to accumulator batteries, in paint lockers, acetylene stores or similar spaces, unless the Administration is satisfied that such equipment is:

• .1 essential for operational purposes;

• .2 of a type which will not ignite the mixture concerned;

• .3 appropriate to the space concerned; and

• .4 appropriately certified for safe usage in the dusts, vapours or gases likely to be encountered.

PART E

ADDITIONAL REQUIREMENTS FOR SHIPS CONSTRUCTED WITH PERIODICALLY UNATTENDED MACHINERY SPACES

Special consideration (R 54)

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

All new ships of class B, C and D and existing class B ships shall be specially considered by the Administration of the flag State as to whether or not their machinery spaces may be periodically unattended and, if so, whether additional requirements to those stipulated in these Regulations are necessary to achieve equivalent safety to that of normally attended machinery spaces.

1. Regulation II-1/E/1: General (R 46)

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

• .1 The arrangements provided shall be such as to ensure that the safety of the ship in all sailing conditions, including manoeuvring, is equivalent to that of a ship having the machinery spaces manned.

• .2 Measures shall be taken to ensure that the equipment is functioning in a reliable manner and that satisfactory arrangements are made for regular inspections and routine tests to ensure continuous reliable operation.

• .3 Every ship shall be provided with documentary evidence of its fitness to operate with periodically unattended machinery spaces.

2. Regulation II-1/E/2: Fire precautions (R 47)

NEW CLASS B, C AND D SHIPS:

• .1 Means shall be provided to detect and give alarms at an early stage in case of fires:

• .1 in boiler air supply casings and exhausts (uptakes); and

• .2 in scavenging air belts of propulsion machinery, unless it is considered to be unnecessary in a particular case.

• .2 Internal combustion engines of 2 250 kW and above or having cylinders of more than 300 mm bore shall be provided with crankcase oil mist detectors or engine bearing temperature monitors or equivalent devices.

3. Regulation II-1/E/3: Protection against flooding (R 48)

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

• .1 Bilge wells in periodically unattended machinery spaces shall be located and monitored in such a way that the accumulation of liquids is detected at normal angles of trim and heel, and shall be large enough to accommodate easily the normal drainage during the unattended period.

• .2 Where the bilge pumps are capable of being started automatically, means shall be provided to indicate when the influx of liquid is greater than the pump capacity or when the pump is operating more frequently than would normally be expected. In these cases, smaller bilge wells to cover a reasonable period of time may be permitted. Where automatically controlled bilge pumps are provided, special attention shall be given to oil pollution prevention requirements.

• .3 The location of the controls of any valve serving a sea inlet, a discharge below the waterline or a bilge injection system shall be so sited as to allow adequate time for operation in case of influx of water to the space, having regard to the time likely to be required in order to reach and operate such controls. If the level to which the space could become flooded with the ship in the fully loaded condition so requires, arrangements shall be made to operate the controls from a position above such level.

4. Regulation II-1/E/4: Control of propulsion machinery from the navigating bridge (R 49)

NEW CLASS B, C AND D SHIPS:

• .1 Under all sailing conditions, including manoeuvring, the speed, direction of thrust and, if applicable, the pitch of the propeller shall be fully controllable from the navigating bridge.

• .1 Such remote control shall be performed by a separate control device for each independent propeller, with automatic performance of all associated services, including, where necessary, means of preventing overload of the propulsion machinery.

• .2 The main propulsion machinery shall be provided with an emergency stopping device on the navigating bridge which shall be independent of the navigating bridge control system.

• .2 Propulsion machinery orders from the navigating bridge shall be indicated in the main machinery control room or at the propulsion machinery control position as appropriate.

• .3 Remote control of the propulsion machinery shall be possible only from one location at a time; at such locations interconnected control positions are permitted. At each location there shall be an indicator showing which location is in control of the propulsion machinery. The transfer of control between the navigating bridge and machinery spaces shall be possible only in the main machinery space or in the main machinery control room. The system shall include means to prevent the propelling thrust from altering significantly when transferring control from one location to another.

• .4 It shall be possible for all machinery essential for the safe operation of the ship to be controlled from a local position, even in the case of failure in any part of the automatic or remote control systems.

• .5 The design of the remote automatic control system shall be such that in case of its failure an alarm will be given. Unless it is considered impracticable, the preset speed and direction of thrust of the propeller shall be maintained until local control is in operation.

• .6 Indicators shall be fitted on the navigating bridge for:

• .1 propeller speed and direction of rotation in the case of fixed pitch propellers; or

• .2 propeller speed and pitch position in the case of controllable pitch propellers.

• .7 The number of consecutive automatic attempts which fail to produce a start shall be limited to safeguard sufficient starting air pressure. An alarm shall be provided to indicate low starting air pressure set at a level which still permits starting operations of the propulsion machinery.

5. Regulation II-1/E/5: Communication (R 50)

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

A reliable means of vocal communication shall be provided between the main machinery control room or the propulsion machinery control position as appropriate, the navigating bridge and the engineer officers’ accommodation.

6. Regulation II-1/E/6: Alarm system (R 51)

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

• .1 An alarm system shall be provided indicating any fault requiring attention and shall:

• .1 be capable of sounding an audible alarm in the main machinery control room or at the propulsion machinery control position, and indicate visually each separate alarm function at a suitable position;

• .2 have a connection to the engineers’ public rooms and to each of the engineers’ cabins through a selector switch, to ensure connection to at least one of those cabins. Alternative arrangements may be permitted if they are considered to be equivalents;

• .3 activate an audible and visual alarm on the navigating bridge for any situation which requires action by or attention of the officer on watch;

• .4 as far as is practicable be designed on the fail-to-safety principle; and

• .5 activate the engineers’ alarm required by Regulation II-1/C/10, if an alarm function has not received attention locally within a limited time.

• .2.1 The alarm system shall be continuously powered and shall have an automatic changeover to a stand-by power supply in case of loss of normal power supply.

• .2.2 Failure of the normal power supply of the alarm system shall be indicated by an alarm.

• .3.1 The alarm system shall be able to indicate at the same time more than one fault and the acceptance of any alarm shall not inhibit another alarm.

• .3.2 Acceptance at the position referred to in paragraph.1 of any alarm condition shall be indicated at the positions where it was shown. Alarms shall be maintained until they are accepted and the visual indications of individual alarms shall remain until the fault has been corrected, when the alarm system shall automatically reset to the normal operating condition.

7. Regulation II-1/E/7: Safety systems (R 52)

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

A safety system shall be provided to ensure that serious malfunction in machinery or boiler operations, which presents an immediate danger, shall initiate the automatic shutdown of that part of the plant and that an alarm shall be given. Shutdown of the propulsion system shall not be automatically activated except in cases which could lead to serious damage, complete breakdown, or explosion. Where arrangements for overriding the shutdown of the main propelling machinery are fitted, these shall be such as to preclude inadvertent operation. Visual means shall be provided to indicate when the override has been activated. Automatic machinery safety shut down and slow down controls should be separated from the alarm installation.

8. Regulation II-1/E/8: Special requirements for machinery, boiler and electrical installations (R 53)

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

• .1 The main source of electrical power shall comply with the following:

• .1 where the electrical power can normally be supplied by one generator, suitable load-shedding arrangements shall be provided to ensure the integrity of supplies to services required for propulsion and steering as well as the safety of the ship. In the case of loss of the generator in operation, adequate provision shall be made for automatic starting and connecting to the main switchboard of a stand-by generator of sufficient capacity to permit propulsion and steering and to ensure the safety of the ship with automatic restarting of the essential auxiliaries including, where necessary, sequential operations;

• .2 if the electrical power is normally supplied by more than one generator simultaneously in parallel operation, provision shall be made, for instance by load shedding, to ensure that, in case of loss of one of these generating sets, the remaining ones are kept in operation without overload to permit propulsion and steering, and to ensure the safety of the ship.

• .2 Where stand-by machines are required for other auxiliary machinery essential to propulsion, automatic changeover devices shall be provided.

9. Regulation II-1/E/9: Automatic control and alarm system (R 53.4)

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

• .1 The control system shall be such that the services needed for the operation of the main propulsion machinery and its auxiliaries are ensured through the necessary automatic arrangements.

• .2 An alarm shall be given on the automatic changeover.

• .3 An alarm system complying with Regulation II-1/E/6 shall be provided for all important pressures, temperatures and fluid levels and other essential parameters.

• .4 A centralised control position shall be arranged with the necessary alarm panels and instrumentation indicating any alarm.

• .5 Means shall be provided to keep the starting air pressure at the required level where internal combustion engines essential for main propulsion are started by compressed air.

PART G

SHIPS USING LOW-FLASHPOINT FUELS

1. Regulation II-1/G/1: Requirements for ships using low-flashpoint fuels (R 57)

NEW CLASS B, C AND D [AND EXISTING CLASS B] SHIPS

Ships, irrespective of the date of construction, converted to using or which undertake to use gaseous or liquid fuel having a flashpoint lower than otherwise permitted under Regulation II-2/A/10, subparagraph.1.1, shall comply with the requirements of the IGF Code, as defined in SOLAS II-1/2.28.

CHAPTER II-2

FIRE PROTECTION, FIRE DETECTION AND FIRE EXTINCTION

PART A

GENERAL

1. Regulation II-2/A/1: Basic principles (R 2)

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

• .1 The fire safety objectives of this chapter are to:

• .1 prevent the occurrence of fire and explosion;

• .2 reduce the risk to life caused by fire;

• .3 reduce the risk of damage caused by fire to the ship, its cargo and the environment;

• .4 contain, control and suppress fire and explosion in the compartment of origin; and

• .5 provide adequate and readily accessible means of escape for passengers and crew.

• .2 In order to achieve the fire objectives set out in paragraph.1, the following basic principles underlie the Regulations in this chapter and are embodied in the Regulations as appropriate, having regard to the type of ships and the potential fire hazard involved:

• .1 division of ship into main vertical zones by thermal and structural boundaries;

• .2 separation of accommodation spaces from the remainder of the ship by thermal and structural boundaries;

• .3 restricted use of combustible materials;

• .4 detection of any fire in the zone of origin;

• .5 containment and extinction of any fire in the space of origin;

• .6 protection of means of escape and access for fire-fighting;

• .7 ready availability of fire-extinguishing appliances;

• .8 minimisation of possible ignition of flammable cargo vapour.

• .3 The fire safety objectives set out in paragraph.1 shall be achieved by ensuring compliance with the prescriptive requirements specified in this chapter or by alternative design and arrangements which comply with Part F of the revised Chapter II-2 of SOLAS 1974, which applies to ships constructed on or after 1 January 2003. A ship shall be considered to meet the functional requirements set out in paragraph.2 and to achieve the fire safety objectives set out in paragraph.1 when either:

• .1 the ship’s designs and arrangements, as a whole, complies with the relevant prescriptive requirements in this chapter;

• .2 the ship’s designs and arrangements, as a whole, have been reviewed and approved in accordance with Part F of the revised Chapter II-2 of SOLAS 1974, which applies to ships constructed on or after 1 January 2003;

• .3 part(s) of the ship’s designs and arrangements have been reviewed and approved in accordance with the above mentioned Part F of the revised SOLAS Chapter II-2 and the remaining parts of the ship comply with the relevant prescriptive requirements of this chapter.

• .4 All ships which undergo repairs, alterations, modifications and outfitting related thereto not falling under the definition of a major character included in the article 2 (zh) of Directive 2009/45/EC shall continue to comply with at least the requirements previously applicable to these ships.

EXISTING CLASS B SHIPS:

• .5 Notwithstanding the provisions of paragraph.4, existing class B ships carrying more than 36 passengers when undergoing repairs, alterations, modifications and outfitting related thereto shall comply with the following:

• .1 all materials introduced to these ships shall comply with the requirements with regard to material applicable to new class B ships; and

• .2 all repairs, alterations, modifications and outfitting related thereto involving the replacement of material of 50 tonnes or above, other than that required by Regulation II-2/B/16, shall comply with the requirements applicable to new class B ships.

2. Regulation II-2/A/2: Definitions (R 3)

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

• .1 Non-combustible material is a material which neither burns nor gives off flammable vapours in sufficient quantity for self-ignition when heated to approximately 750 °C, this being determined by a fire test in accordance with the IMO Resolution A.799(19) ‘Revised recommendation on test methods for qualifying marine construction materials as non-combustible’. Any other material is a combustible material.

• .1.a FOR CLASS B, C AND D SHIPS CONSTRUCTED ON OR AFTER 1 JANUARY 2003:

Non-combustible material is a material which neither burns nor gives off flammable vapours in sufficient quantity for self-ignition when heated to approximately 750 °C, this being determined in accordance with the Fire Test Procedures Code. Any other material is a combustible material.

• .2 A standard fire test is one in which specimens of the relevant bulkheads or decks are exposed in a test furnace to temperatures corresponding approximately to the standard time-temperature curve. The specimen shall have an exposed surface of not less than 4,65 m2 and height (or length of deck) of 2,44 metres, resembling as closely as possible the intended construction and including where appropriate at least one joint. The standard time-temperature curve is defined by a smooth curve drawn through the following internal furnace temperature points:

initial internal furnace temperature	20 °C
at the end of the first 5 minutes	576 °C
at the end of 10 minutes	679 °C
at the end of 15 minutes	738 °C
at the end of 30 minutes	841 °C
at the end of 60 minutes	945 °C

• .2a. FOR CLASS B, C AND D SHIPS CONSTRUCTED ON OR AFTER 1 JANUARY 2003:

A standard fire test is one in which the specimens of the relevant bulkheads and decks are exposed in a test furnace to temperatures corresponding approximately to the standard temperature curve. The test methods shall be in accordance with the Fire Test Procedures Code.

• .3 ‘A’ class divisions are those divisions formed by bulkheads and decks which comply with the following:

• .1 they shall be constructed of steel or other equivalent material;

• .2 they shall be suitably stiffened;

• .3 they shall be so constructed as to be capable of preventing the passage of smoke and flame to the end of the one-hour standard fire test;

• .4 they shall be insulated with approved non-combustible materials such that the average temperature of the unexposed side will not rise more than 140 °C above the original temperature, nor will the temperature, at any one point, including any joint, rise more than 180 °C above the original temperature, within the time listed below:

class ‘A-60’	60 minutes
class ‘A-30’	30 minutes
class ‘A-15’	15 minutes
class ‘A-0’	0 minutes

• .5 The Administration of the flag State shall require a test of a prototype bulkhead or deck to ensure that it meets the above requirements for integrity and temperature rise in accordance with the IMO Resolution A.754(18).

For class B, C and D ships constructed on or after 1 January 2003, ‘IMO Resolution A.754(18)’ shall read ‘Fire Test Procedures Code’.

• .4 ‘B’ class divisions are those divisions formed by bulkheads, decks, ceilings or linings which comply with the following:

• .1 they shall be so constructed as to be capable of preventing the passage of flame to the end of the first half hour of the standard fire test;

• .2 they shall have an insulation value such that the average temperature of the unexposed side will not rise more than 140 °C above the original temperature, nor will the temperature at any one point, including any joint, rise more than 225 °C above the original temperature within the time listed below:

class ‘B-15’	15 min
class ‘B-0’	0 min

• .3 they shall be constructed of approved non-combustible materials and all materials entering into the construction and erection of ‘B’ class divisions shall be non-combustible, with the exception that combustible veneers may be permitted provided they meet other requirements of this chapter;

• .4 the Administration of the flag State shall require a test of a prototype division to ensure that it meets the above requirements for integrity and temperature rise in accordance with IMO Resolution A.754(18).

For class B, C and D ships constructed on or after 1 January 2003, ‘IMO Resolution A.754(18)’ shall read ‘Fire Test Procedures Code’.

• .5 ‘C’ class divisions are divisions constructed of approved non-combustible materials. They need meet neither requirements relative to the passage of smoke and flame nor limitations relative to the temperature rise. Combustible veneers are permitted provided they meet other requirements of this chapter.

• .6 Continuous ‘B’ class ceilings or linings are those ‘B’ class ceilings or linings which terminate only at an ‘A’ or ‘B’ class division.

• .8 Low flame spread means that the surface thus described will adequately restrict the spread of flame, this being determined by a fire test according to IMO Resolution A.653(16), for bulkhead, ceiling and deck finish materials.

• .8a FOR CLASS B, C, AND D SHIPS CONSTRUCTED ON OR AFTER 1 JANUARY 2003:

Low flame spread means that the surface thus described will adequately restrict the spread of flame, this being determined in accordance with the Fire Test Procedures Code.

• .9 Main vertical zones are those sections into which the hull, superstructure, and deckhouses are divided by ‘A’ class divisions, the mean length and width of which on any deck does not in general exceed 40 metres.

• .10 Accommodation spaces are those spaces used for public spaces, corridors, lavatories, cabins, offices, hospitals, cinemas, games and hobbies rooms, barber shops, pantries containing no cooking appliances and similar spaces.

• .11 Public spaces are those portions of the accommodation which are used for halls, dining rooms, lounges and similar permanently enclosed spaces.

• .12 Service spaces are those spaces used for galleys, pantries containing cooking appliances, lockers, mail and specie rooms, storerooms, workshops other than those forming part of the machinery spaces, and similar spaces and trunks to such spaces.

• .13 Cargo spaces are all spaces used for cargo (including cargo oil tanks) and trunks to such spaces.

• .13-1 Vehicle spaces are cargo spaces intended for the carriage of motor vehicles with fuel in their tanks for their own propulsion.

• .14 Ro-ro cargo spaces are spaces not normally subdivided in any way and extending to either a substantial length or the entire length of the ship in which motor vehicles with fuel in their tanks for their own propulsion and/or goods (packaged or in bulk, in or on rail or road cars, vehicles (including road and rail tankers), trailers, containers, pallets, dismountable tanks or in or on similar stowage units or other receptacles) can be loaded and unloaded normally in a horizontal direction.

• .15 Open ro-ro cargo spaces are ro-ro cargo spaces either open at both ends, or open at one end and provided with adequate natural ventilation effective over the entire length through permanent openings in the side plating or deckhead, or from above, and for ships constructed on or after 1 January 2003 having a total area of at least 10 % of the total area of the space sides.

• .15-1 Open vehicle spaces are those vehicle spaces either open at both ends or having an opening at one end and being provided with adequate natural ventilation effective over their entire length through permanent openings distributed in the side plating or deckhead or from above, and for ships constructed on or after 1 January 2003 having a total area of at least 10 % of the total area of the space sides.

• .16 Closed ro-ro cargo spaces are ro-ro cargo spaces which are neither open ro-ro cargo spaces nor weather decks.

• .16-1 Closed vehicle spaces are vehicle spaces which are neither open vehicle spaces nor weather decks.

• .17 Weather deck is a deck which is completely exposed to the weather from above and from at least two sides.

• .18 Special category spaces are those enclosed vehicle spaces above or below the bulkhead deck, into and from which such vehicles can be driven and to which passengers have access. Special category spaces may be accommodated on more than one deck provided that the total overall clear height for vehicles does not exceed 10 metres.

• .19.1 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.

• .19.2 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.

• .20 Oil fuel unit is the equipment used for the preparation of oil fuel for delivery to an oil-fired boiler, or equipment used for the preparation for delivery of heated oil to an internal combustion engine, and includes any oil pressure pumps, filters and heaters dealing with oil at a pressure of more than 0,18 N/mm2.

• .21 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.

• .21.1 Central control station is a control station in which the following control and indicator functions are centralised:

• .1 fixed fire detection and alarm systems;

• .2 automatic sprinklers, fire detection and alarm systems;

• .3 fire door indicator panels;

• .4 fire doors closures;

• .5 watertight door indicator panels;

• .6 watertight door closures;

• .7 ventilation fans;

• .8 general/fire alarms;

• .9 communication systems including telephones; and

• .10 microphones to public address systems.

• .21.2 Continuously manned central control station is a central control station which is continuously manned by a responsible member of the crew.

• .22 Rooms containing furniture and furnishings of restricted fire risk are, for the purpose of Regulation II-2/B/4, those rooms containing furniture and furnishings of restricted fire risk (whether cabins, public spaces, offices or other types of accommodation) in which:

• .1 all case furniture such as desks, wardrobes, dressing tables, bureaux, dressers, is constructed entirely of approved non-combustible materials, except that a combustible veneer not exceeding 2 mm may be used on the working surface of such articles;

• .2 all free-standing furniture such as chairs, sofas, tables, is constructed with frames of non-combustible materials;

• .3 all draperies, curtains and other suspended textile materials have qualities of resistance to the propagation of flame not inferior to those of wool of mass 0,8 kg/m2, in accordance with IMO Resolution A.471(XII), as amended.

For class B, C and D ships constructed on or after 1 January 2003, ‘IMO Resolution A.471(XII), as amended, shall read ‘Fire Test Procedures Code’;

• .4 all floor coverings have qualities of resistance to the propagation of flame not inferior to those of an equivalent woollen material used for the same purpose.

For class B, C and D ships constructed on or after 1 January 2003, this subparagraph shall read:

all floor coverings have low flame spread characteristics;

• .5 all exposed surfaces of bulkheads, linings and ceilings have low flame-spread characteristics; and

• .6 all upholstered furniture has qualities of resistance to the ignition and propagation of flame in accordance with the Fire Test Procedures of Upholstered Furniture of IMO Resolution A.652(16)

For class B, C and D ships constructed on or after 1 January 2003, ‘IMO Resolution A.652(16)’ shall read ‘Fire Test Procedures Code’.

FOR CLASS B, C AND D SHIPS CONSTRUCTED ON OR AFTER 1 JANUARY 2003

• .7 all bedding components have qualities of resistance to the ignition and propagation of flame, this being determined in accordance with the Fire Test Procedures Code.

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

• .24 Fire Test Procedures Code means the International Code for Application of Fire Test Procedures, as adopted by Resolution MSC.61(67), as amended.

• .25 Fire Safety Systems Code means the International Code for Fire Safety Systems adopted by Resolution MSC.98(73), as amended.

• .26 Flashpoint is the temperature in degrees Celsius (closed cup test) at which a product will give off enough flammable vapour to be ignited, as determined by an approved flashpoint apparatus.

• .27 Prescriptive requirements mean the constructive characteristics, limiting dimensions or fire safety systems specified in this chapter.

• .28 Fire damper means, for the purpose of implementing Regulation II-2/B/9a, a device installed in a ventilation duct which under normal conditions remains open allowing flow in the duct and is closed during a fire, preventing the flow in the duct to restrict the passage of fire. In using the above definition, the following terms may be associated:

• .1 automatic fire damper means a fire damper that closes independently in response to exposure to fire products;

• .2 manual fire damper means a fire damper that is intended to be opened or closed by the crew by hand at the damper itself; and

• .3 remotely operated fire damper means a fire damper that is closed by the crew through a control located at a distance away from the controlled damper.

• .29 Smoke damper means, for the purpose of implementing Regulation II-2/B/9a, a device installed in a ventilation duct which under normal conditions remains open allowing flow in the duct and is closed during a fire, preventing the flow in the duct to restrict the passage of smoke and hot gases. A smoke damper is not expected to contribute to the integrity of a fire rated division penetrated by a ventilation duct. In using the above definition the following terms may be associated:

• .1 automatic smoke damper means a smoke damper that closes independently in response to exposure to smoke or hot gases;

• .2 manual smoke damper means a smoke damper intended to be opened or closed by the crew by hand at the damper itself; and

• .3 remotely operated smoke damper means a smoke damper that is closed by the crew through a control located at a distance away from the controlled damper.

3. Regulation II-2/A/3: Fire pumps, fire mains, hydrants, hoses and nozzles (R 4)

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

• .1.1 Every ship shall be provided with fire pumps, fire mains, hydrants, hoses and nozzles complying as applicable with the requirements of this Regulation II-2/A/3.

NEW CLASS B, C AND D SHIPS CONSTRUCTED BEFORE 1 JANUARY 2003:

• .1.2 Where more than one independent fire pump is required, isolating valves to separate the section of the fire main within the machinery space containing the main fire pump or pumps from the rest of the fire main shall be fitted in an easily accessible and tenable position outside this machinery space. The fire main shall be so arranged that when the isolating valves are shut all the hydrants on the ship, except those in the machinery space referred above, can be supplied with water by a fire pump not located in this machinery space through pipes which do not enter this space. Exceptionally, short lengths of the emergency fire pump suction and discharge piping may penetrate the machinery space if it is impracticable to route it externally provided that the integrity of the fire main is maintained by the enclosure of the piping in a substantial steel casing.

NEW CLASS B, C AND D SHIPS CONSTRUCTED ON OR AFTER 1 JANUARY 2003:

• .1.3 Isolating valves to separate the section of the fire main within the machinery space containing the main fire pump or pumps from the rest of the fire main shall be fitted in an easily accessible and tenable position outside the machinery spaces. The fire main shall be so arranged that when the isolating valves are shut all the hydrants on the ship, except those in the machinery space referred to above, can be supplied with water by another pump or an emergency fire pump. The emergency pump, its seawater inlet and suction and delivery pipes and isolating valves shall be located outside the machinery space. If this arrangement cannot be made, the sea-chest may be fitted in the machinery space if the valve is remotely controlled from a position in the same compartment as the emergency pump and the suction pipe is as short as practicable. Short lengths of suction or discharge piping may penetrate the machinery space, provided they are enclosed in a substantial steel casing or are insulated to A-60 standards. The pipes shall have substantial wall thickness, but in no case less than 11 mm and shall be welded except for the flanged connection to the sea inlet valve.

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

• .2 Capacity of fire pumps

• .1 The required fire pumps shall be capable of delivering for fire-fighting purposes a quantity of water, at the pressure specified in paragraph.4.2 not less than two thirds of the quantity required to be dealt with by the bilge pumps when employed for bilge pumping.

• .2 In every ship which is required by this Regulation II-2/A/3 to be provided with more than one power fire pump, each of the required fire pumps shall have a capacity not less than 80 % of the total required capacity divided by the minimum number of required fire pumps but in any case not less than 25 m3/h and each such pump shall in any event be capable of delivering at least the two required jets of water. These fire pumps shall be capable of supplying the fire main system under the required conditions.