Bijlage 7 Regeling veiligheid zeeschepen: behorende bij artikel 5b. van de Regeling veiligheid zeeschepen

Regeling veiligheid zeeschepen

Applicable to yachts which are 24 metres and over in load line length, are in commercial use for sport or pleasure, do not carry cargo and do not carry more than 12 passengers. 1 FOREWORD 12 2 DEFINITIONS 14 3 APPLICATION AND INTERPRETATION 20 4 CONSTRUCTION AND STRENGTH 21 5 WEATHERTIGHT INTEGRITY 23 6 WATER FREEING ARRANGEMENTS 27 7A MACHINERY – VESSELS OF LESS THAN 500GT 28 7B MACHINERY – VESSELS OF 500GT AND OVER 29 8A ELECTRICAL INSTALLATIONS – VESSELS OF LESS THAN 500GT 29 8B ELECTRICAL INSTALLATIONS – VESSELS OF 500GT AND OVER 30 9A STEERING GEAR – VESSELS OF LESS THAN 500GT 30 9B STEERING GEAR – VESSELS OF 500GT AND OVER 30 10A BILGE PUMPING – VESSELS OF LESS THAN 500GT 30 10B BILGE PUMPING – VESSELS OF 500GT AND OVER 31 11 STABILITY 31 12 FREEBOARD 37 13 LIFE SAVING APPLIANCES 38 14 FIRE SAFETY 42 14A STRUCTURAL FIRE PROTECTION – VESSELS OF LESS THAN 500GT 44 14B STRUCTURAL FIRE PROTECTION – VESSELS OF 500GT AND OVER 47 15A FIRE APPLIANCES – VESSELS OF LESS THAN 500GT 59 15B FIRE APPLIANCES – VESSELS OF 500GT AND OVER 61 16 RADIO 61 17 NAVIGATION LIGHTS, SHAPES AND SOUND SIGNALS 63 18 NAVIGATIONAL EQUIPMENT AND VISIBILITY FROM WHEELHOUSE 63 19 MISCELLANEOUS EQUIPMENT 65 20 ANCHORS AND CABLES 65 21 ACCOMMODATION 66 21A ACCOMMODATION AND RECREATIONAL FACILITIES – VESSELS OF LESS THAN 200GT CONSTRUCTED ON OR AFTER THE DATE OF ENTRY INTO FORCE OF MLC 2006 68 21B ACCOMMODATION – VESSELS ≥200GT CONSTRUCTED ON OR AFTER THE DATE OF ENTRY INTO FORCE OF MLC 2006 71 22 PROTECTION OF PERSONNEL 79 23 MEDICAL STORES 80 24 SHORE-SHIP TRANSFER OF PERSONNEL 80 25 CLEAN SEAS 82 26 MANNING AND PERSONNEL CERTIFICATION 82 27 PASSENGERS 86 28 SURVEY, CERTIFICATION, INSPECTION AND MAINTENANCE 87 29 CREW AGREEMENTS 88 30 SAFETY MANAGEMENT 88 31 INTERNATIONAL SHIP AND PORT FACILITY SECURITY CODE 89 ANNEX 1 MEMBER’S OF THE STEERING COMMITTEE AND WORKING GROUP RESPONSIBLE FOR THE CODE 89 ANNEX 2 SAFETY MANAGEMENT SYSTEM FOR VESSELS UNDER 500GT 89 ANNEX 3 OPEN FLAME GAS INSTALLATIONS

1.1 Where ‘Administration’ is used in the Code, it means the Government of the State whose flag the ship is entitled to fly.
1.2 Vessels are required to comply with the various merchant shipping regulations of the Administration which are relevant to the class of vessel to which they belong. Vessels in commercial use for sport or pleasure, such as Large Yachts, do not fall naturally into a single class and, in any case, prescribed merchant ship safety standards may be incompatible with the safety needs particular to such vessels. Since its original publication, the Large Yacht Code has made a significant impression on a maritime sector which previously found great difficulty in embracing conventional regulation. As a result the Code enjoys both national support and international recognition as a standard, breaking new ground both in its inception and methodology.
1.3 The Code applies to vessels in commercial use for sport or pleasure (being pleasure vessels ‘engaged in trade’ for the purpose of Article 5 Exceptions – of the International Convention on Load Lines, 1966 (ICLL)) which are 24 metres in load line length and over or, if built before 21 July 1968, 150 gross tons and over according to the tonnage measurement regulations applying at that date and which do not carry cargo and do not carry more than 12 passengers. Sail training ships are included in this application.
1.4 The United Kingdom has notified the International Maritime Organization of the Code and its application to pleasure vessels engaged in trade as an equivalent arrangement under the provisions of Article 8 of the International Convention on Load Lines, 1966, Regulation I-5 of the International Convention on Safety of Life at Sea, and Article 9 of the International Convention on Standards of Training Certification and Watchkeeping for Seafarers 1978 as amended. Reference can be made to IMO Circular Letter No. 2937, dated 13 January 2009.
1.5 The Code sets required standards of safety and pollution prevention which are appropriate to the size of the vessel. The standards applied are either set by the relevant international conventions or equivalent standards where it is not reasonable or practicable to comply. Provision is made within the Code to add any specific national requirements within a National Annex. An Administration may consider a specific alternative equivalent standard to any standard required by the Code. Applications which justify either an alternative or exemption from a specific requirement of the Code can be made to the Administration.
1.6 The Code has been developed by an industry wide group with the express intention of setting pollution prevention and safety standards which identify with the specific needs of vessels in commercial use for sport and pleasure. The Code was reviewed and revised in 2012 to bring it up to date and reflect the needs of the industry. The standards adopted are judged to be at least equivalent in their effect to those required by the international conventions which apply to a particular vesse. The membership of the industry wide groups that developed and revised the Code are listed in Annex 1.
1.7 Compliance with the standards required by the Code will entitle a vessel to be issued with the certification required by the international conventions applicable to the vessel, upon satisfactory completion of the corresponding surveys and inspections. The certificates demanded by the international conventions which apply to the vessels covered by the Code are summarised in Section 28.
1.8 When equipment manufactured in accordance with a recognised British, European or International standard is required by the Code, the Administration may accept existing equipment which can be shown to be of an equivalent standard and which does not increase the risk to the ship or its crew and passengers. When such equipment is replaced, the replacement should conform to the standard required by the Code.
1.9 For vessels entitled to fly the flag of a Member State of the European Union, the Commission of the European Communities' general mutual recognition clause should be accepted. The clause states: Any requirement for goods or materials to comply with a specified standard should be satisfied by compliance with: provided that the proposed standard, code of practice, specification or technical description provides, in use, equivalent levels of safety, suitability and fitness for purpose. Due attention should be paid to the requirements of the Marine Equipment Directive.
.1 a relevant standard or code of practice of a national standards body or equivalent body of a Member State of the European Community; or
.2 any relevant international standard recognised for use in any Member State of the European Community; or
.3 a relevant specification acknowledged for use as a standard by a public authority of any Member State of the European Community; or
.4 traditional procedures of manufacture of a Member State of the European Community, and Turkey, where these are the subject of a written technical description sufficiently detailed to permit assessment of the goods or materials for the use specified; or
.5 a specification sufficiently detailed to permit assessment for goods or materials of an innovative nature (or subject to innovative processes of manufacture such that they cannot comply with a recognised standard or specification) and which fulfil the purpose provided by the specified standard;
1.10 It is recognised that the Code may be required to be revised in the light of experience gained in its application. Section 3.5 makes provision for this.
1.11 It is recommended that pleasure vessels comply with the standards of the Code.
(a) floating free and automatically activating if the ship sinks;
(b) being manually activated; and
(c) being carried by one person.
(a) internal combustion machinery used for main propulsion; or
(b) internal combustion machinery used for purposes other than main propulsion where such machinery has in the aggregate a total power output of not less then 375Kw; or
(c) any oil-fired boiler or oil fuel unit.
(a) that substantially alters the dimensions of a vessel;
(b) which changes the type of the vessel;
(c) the intent of which in the opinion of the Administration is substantially to prolong its life;
(d) which otherwise so alters the ship that, if it were a new vessel, it would become subject to relevant provisions of the present code not applicable to it as an existing vessel.
(a) any seafarer who is required to be qualified under the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers, 1978, as amended (STCW Convention); or
(b) any other seafarer considered by the owner/managing agent to be an officer.
(a) a person employed or engaged in any capacity on board the ship on the business of the ship;
(b) a person on board the ship either in pursuance of the obligation laid upon the master to carry shipwrecked, distressed or other persons, or by reason of any circumstances that neither the master nor the owner nor the charterer (if any) could have prevented; and
(c) a child under one year of age.
a) to provide instruction in the principles of responsibility, resourcefulness, loyalty and team endeavour and to advance education in the art of seamanship; or
b) to provide instruction in navigation and seamanship for yachtsmen;
• restricted to operating in forecast or actual wind of a maximum Beaufort Force 4, for a motor yacht, and Beaufort Force 6 for a sailing yacht;
• within 60 nautical miles of a safe haven. (The Administration may permit operation on specified routes up to 90 nautical miles from a safe haven as appropriate).
(a) construction identifiable with a specific vessel begins; and
(b) assembly of that vessel, comprising at least 1% of the estimated mass of all structural material has commenced.
1. Be engaged for the sole purpose of:
(a) obtaining instruction in the principles of responsibility, resourcefulness, loyalty and team endeavour; and/or
(b) instruction in navigation and seamanship, marine engineering or other shipboard related skills.
2. Be considered to form part of a ‘trainee voyage crew'; and
3. Participate in the operation of the vessel to the best of his or her ability. A trainee SHOULD NOT:
1. be part of the crew for the purpose of safe manning or have any safety critical duties;
2. have any employment contract or any employment relationship with the owner or operator of the vessel;
3. receive any remuneration for his/her activities on board;
4. be considered to be a seaman or seafarer; and
5. be considered as a passenger*.
a) instruction in the principles of responsibility, resourcefulness, loyalty and team endeavour; and/or
b) instruction in navigation and seamanship, marine engineering or other shipboard related skills.
3.1.1 The Code applies to a motor or sailing vessel of 24 metres in load line length and over or, if built before 21 July 1968, which is of 150 tons3‘tons’ means gross tons, measured in accordance with the Regulations for measuring tonnage in force on 20th July 1968 gross tonnage and over and which, at the time, is in commercial use for sport or pleasure and carries no cargo and no more than 12 passengers. Sail training vessels are included in this application.
3.1.2 The Administration may establish alternative standards for yachts operating under International Sailing Federation (ISAF) or Union Internationale Motonautique (UIM) racing rules.
3.1.3 Any provision of the Code expressed in the conditional (i.e. ‘should’) shall be a requirement.
3.2.1 In general, requirements given within the Code are based on unrestricted geographical operation outside Polar Regions, however, where considered appropriate, standards for vessels operating as Short Range Yachts have been included.
3.2.2 Yachts which intend to operate in Polar Regions must meet requirements of one of the recognised Classification Societies listed in the National Annex appropriate to the intended area of operation. Stability conditions should include those for icing. Reference to be made to the IMO Guidelines for Polar Regions, Resolution A.1024(26) as amended or replaced by IMO for yachts intended to operate inside polar regions.
3.3.3.1 In the case of an existing vessel which does not comply fully with the Code safety standards but for which the Code standards are reasonable and practicable, the Administration should give consideration to a proposal from the owner(s)/managing agent(s) to phase in requirements within an agreed time scale not exceeding 18 months.
3.3.3.2 When an existing vessel does not meet the Code safety standard for a particular feature and it can be demonstrated that compliance is neither reasonable nor practicable, proposals for alternative arrangements should be submitted to the Administration for approval. In considering individual cases, the Administration should take into account the vessel's service history and any other factors which are judged to be relevant to the safety standard which can be achieved.
3.3.3.3 Generally, repairs, alterations and refurbishments should comply with the standards applicable to a new vessel.
3.3.3.4 Vessels the keels of which were laid or were at a similar stage of construction before the 1st October 2013 or the date of entry into force of the Maritime Labour Convention 2006 if that be sooner and which have and have been or are currently under survey to LY1 or LY2 may continue to be considered under the standards in force at the time of initial survey with the exception of the following which must comply with this version of the code:
(a) Section 13.2.4 Lifejackets;
(b) Section 16.3.1 (Radio equipment);
(c) Section 18.1.8 Vessels of 300GT and over have LRIT fitted;
(d) Section 18.1.9 Vessels of 150GT and over have BNWAS fitted;
(e) Section 26 Manning and Personnel Certification;
(f) Section 29 Crew Agreements;
(g) Section 30.2 Vessels under 500GT, Safety Management;
(h) Existing sailing yachts may take advantage of the definition of a ‘Short range yacht’ in this version of the Code.
3.3.3.5 All other vessels should be surveyed under this version of the Code.
4.1.1 All vessels should have a freeboard deck.
4.1.2 All vessels should be fitted with a weather deck throughout the length of the vessel and be of adequate strength to withstand the sea and weather conditions likely to be encountered in the declared area(s) of operation.
4.1.3 The declared area(s) of operation and any other conditions which restrict the use of the vessel at sea should be recorded on the load line certificate issued to the vessel.
4.1.4 The choice of hull construction material affects fire protection requirements, for which reference should be made to section 14A and 14B.
4.1.5 Where a considerable risk of lightning strike is identified vessels should have lightning strike protection.
4.2.1 All vessels must be constructed in accordance with the requirements of a recognised Classification Society listed in the National Annex.
4.2.2 Attention should be paid to local or global hull strength requirements for the provision of ballast.
4.3.1 Watertight bulkheads should be fitted in accordance with the following requirement:
.1 The strength of watertight bulkheads and their penetrations, and watertight integrity of the division should be in accordance with the requirements of one of the Classification Societies referred to in the National Annex.
.2 Generally, openings in watertight bulkheads should comply with the standards required for passenger vessels, as defined in SOLAS Chapter II-1. Hand operation from above the bulkhead deck and a hydraulic accumulator may be omitted if each door has it’s own individual power- pack electrically driven via the emergency switchboard, and control voltage from emergency battery, and each door can be operated manually at the door. Edge strips which stop the door closing on contact are not permitted.
.3 Approved hinged doors may be provided for infrequently used openings in watertight compartments, where a crew member will be in immediate attendance when the door is open at sea. Audible and visual alarms should be provided in the wheelhouse.
.4 Unless otherwise required by section 4.4, watertight doors in yachts under 500GT may be approved hinged doors provided that there is an audible and visual alarm on the Bridge indicating when the door is open. The doors are to be kept closed at sea and marked accordingly. A time delay for the alarm is acceptable.
.5 Procedures for the operation of watertight doors should be agreed with the Administration and posted in suitable locations. Watertight doors should be normally closed, with the exception of sliding watertight doors providing the normal access to frequently used living and working spaces. Additionally when an access is unlikely to be used for lengthy periods, the door should also be closed. All watertight doors should be operationally tested before a ship sails and once a week.
4.4.1 Compartment(s) below the freeboard deck, provided for recreational purposes, oil fuelling/fresh water reception or other purposes to do with the business of the vessel and having access openings in the hull, should be bounded by watertight divisions without any opening (i.e. doors, manholes, ventilation ducts or any other opening) separating the compartment(s) from any other compartment below the freeboard deck, unless provided with sliding watertight doors complying with 4.3.1, or for vessels under 500GT, hinged doors complying with 4.4.2.
4.4.2 For vessels under 500GT, openings from any other compartment below the freeboard deck may be fitted with hinged watertight doors provided:
.1 after flooding through the shell opening of the space containing the shell opening, the resultant waterline is below the sills of the internal openings in that space; or
.2
(a) bilge alarms are fitted in the compartment containing the shell opening, with a visual and audible warning on the bridge; and
(b) any hinged door opens into the compartment containing the shell opening; and
(c) ‘open’ door alarms, both visual and audible fitted on the bridge; and
(d) the door is to be fitted with a single closing mechanism; and
(e) sill height of the internal door should be higher above the deepest loaded waterline than the sill height of the shell opening.
4.4.3 Openings in the hull should comply with SOLAS regulation II-1/15-1 – External openings in cargo ships. Provision should be made to ensure that doors may be manually closed and locked in the event of power or hydraulic failure. Openings are generally to be fitted with a sill not less than 600mm above the Design Waterline.
4.4.3.1 Openings in the hull with a sill height below, or less than 600mm above the Design Waterline may be specially considered by the Administration. This consideration may include but is not limited to:
.1 doors from the space providing internal access are to have a sill height at least 600mm above the Design Waterline;
.2 the effect of flooding on stability is considered;
.3 operational controls and limitations on when and where opening may be use.
4.5.1.1 The condition of the rig should be monitored in accordance with a Maintenance Manual and a planned maintenance schedule. The schedule should include, in particular, regular monitoring of all the gear associated with safe work aloft and on the bowsprit (see 22.3).
4.5.2.1 Dimensions and construction materials of masts and spars and dimensions of standing rigging including connection to chain plates should be in accordance with the requirements or recommendations of one of the Classification Societies referred to in 4.3.1.1 or a recognised national or international standard.
4.5.2.2 The associated structure for masts and spars (including chainplates, fittings, decks and floors) should be constructed to effectively carry and transmit the forces involved.
4.5.2.3 Compliance with 4.5.2.1 and 4.5.2.2 should be confirmed by a design review and approval by one of the Classification Societies (e.g. Rig Design Certificate) which is assigned with the review of the rig.
4.5.2.4 The Maintenance Manual provided by the mast manufacturer should be reviewed and approved by the Classification Society which is assigned to review the rig design.
4.5.2.5 A physical survey on the rig stepping procedure and the rig behaviour during sea trials is to be carried out by or on behalf of the Classification Society that is involved with the classification of the vessel’s hull.
4.5.2.1 Annual surveys on the vessel should include reviewing records and history of rig maintenance measures against the specifications provided by the maintenance manual.
4.5.4.1 Adequate means of reefing or shortening sail should be provided.
4.5.4.2 Sailing vessels operating as Short Range Yachts need not carry storm canvas.
4.5.4.3 All other vessels should either be provided with separate storm sails or have specific sails designated and constructed to act as storm canvas.
5.1.1.1 All openings leading to spaces below the weather deck not capable of being closed weathertight, must be enclosed within either an enclosed superstructure or a weathertight deckhouse of adequate strength meeting with the requirements of the Load Line Assigning Authority.
5.1.1.2 All exposed hatchways which give access from position 1 and position 2 are to be of substantial weathertight construction and provided with efficient means of closure. Weathertight hatch covers should be permanently attached to the vessel and provided with adequate arrangements for securing the hatch closed.
5.1.1.3 Hatches which are designated for escape purposes should be provided with covers which are to be openable from either side and in the direction of escape they are to be openable without a key. All handles on the inside are to be non removable. An escape hatch should be readily identified and easy and safe to use, having due regard to its position.
5.2.1.1 External doors in deckhouses and superstructures that give access to spaces below the weather deck are to be weathertight and door openings should have coaming heights of at least: Location A The door is in the forward quarter length of the vessel and is used when the vessel is at sea. Location B The door is in an exposed forward facing location aft of the forward quarter length. Location C The door is in a protected location aft of the forward quarter length, or an unprotected door on the first tier deck above the weather deck.
5.2.1.2 Weathertight doors should be arranged to open outwards and when located in a houseside, be hinged at the forward edge. Alternative closing arrangements will be considered providing it can be demonstrated that the efficiency of the closing arrangements and their ability to prevent the ingress of water will not impair the safety of the vessel.
5.2.1.3 An access door leading directly to the engine room from the weather deck should be fitted with a coaming of height of at least:
5.2.1.4 Coaming height, construction and securing standards for weathertight doors which are provided for use only when the vessel is in port or at anchor in calm sheltered waters and are locked closed when the vessel is at sea, may be considered individually.
5.2.2.1 Companionway hatch openings which give access to spaces below the weather deck should be fitted with a coaming, the top of which is at least 300mm above the deck, or 150mm in the case of Short Range Yachts.
5.2.2.2 Washboards may be used to close the vertical opening. When washboards are used, they should be so arranged and fitted that they will not be dislodged readily. Whilst stowed, provisions are to be made to ensure that they are retained in a secure location.
5.2.2.3 The maximum breadth of an opening in a companion hatch should not exceed 1 metre.
5.3.1 All skylights should be of efficient weathertight construction and should be located on or as near to the centreline of the vessel as practicable.
5.3.2 If they are of the opening type they should be provided with efficient means whereby they can be secured in the closed position.
5.3.3 Skylights which are designated for escape purposes should be openable from either side, and in the direction of escape they are to be openable without a key. All handles on the inside are to be non-removable. An escape skylight should be readily identified and easy and safe to use, having due regard to its position.
5.3.4 The skylight glazing material and its method of securing within the frame should meet an appropriate national or international standard. Recognised Classification Society rules for ‘ships’ are considered to meet these requirements. Where a recognised Classification Society produces alternative rules for ‘pleasure vessels’ or ‘yachts’, these are considered appropriate for Short Range Yachts. A minimum of one portable cover for each size of glazed opening should be provided which can be accessed rapidly and efficiently secured in the event of a breakage of the skylight.
5.4.1 Portlights should be of strength appropriate to location in the vessel and meet an appropriate national or international standard. Recognised Classification Society rules for ‘ships’ are considered to meet these requirements. Where a recognised Classification Society produces alternative rules for ‘pleasure vessels’ or ‘yachts’, these are considered appropriate for Short Range Yachts. With regard to structural fire protection, the requirements for the construction of certain portlights should meet the requirements of Section 14A and 14B.
5.4.2 In general, all portlights fitted in locations protecting openings to spaces below the weather deck or fitted in the hull of the vessel should be provided with a permanently attached deadlight which is to be capable of securing the opening watertight in the event of a breakage of the portlight glazing. Proposals to fit portable deadlights will be subject to special consideration and approval by the Administration, having regard for the location of the portlights and the ready availability of deadlights. Consideration should be given to the provision of operational instructions to the Master as to when deadlights must be applied to portlights.
5.4.3 Portlights fitted in the hull of the vessel below the level of the freeboard deck should be either non-opening or of a non-readily openable type and be in accordance with a standard recognised by the Administration. The lower edge of the portlights should be at least 500mm or 2.5% of the breadth of the vessel, whichever is the greater, above the all-seasons load line assigned to the vessel. Portlights of the non-readily opening type must be secured closed when the vessel is in navigation and indication provided on the bridge that they are closed.
5.4.4 Proposals to fit large portlights (i.e. greater than 0.16 M2) in the main hull below the level of the freeboard deck will be subject to special consideration and approval by the Administration, having regard for their location and strength and their supporting structure and, the availability of strong protective covers for them. One item of the special consideration should be operational instructions to the Master as to when the strong protective covers must be fitted.
5.3.4 Portlights should not be fitted in the hull in the way of the machinery space.
5.5.1 Windows should be of strength appropriate to their location in the vessel and meet the requirements of BSMA 25 or equivalent international standard. Recognised Classification Society rules for ‘ships’ are considered to meet these requirements. Where a recognised Classification Society produces alternative rules for ‘pleasure vessels’ or ‘yachts’, these are considered appropriate for Short Range Yachts. With regard to structural fire protection, the requirements for the construction of certain windows should meet the requirements of 14A and 14B.
5.5.2 For all vessels where the glazing material, glazing thickness, or fixing of the windows does not meet the requirements of a recognised standard, windows may be tested, to the satisfaction of the Administration, at a minimum of 4 times the required design pressure derived from an appropriate national or international standard. Additionally, as a minimum, calculated thicknesses should meet Classification Society requirements for pleasure vessels or yachts. For Short Range Yachts, test pressures may be reduced to 2.5 times the derived design pressure.
5.5.3 When using BSMA 25 or equivalent, the following minimum design heads may be assumed when determining design head pressure: First tier unprotected fronts 4.5 + L/100metres Second tier unprotected fronts 3.5 metres Elsewhere 1.5 metres
5.5.4 In general, windows fitted in superstructures or weathertight deckhouses are to be substantially framed and efficiently secured to the structure. The glass is to be of the toughened safety glass type.
5.5.5 Where chemically toughened safety glass is used, windows are to be of the laminated type, the minimum depth of chemical toughening to be 30 microns on exposed faces. Regular inspections of the windows, with particular reference to the surface condition, should form part of the operational procedures and annual survey by a Classification Society.
5.5.6 Windows should not be fitted in the main hull below the level of the freeboard deck.
5.5.7 For all vessels, other than Short Range Yachts, storm shutters (strong protective covers with fittings) are required for all windows in the front and sides of first tier and front windows of the second tier of superstructures or weathertight deckhouses above the freeboard deck.
5.5.7.1 Where windows are of laminated construction and their equivalent toughened safety glass thickness exceeds the requirements of the applied standard specified in 5.5.1 by a minimum of 30%, storm shutters need not be carried, but a blanking plate(s) is to be provided (a plate capable of being fixed over a broken window) so that any window opening may be sealed in the event of glass failure. For windows subject to test in accordance with 5.5.2 only blanking plates are required. When storm shutters are interchangeable port and starboard, a minimum of 50% of each size should be provided.
5.5.8 Side and front windows to the navigating position should not be constructed of polarised or tinted glass. (See Section 18.2.3)
5.6.1 Adequate ventilation is to be provided throughout the vessel. The accommodation is to be protected from the entry of gas and/or vapour fumes from machinery, exhaust and fuel systems, where machinery exhaust systems pass though accommodation they should be fitted in a gas tight trunk or each space should be fitted with a carbon monoxide detector, having an alarm provided locally and at a continuously manned station.
5.6.2 Ventilators are to be of efficient construction and provided with permanently attached means of weathertight closure. Generally, ventilators serving any space below the freeboard deck or an enclosed superstructure should have a coaming of minimum height of:
5.6.3 Ventilators should be kept as far inboard as practicable and the height above the deck of the ventilator opening should be sufficient to prevent the ingress of water when the vessel heels.
5.6.4 The ventilation of spaces such as the machinery space, which must remain open, requires special attention with regard to the location and height of the ventilation openings above the deck, taking into account the effect of down flooding angle on stability standard. (See section 11). The means of closure of ventilators serving the machinery space should be selected with regard to the fire protection and extinguishing arrangements provided in the machinery space.
5.6.5 Engine exhaust outlets which penetrate the hull below the freeboard deck should be provided with means to prevent back flooding into the hull through a damaged exhaust system. For vessels operating on unrestricted service a positive means of closure should be provided. The system should be of equivalent construction to the hull on the outboard side of the closure. For Short Range Yachts, where the fitting of a positive closure is not practicable, the exhaust should be looped up above the waterline on the outboard side of the system, to a minimum height of 1000mm, and be of equivalent construction to the hull.
5.7.1 Air pipes serving fuel and other tanks should be of efficient construction and provided with permanently attached means of weathertight closure. Means of closure may be omitted if it can be shown that the open end of an air pipe is afforded adequate protection by other structure(s) which will prevent the ingress of water.
5.7.2 Where located on the weather deck, air pipes should be kept as far inboard as practicable and be fitted with a coaming of sufficient height to prevent inadvertent flooding. Generally, air pipes to tanks should have a minimum coaming height of:
5.7.3 Air pipes to fuel tanks should terminate at a height of not less than 760mm above either, the top of the filler pipe for a gravity filling tank or, the top of the overflow tank for a pressure filling tank.
5.8.1 The standards of ICLL should be applied to every discharge led through the shell of the vessel as far as it is reasonable and practicable to do so, and in any case, all sea inlet and overboard discharges should be provided with efficient shut-off valves arranged in positions where they are readily accessible at all times.
5.8.2 Underwater lights and associated penetrations fitted in the hull should be approved by the Classification Society.
5.9.1 Valves which are fitted below the waterline should be of steel, bronze or other material having a similar resistance to impact, fire and corrosion. Non metallic valves will not normally be considered equivalent.
5.9.2 The associated piping should, in areas as indicated above, be of steel, bronze, copper or other equivalent material. Non metallic piping will not normally be considered equivalent.
5.9.3 Where the use of plastic piping is proposed, it will be considered and full details of the type of piping, its intended location, and use, should be submitted for approval; with regard to watertight integrity, any plastic piping should be above the waterline. Due regard should be paid to the IMO Fire Test Procedures Code, and 14A.2.3.4 or 14B.2.11.6.
5.9.4 The use of flexible piping in any location should be kept to a minimum compatible with the essential reason for its use. Flexible piping and the means of joining it to its associated hard piping system should be approved as fit for the purpose.
• Openings to be kept closed at sea
• Enhanced Bilge Pumping capacity and additional bilge alarms
• Compliance with damage stability if not already a requirement (see Section 11)
• Provision of dorade boxes or baffle systems to prevent direct ingress of water
• Alternative ventilation for use in bad weather
• Consideration of downflooding angle and reduced risk of green sea loads,
• i.e. protected position
• Enhanced survey inspection regime
• Operational Limitations
6.3.1 Any recess in the weather deck should be of weathertight construction and should be self draining under all normal conditions of heel and trim of the vessel. A swimming pool or spa bath, open to the elements, should be treated as a recess.
6.3.2 The means of drainage provided should be capable of efficient operation when the vessel is heeled to an angle of 10° in the case of a motor vessel (see 10A.2), and 30° in the case of a sailing vessel. The drainage arrangements should have the capability of draining the recess (when fully charged with water) within 3 minutes when the vessel is upright and at the load line draught. Means should be provided to prevent the backflow of sea water into the recess.
6.3.3 When it is not practical to provide drainage which meets the requirements of 6.3.2, alternative safety measures may be proposed for approval by the Administration. Where the above requirements for quick drainage cannot be met, the effect on intact and damage stability should be considered taking into account the mass of water and its free surface effect.
7A.1.1 The machinery and its installation should, in general, meet with the requirements of one of the Classification Societies named in the National Annex. The Class Survey or Notation should include, as a minimum, propulsion and electrical generation machinery and shafting. For existing and new vessels which operate with periodically unattended machinery spaces, the machinery and it’s installation should meet the standards of SOLAS Chapter II-1/Part E – ‘Additional requirements for periodically unattended machinery spaces, so far as is reasonable and practicable to do so’. Plastic piping may be accepted where the piping and the arrangements for its use meet the requirements of the IMO Fire Test Procedures Code.
7A.1.2 The requirements for main propulsion are based upon the installation of diesel powered units. When other types of main propulsion are proposed, the arrangements and installation should be specially considered. Where gas turbines are to be fitted, attention should be paid to the guidance contained within the IMO High Speed Craft Code, and installation is to be to the satisfaction of the Administration.
7A.1.3 Notwithstanding the requirements of paragraph 7A.1.1, in a fuel supply system to an engine unit, where a flexible section of piping is provided, connections should be of a screw type or equivalent approved type. Flexible pipes should be fire resistant/metal reinforced. Materials and fittings should be of a suitable recognised national or international standard.
7A.2.1 Notwithstanding the requirements referred to in 7A.1, the machinery, fuel tanks and associated piping systems and fittings should be of a design and construction adequate for the service for which they are intended, and should be so installed and protected as to reduce to a minimum any danger to persons during normal movement about the vessel, with due regard being made to moving parts, hot surfaces, and other hazards.
7A.2.2 Means should be provided to isolate any source of fuel which may feed a fire in an engine space. A fuel shut-off valve(s) should be provided which is capable of being closed from a position outside the engine space. The valve(s) should be fitted as close as possible to the fuel tank(s).
7A.2.3 All external high-pressure fuel delivery lines between the high pressure fuel pumps and fuel nozzles should be protected with a jacketed tubing system capable of containing fuel resulting from a high-pressure line failure. The jacketed tubing system should include means for collection of leakage and arrangements should be provided for an alarm to be given in the event of a fuel line failure.
7A.2.4 When a glass fuel level gauge is fitted it should be of the ‘flat glass’ type with self closing valves between the gauge and the tank.
7B.1 For existing and new vessels the machinery and its installation should meet the requirements of one of the Classification Societies and of SOLAS Chapters II- 1/Part C Machinery installations and II-1/Part E – Additional requirements for periodically unattended machinery spaces, so far as is reasonable and practicable to do so.
7B.2 In any case the intention should be to achieve a standard of safety which is at least equivalent to the standard of SOLAS. Equivalence may be achieved by incorporating increased requirements to balance deficiencies and thereby achieve the required overall standard.
7B.3 Where gas turbines are to be fitted, attention should be paid to the guidance contained within the IMO High-speed Craft Code, and installation is to be to the satisfaction of the Administration.
8A.1.1 Particular attention should be paid to the provision of overload and short circuit protection of all circuits, except engine starting circuits supplied from batteries.
8A.1.2 Electrical devices working in potentially hazardous areas, into which petroleum vapour or other hydrocarbon gas may leak, should be of a type certified safe for the hazard.
8A.2.1 Lighting circuits, including those for emergency lighting, should be distributed through the spaces so that a total blackout cannot occur due to failure of a single protective device.
8A.2.2 An emergency source of lighting should be provided which should be independent of the general lighting system. This source should be sufficient for up to 3 hours duration and should include navigation light supplies. The lighting is to provide sufficient lighting for personnel to escape from the accommodation or working spaces to their muster station, and launch and board survival craft. Additionally, this light, supplemented by torches, should be sufficient to permit emergency repairs to machinery etc.
8B.1 The electrical equipment and it’s installation should meet the standards of SOLAS Chapter II-1/Part D – Electrical installations and II-1/Part E – Additional requirements for periodically unattended machinery spaces, where appropriate, so far as it is reasonable and practicable to do so.
8B.2 The emergency generator, if fitted, should be located above the uppermost continuous deck but may be located below this deck provided it is protected from the effects of fire and flooding. In all cases, the emergency generator should be separated from main generators and main switchboard by a division capable of ensuring its continued operation. The emergency generator should be self contained (independent of a sea water suction) and readily accessible from the open deck.
8B.3 Cables and wiring serving essential or emergency power, lighting, internal communications or signals should be routed clear of galleys, machinery places of Category A and their casings, spaces for storage of petrol, and other high risk fire areas.
9A.1 General Requirements The steering gear and its installation should, in general, meet with the requirements of one of the Classification Societies named in the National Annex. In the event that the above requirements cannot be met on an existing vessel, the Administration may be requested to consider and approve alternative arrangements to achieve adequate safety standards.
9A.2 Vessels should be provided with means for directional control of adequate strength and suitable design to enable the heading and direction of travel to be effectively controlled at all operating speeds. When appropriate to the safe steering of the vessel, the steering gear should be power operated in accordance with the requirements of the Administration.
9A.3 When the steering gear is fitted with remote control, arrangements should be made for emergency steering in the event of a failure of such control.
9B.1 For existing and new vessels, the steering gear and its installation should meet the standards of SOLAS Chapter II-1/Part C – Machinery installations, so far as it is reasonable and practicable to do so.
9B.2 In any case, the intention should be to achieve a standard of safety which is at least equivalent to the standard of SOLAS. Equivalence may be achieved by incorporating increased requirements to balance deficiencies and thereby achieve the required overall standard.
10A.1 General Requirements The bilge pumping equipment and its installation should, in general, meet with the requirements of a recognised Classification Society. Either the vessel should be in class or a statement of compliance issued by one of the Societies should be provided to the Administration. In the event that the above requirements cannot be met on an existing vessel, the Administration may be requested to consider alternative arrangements to achieve adequate safety standards.
10A.2 All vessels should be provided with at least two fixed and independently powered bilge pumps, with suction pipes so arranged that any compartment can be effectively drained when the vessel is heeled to an angle of 10°. For Short Range Yachts, the second pump and suction pipes may be portable.
10A.3 The location of pumps required by 10A.2, their individual power supplies and controls, including those for bilge valves should be such that, in the event of any one compartment being flooded at least one of those pumps is capable of removing water from the flooded space and adjacent compartments and discharging this via a dedicated discharge overboard.
10A.4 Each bilge pump suction line should be fitted with an efficient strum box.
10A.5 In the case of a vessel where the propulsion machinery space may be unmanned at any time, a bilge level alarm should be fitted. The alarm should provide an audible and visual warning in the Master's cabin and in the wheelhouse. The audible and visual alarm may be accepted elsewhere if it is considered that such a location may be more appropriate.
10A.6 Pumping and piping arrangements for bilges into which fuel or other oils of similar or higher fire risk could collect, under either normal or fault conditions, should be kept clear of accommodation spaces and separate from accommodation bilge systems. Bilge level alarms meeting the requirements of 10A.5 should be fitted to all such bilges.
10B.1 For all vessels, the bilge pumping and its installation should as a minimum meet the cargo vessel standards of SOLAS Chapter II-1/Part B – Subdivision and stability Regulation 21.
10B.2 In any case, the intention should be to achieve a standard of safety which is at least equivalent to the standard of SOLAS. Equivalence may be achieved by incorporating increased requirements to balance deficiencies and thereby achieve the required overall standard.
10B.3 A minimum of two bilge pumps should be provided. The capacity of the pumps and the size of the bilge main and branches should meet the capacity requirements for passenger ships contained in SOLAS.
10B.4 In addition the minimum requirements for vessels of less than 500GT contained at section 10A, should also be met.
11.1.1 This section deals with the standards for both intact and damage stability.
11.1.2 An intact stability standard proposed for assessment of a vessel type not covered by the standards defined in the Code should be submitted to the Administration for approval at the earliest opportunity.
11.1.3 If used, permanent ballast should be located in accordance with a plan approved by the Administration and in a manner that prevents shifting of position. Permanent ballast should not be removed from the ship or relocated within the ship without the approval of the Administration. Permanent ballast particulars should be noted in the ship’s stability booklet. Attention should be paid to local or global hull strength requirements from the point of view of the fitting of additional ballast.
.1 the area under the righting lever curve (GZ curve) should not be less than 0.055 metre-radians up to 30° angle of heel and not less than 0.09 metre- radians up to 40° angle of heel, or the angle of downflooding, if this angle is less;
.2 the area under the GZ curve between the angles of heel of 30° and 40° or between 30° and the angle of downflooding if this is less than 40°, should not be less than 0.03 metre-radians;
.3 the righting lever (GZ) should be at least 0.20 metres at an angle of heel equal to or greater than 30°;
.4 the maximum GZ should occur at an angle of heel of preferably exceeding 30° but not less than 25°;
.5 after correction for free surface effects, the initial metacentric height (GM) should not be less than 0.15 metres; and
.6 in the event that the vessels intact stability standard fails to comply with the criteria defined in .1 to .5 the Administration may be consulted for the purpose of specifying alternative but equivalent criteria.
.1 the area under the righting lever curve (GZ curve) should not be less than 0.07 metreradians up to 15° angle of heel, when maximum GZ occurs at 15°, and 0.055 metre-radians up to 30° angle of heel, when maximum GZ occurs at 30° or above. Where the maximum GZ occurs at angles of between 15° and 30°, the corresponding area under the GZ curve, Areq should be taken as follows:- Areq = 0.055 +0.001(30° -θmax) metre.radians where θmax is the angle of heel, in degrees, where the GZ curve reaches its maximum;