INTERNATIONAL MARITIME ORGANIZATION

E
IMO

SUB-COMMITTEE ON STABILITY AND

LOAD LINES AND ON FISHING VESSELS
SAFETY
44th session
Agenda item 18

SLF 44/18
18 October 2001
Original: ENGLISH

REPORT TO THE MARITIME SAFETY COMMITTEE

Table of contents
Section

Page

GENERAL

DECISIONS OF OTHER IMO BODIES

DEVELOPMENT OF REVISED SOLAS CHAPTER II-1

PARTS A, B AND B-1

REVISION OF TECHNICAL REGULATIONS OF THE

1966 LL CONVENTION

10

REVISION OF THE FISHING VESSEL SAFETY CODE

AND VOLUNTARY GUIDELINES

16

DAMAGE CONSEQUENCE DIAGRAMS

20

GUIDELINES FOR THE CONDUCT OF HIGH-SPEED

CRAFT MODEL TESTS

22

DEVELOPMENT OF GUIDELINES FOR SHIPS OPERATING

IN ARCTIC ICE-COVERED WATERS

22

CONTAINERSHIP PARTIALLY WEATHERTIGHT HATCH COVERS

24

10

AMENDMENTS TO THE 2000 HSC CODE

26

11

LARGE PASSENGER SHIP SAFETY

27

12

MATTERS RELATED TO BULK CARRIER SAFETY

30

13

REVISION OF THE MODEL TEST METHOD SPECIFIED IN THE

1995 SOLAS CONFERENCE RESOLUTION 14

31

For reasons of economy, this document is printed in a limited number. Delegates are
kindly asked to bring their copies to meetings and not to request additional copies.

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Section
14

Page
INITIAL TESTS OF WATERTIGHT DOORS IN PASSENGER
AND CARGO SHIPS

32

15

WORK PROGRAMME AND AGENDA FOR SLF 45

32

16

ELECTION OF CHAIRMAN AND VICE-CHAIRMAN FOR 2002

35

17

ANY OTHER BUSINESS

35

18

ACTION REQUESTED OF THE MARITIME SAFETY COMMITTEE

36

LIST OF ANNEXES

ANNEX 1

AGENDA FOR
DOCUMENTS

ANNEX 2

DRAFT MSC CIRCULAR APPLICATION OF THE INTERNATIONAL

CONVENTION ON LOAD LINES, 1966 AND THE 1988 PROTOCOL
RELATING THERETO TO HIGH-SPEED CRAFT

ANNEX 3

DRAFT REVISED FAO/ILO/IMO CODE OF SAFETY FOR FISHERMEN

AND FISHING VESSELS, PART B

ANNEX 4

DRAFT REVISED FAO/ILO/IMO VOLUNTARY GUIDELINES FOR THE

DESIGN, CONSTRUCTION AND EQUIPMENT OF SMALL FISHING
VESSELS

ANNEX 5

DRAFT MSC CIRCULAR INTERIM GUIDELINES FOR THE CONDUCT

OF HIGH-SPEED CRAFT MODEL TESTS

ANNEX 6

PROPOSED AMENDMENTS TO THE 2000 HSC CODE

ANNEX 7

PROPOSED AMENDMENTS TO SOLAS REGULATION II-1/18

ANNEX 8

DRAFT REVISED WORK PROGRAMME OF THE SUB-COMMITTEE AND

PROVISIONAL AGENDA FOR SLF 45

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THE

FORTY-FOURTH

SESSION

AND

LIST

OF

-3-

SLF 44/18

GENERAL

Introduction
1.1
The Sub-Committee held its forty-fourth session from 17 to 21 September 2001 under the
chairmanship of Mr. A. Carcantzos (Greece).
1.2

The session was attended by delegations from the following Member Governments:
ANGOLA
ARGENTINA
AUSTRALIA
BAHAMAS
BANGLADESH
BELGIUM
BELIZE
BRAZIL
CANADA
CHINA
COLOMBIA
CUBA
CYPRUS
DEMOCRATIC PEOPLE'S
REPUBLIC OF KOREA
DENMARK
ECUADOR
EGYPT
FINLAND
FRANCE
GERMANY
GHANA
GREECE
ICELAND
INDONESIA
IRAN
IRELAND

ITALY
JAPAN
LATVIA
LIBERIA
MALTA
MARSHALL ISLANDS
MEXICO
MOROCCO
NETHERLANDS
NIGERIA
NORWAY
PANAMA
PHILIPPINES
POLAND
PORTUGAL
REPUBLIC OF KOREA
ROMANIA
RUSSIAN FEDERATION
SINGAPORE
SPAIN
SWEDEN
SYRIAN ARAB REPUBLIC
TURKEY
UKRAINE
UNITED KINGDOM
UNITED STATES
URUGUAY

and the following Associate Member of IMO:

HONG KONG, CHINA
representatives from the following United Nations Specialized Agencies:
INTERNATIONAL LABOUR ORGANIZATION (ILO)
FOOD AND AGRICULTURAL ORGANIZATION (FAO)
a representative from the following intergovernmental organization:
ARAB FEDERATION OF SHIPPING (AFS)

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and observers from the following non-governmental organizations:

INTERNATIONAL CHAMBER OF SHIPPING (ICS)
INTERNATIONAL ELECTROTECHNICAL COMMISSION (IEC)
INTERNATIONAL UNION OF MARINE INSURANCE (IUMI)
INTERNATIONAL CONFEDERATION OF FREE TRADE UNIONS (ICFTU)
THE BALTIC AND INTERNATIONAL MARITIME COUNCIL (BIMCO)
INTERNATIONAL ASSOCIATION OF CLASSIFICATION SOCIETIES (IACS)
OIL COMPANIES INTERNATIONAL MARINE FORUM (OCIMF)
INTERNATIONAL ASSOCIATION OF DRILLING CONTRACTORS (IADC)
INTERNATIONAL FEDERATION OF SHIPMASTERS' ASSOCIATION (IFSMA)
SOCIETY OF INTERNATIONAL GAS TANKERS AND TERMINAL OPERATORS
(SIGTTO)
INTERNATIONAL ASSOCIATION OF DRY CARGO SHIPOWNERS
(INTERCARGO)
ASSOCIATION OF EUROPEAN MANUFACTURERS OF INTERNAL
COMBUSTION ENGINES (EUROMOT)
THE INSTITUTE OF MARINE ENGINEERS (IME)
WORLD NUCLEAR TRANSPORT INSTITUTE (WNTI)
1.3
After welcoming participants on behalf of the Secretary-General, Mr. E.E. Mitropoulos,
Assistant Secretary-General and Director, Maritime Safety Division, referred to the recent and
tragic events in the United States following terrorist attacks on New York and Washington D.C.
These atrocious attacks carried out against innocent people looking forward to a quiet, creative
day had since filled all the civilized world with feelings of disbelief first and then shock, agony,
dismay, grief and anguish, as the media brought to the homes and offices of the entire world the
havoc that human beings had managed to inflict upon other fellow human beings.
Mr. Mitropoulos read out the message the Secretary-General had asked him to convey to the
Commandant of the United States Coast Guard stating that the world maritime community was
sharing the anguish of the American people and that the Secretary-General was determined to
work with others so that shipping did not become a target of international terrorism.
Mr. Mitropoulos was sure the Sub-Committee would wish to join the Secretary-General in his
expression of condolences and sympathy and convey them to the United States delegation
attending the meeting and through them to the people of the United States.
The Sub-Committee then paused to observe one minutes silence in memory of all those who so
unfairly had lost their lives in the aforementioned tragedy.
Turning to the work facing the Sub-Committee at the present session, Mr. Mitropoulos
underlined the Sub-Committees contribution to the Organizations objectives and highlighted
the most important and complex items on the agenda, such as the development of the revised
provisions on subdivision and damage stability contained in SOLAS chapter II-1; the revision of
the technical regulations of the 1966 LL Convention; and the revision of the fishing vessel Safety
Code and Voluntary Guidelines. He was confident that progress accomplished intersessionally
through correspondence groups would enable the Sub-Committee to advance the work on the
respective agenda items at the session.
In the context of the Sub-Committees efforts to enhance the safety of fishermen and fishing
vessels, Mr. Mitropoulos reiterated the appeal made at every opportunity by the SecretaryGeneral to Member Governments to consider accepting the 1993 Torremolinos Protocol and the
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SLF 44/18

1995 STCW-F Convention as soon as possible so that the efforts of this Organization will end up
with a safer global regime for these vessels and the personnel who sail in them.
With regard to the development of Guidelines for ships operating in Arctic ice-covered waters, in
particular concerning subdivision and stability; operational guidelines; and environmental
protection and damage control, Mr. Mitropoulos said he was confident that the Sub-Committee
would approach the work entrusted to it with a positive and constructive attitude and
collaborative mind, which would enable the DE Sub-Committee, co-ordinator of the whole
exercise, to finalize the much awaited Guidelines and provide a comprehensive set of standards
aimed at enhancing the safety of ships navigating in ice-covered waters.
Among the other important matters which deserved careful consideration and others which the
Sub-Committee had been specifically asked by the MSC to examine, he underlined those
expected to be completed at this session, namely, the damage consequence diagrams; Guidelines
for the conduct of high-speed craft model tests; amendments to the 2000 HSC Code prompted by
the Sleipner disaster; and initial tests of watertight doors in passenger and cargo ships, as well as
the new tasks assigned by MSC 74 concerning the revision of the model test method specified in
1995 SOLAS Conference resolution 14; matters related to bulk carrier safety which are not
directly connected with the Load Line Convention; and large passenger ship safety.
He concluded by expressing the expectation that the Sub-Committee would find solutions in line
with the aims and objectives of the Organization in its perennial endeavours to serve well the
cause of both maritime safety and protection of the marine environment.
1.4
The Chairman assured Mr. Mitropoulos that, with regard to the work of the SubCommittee, his advice and requests would be given every consideration in the deliberations of
the Sub-Committee and its working groups. Moreover, the Chairman expressed his deep
sympathy and condolences to the United States delegation for the tragic loss their country had
suffered and assured them that the whole Sub-Committee was with him in doing so.
1.5
The delegation of the United Kingdom wholeheartedly endorsed the very appropriate and
heartfelt words of the Secretary-General, in his communication to Admiral Loy, and the Assistant
Secretary-General in plenary regarding the previous weeks tragic events in the United States.
The United Kingdom was particularly pleased to see the United States delegation attending this
session of the Sub-Committee. The personal courage shown by the head of that delegation and
his colleagues in leaving their families and loved ones to attend SLF 44 was particularly noted.
In the opinion of the United Kingdom delegation, the work of, and the output from, this SubCommittee and the Organization as a whole, would be much the poorer without the fullest
participation at its meetings of all its members.
1.6
The delegation of the United States expressed its profound and wholehearted thanks to
the Chairman, the Sub-Committee and the Secretariat for the warm and sincere words of
sympathy and condolences.
Adoption of the agenda
1.7
The Sub-Committee adopted the agenda (SLF 44/1/Rev.1) which, together with a list of
documents, considered under each agenda item is set out in annex 1. The Sub-Committee
agreed, in general, to be guided in its work by the annotations to the provisional agenda
contained in document SLF 44/1/1.

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DECISIONS OF OTHER IMO BODIES

2.1
The Sub-Committee noted the decisions and comments (SLF 44/2 and SLF 44/2/1)
pertaining to its work made by MSC 73, FP 45, FSI 9, DE 44, MEPC 46, MSC 74 and DSC 6
and took them into account in its deliberations when dealing with relevant agenda items.
2.2
On the subject of the Guidelines on the organization and method of work, the
Sub-Committee noted that MEPC 45 and MSC 73 had agreed to modify them as indicated in
annex 33 to document MSC 73/21. The amendments will be incorporated in the Guidelines at a
later stage when a sufficient number of further amendments have been approved. Also, MSC 73,
having considered proposals made by Cyprus and the outcome of MEPC 44 on this subject,
instructed the Secretariat to inform the sub-committees that it had:
.1

re-affirmed its commitment to strict adherence to the Guidelines and that its
subsidiary bodies should do the same; and

.2

in line with the provisions of paragraph 7 of the Guidelines, agreed that, at an

appropriate time, a meeting should be convened of the Chairmen of the
Committees and Sub-Committees to examine any matters pertinent to the effective
conduct of business of the Committees and their subsidiary bodies.

Oil tanker safety and environmental matters

2.3
The Sub-Committee noted that MSC 73, in considering oil tanker safety and
environmental matters (MSC 73/21, paragraphs 2.15.2 and 18.4), had agreed that the report of its
ad hoc working group (MSC 73/WP.14), as amended, be referred to the sub-committees for their
attention, requesting them to consider it in general (i.e., not to embark on substantial debate, but
to address the relevant proposals), and instructed the Sub-Committee and other Sub-Committees
to deal with the matter under their agenda item on Decisions of other IMO bodies and advise
MSC 74 or MSC 75, as appropriate, on the outcome of consideration of their assigned topics and
submit possible proposals for inclusion in their work programmes.
2.4
The Sub-Committee, in particular, was identified by the ad hoc working group, together
with the DE, FP and BLG Sub-Committees with the latter as co-ordinator-, to consider the
lessons learnt from the operation of single hull tankers and decide whether these apply to double
hull tankers, new and existing, taking into account their particular design features, especially
regarding ageing double hull tankers, and to consider also any other safety measures which may
be necessary.
2.5
Noting that the above issues had been considered earlier in the year by FP 45, BLG 6 and
DE 44 and that, subsequently, MSC 74 had concurred with said Sub-Committees in that
interested Members should submit specific proposals to the Committee in accordance with the
Guidelines on the organization and method of work, the Sub-Committee agreed to take similar
action and invited Members to proceed accordingly.
3

DEVELOPMENT OF REVISED SOLAS CHAPTER II-1 PARTS A, B AND B-1

GENERAL
3.1
The Sub-Committee recalled that SLF 43 agreed to continue with the development of the
revised SOLAS chapter II-1 taking into consideration information emanating from the HARDER
project as it became available, acknowledging that the anticipated impact on its work would be to
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SLF 44/18

postpone finalization of some of the regulations until the relevant results from the HARDER
project can be considered.
3.2
In the context of this work, the Sub-Committee noted that MSC 73, in December of 2000,
noted information provided by Finland (MSC 73/INF.5) regarding an investigation on passenger
ferry bow structural design against wave-induced loads in the Northern Baltic, which included all
Finnish ro-ro passenger vessels, and agreed to refer the document to SLF 44 for consideration
under this agenda item.
3.3
The Sub-Committee noted also that MSC 74, in considering the report of FSI 9, had
endorsed the opinion of that Sub-Committee that the SOLAS expression ships constructed
should be revised so that it would be based on the principles of building contract and delivery
dates similar to those in MARPOL regulation I/1(6) and paragraph 1.2 of the Unified
Interpretations of provisions of MARPOL Annex I and that the revised expression should only
apply to future amendments to SOLAS 74 which affect the design and construction of ships.
3.4
Finally, the Sub-Committee noted that MSC 74, in considering the report of DE 44, had
approved, for adoption at MSC 75, draft revised SOLAS regulation II-1/12-2 on Access to and
within spaces in the cargo area of oil tankers and bulk carriers, which the SDS correspondence
group has proposed for renumbering from II-1/12-2, as approved by MSC 74 for adoption by
MSC 75, to II-1/3-4. With regard to that regulation and draft SOLAS regulation II-1/3-3 on Safe
access to tanker bows, the Sub-Committee observed that the LL correspondence group
(SLF 44/4/1, paragraph 34) had included the provisions of the two regulations in their proposed
new LL regulation 25-1 entitled Means for safe passage of crew, and agreed that both the SDS
and LL working groups should consider the matter together, with a view to ascertaining in which
of the two Conventions should these provisions appear.
3.5
The Sub-Committee had for its consideration under this agenda item the reports of the
working group at SLF 43 (part 2) (SLF 44/3) and the correspondence group (SLF 44/3/1 and
SLF 44/3/2) as well as documents submitted by Norway (SLF 44/3/3 and SLF 44/3/4) and
Denmark, Germany, Norway and the United Kingdom (SLF 44/INF.10 and SLF 44/INF.11) and,
having discussed them briefly, decided to refer them to a working group for detailed
consideration.
3.6
With respect to the submission by Japan (SLF 44/3/5) on alternative ways to determine
equivalent permeability, the Sub-Committee agreed to defer detailed consideration of the
proposals to SLF 45, as it would be appropriate to wait for the outcome of the HARDER project
on this matter.
3.7
In the course of the consideration of the above documents the question was raised
whether the working group should be assigned tasks regarding large passenger ships safety.
However, the Sub-Committee agreed to consider the matter in plenary under agenda item 11
(Large passenger ships safety).
ESTABLISHMENT OF THE WORKING GROUP AND ITS TERMS OF REFERENCE
3.8
As agreed at SLF 43, the Sub-Committee established the SDS working group and
instructed it to:
.1

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continue its work on the development of the revised SOLAS chapter II-1 parts A,
B and B-1 using as a basis the report of the correspondence group (documents
SLF 44/3/1 and SLF 44/3/2) and taking into consideration documents SLF 44/3,

SLF 44/18

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SLF 44/3/3,
SLF 44/3/4,
SLF 44/3/5,
SLF 44/INF.10,
SLF 44/INF.11,
MSC 73/INF.5 and the part of SLF 44/11/1 concerning structural integrity after
damage insofar as it relates to the minor damage issue, as well as comments and
decisions made in plenary, being aware of the decision of MSC 74 regarding the
SOLAS expression ships constructed;
.2

consider, in liaison with the LL working group, whether the provisions of draft
SOLAS regulations II-1/3-3 and II-1/3-4 (formerly II-1/12-2) as proposed by the
SDS correspondence group should remain in SOLAS or should they be transferred
to the LL Convention, as proposed by the LL correspondence group;

.3

consider whether it is necessary to re-establish the correspondence group and, if

so, prepare, based on the progress made during the current session, draft terms of
reference for consideration by plenary; and

.4

submit a written report (part 1), for consideration by plenary, on progress made by
Thursday, 20 September and, if deemed necessary, continue working through to
the end of the week and submit a further report (part 2) to SLF 45 for
consideration at that session.

REPORT OF THE WORKING GROUP

3.9
Having received part 1 of the report of the working group (SLF 44/WP.3) together with
an oral report by the groups Chairman on progress made since part 1 was prepared, and noting
that a written report (part 2) of the group will be submitted by its Chairman as an SLF 45
document shortly after the session in order that the correspondence group can take it into
consideration, the Sub-Committee approved the report in general and took action as outlined in
paragraphs 3.10 to 3.18 below.
3.10 The Sub-Committee noted that the group structured its discussion as follows, taking
account of the priority list proposed by the United Kingdom and agreed by plenary:
.1

minor damage;

.2

margin line bulkhead deck;

.3

effect of trim;

.4

intermediate stages of flooding;

.5

stranding/grounding damage;

.6

HARDER project issues; and

.7

other issues.

3.11 The Sub-Committee had noted that the group commenced its considerations with a
general discussion of the papers referred to it by the Sub-Committee, i.e. documents SLF 44/3,
SLF 44/3/1, SLF 44/3/2, SLF 44/3/3, SLF 44/3/4, SLF 44/3/5, SLF 44/INF.10, SLF 44/INF.11
and MSC 73/INF.5. The group also discussed the overall co-ordination with the HARDER
project and specific collaboration regarding collecting of sample ships and performing of test
calculations.

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SLF 44/18

Minor damage
3.12 Regarding the issue of minor damage, the Sub-Committee, having noted the continued
discussions regarding a minor damage requirement as currently indicated in the two alternative
texts (regulation 8 in the draft revised SOLAS chapter II-1), supported the principle that
deterministic minor damage requirements should be required for passenger ships to avoid weak
locations on the ship where a relatively small damage might result in the loss of the ship. It was
agreed that establishing such deterministic requirements at an excessively high standard would be
detrimental to the basic flexibility provided by the probabilistic analysis method, and that this
requirement should not apply to cargo ships.
3.13 The Sub-Committee noted that the group had agreed to a text on minor damage for the
revised regulation, being aware that adoption of the revised regulations would have implications
concerning the design of future small passenger ships. Many delegations wished to review their
position on this draft pending further investigations into the impact of these provisions on the
design of new passenger ships. Members of the HARDER project indicated that their own
evaluations of the draft requirements could be made available to the correspondence group.
3.14 Having discussed the application of the minor damage requirements to special purpose
ships (SPS) and other types of vessels with large numbers of persons on board, the
Sub-Committee was of the opinion that the matter would constitute a new work programme item
which, in addition to the revision of damage stability requirements may require a revision of the
entire SPS Code. Interested Member Governments were invited to consider submitting relevant
proposals to the Committee, in accordance with the Guidelines on the organization and method
of work.
Margin line, bulkhead deck, immersion limits, watertight and weathertight openings
3.15 The Sub-Committee noted that the group had agreed to the basic principles regarding the
above concepts and definitions which are intended to form the basis of the continued
harmonization and more concise revision of several regulations in the draft chapter. The
Sub-Committee, therefore, agreed to refer this task of continual revision to the correspondence
group (see paragraph 3.18.3 below).
Transfer of regulations from SOLAS to ILLC or vice versa
3.16 The Sub-Committee discussed whether the provisions of draft SOLAS regulations
II-1/3-3 on Access to tanker bows and II-1/3-4 (formerly II-1/12-2) on Access to and within
spaces in the cargo area of oil tankers and bulk carriers should be transferred to the
LL Convention. After a general discussion it was agreed that the aforementioned regulations
should remain in SOLAS (see also paragraph 4.19).
3.17 In this connection, the Sub-Committee recalled that MSC 74 had approved a revision of
regulation II-1/3-4 (formerly II-1/12-2) which is expected to be adopted at MSC 75 and agreed to
incorporate the final text of the regulation in the revision of SOLAS chapter II-1.
RE-ESTABLISHMENT OF THE CORRESPONDENCE GROUP
3.18 Taking into account the progress made during this session and that this work programme
item is due for completion at SLF 46, the Sub-Committee agreed to re-establish the

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correspondence group under the joint co-ordination of Sweden* and the United States**, and
instructed it to (see also paragraph 11.8):

.1

liaise, through its co-ordinators, with the HARDER*** project co-ordinator in

order to monitor developments relevant to the work of the group and provide
advice as appropriate;

.2

coordinate with the HARDER project regarding sample ships and test calculations
as discussed in documents SLF 44/INF.10 and SLF 44/WP.3;

.3

continue with the development of the draft revised SOLAS chapter II-1 parts A, B
and B-1; except regulations 6 (Required subdivision index R), 7-1 (Calculation of
the factor "p") and 7-2 (Calculation of the factor "s") which will be dealt with
when relevant results from the HARDER project are available; using as basic
document part 2 of the SDS working group's report (to be issued shortly after
SLF 44) - provided no decisions which the Sub-Committee should take
beforehand are taken into account - together with any related submissions by
Members; and

.4

submit its report to SLF 45, including a revised draft SOLAS chapter II-1 parts A,
B and B-1.

REVISION OF TECHNICAL REGULATIONS OF THE 1966 LL CONVENTION

GENERAL
4.1
The Sub-Committee recalled that SLF 43, having considered the reports of the
LL working group (part 2) and the LL correspondence group established at SLF 42, together with
a number of documents submitted to the session and others referred to it by MSC 71,
re-established the working group to address in more detail the issues discussed in plenary under
two headings:
revision of the regulations of the 1966 LL Convention and bulk carrier
safety-related matters.
4.2
The Sub-Committee recalled also that, having considered part 1 of the report of the
working group established at that session, SLF 43 had, inter alia:
.1

agreed to change the title of the amendment exercise to Amendments to Annex B

of the 1988 LL Protocol;

Co-ordinators:
* Mr. Goran Liljestrom
Swedish Maritime Administration
601 78 Norrkoping
Sweden
Tel.: +46 11 191000
Fax: +46 11 239934
e-mail:goran.liljestrom@sjofartsverket.se

***

Website address: http://projects.dnv.com/harder_ext

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** Mr. James Person

Commandant (G-MSE-2)
United States Coast Guard
2100 Second St., S.W.
Washington, D.C. 20593
Tel.:(202) 267 0135
Fax:(202) 267 4816
E-mail: jperson@comdt.uscg.mil

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SLF 44/18

.2

agreed that the interpretations of the 1966 LL Convention had been adequately
addressed in the draft amendments to the Protocol and, therefore, should not be
directly applicable to ships that comply with the 1988 LL Protocol as may be
amended; and

.3

noted that many draft revised regulations could essentially be agreed by the
Sub-Committee at this session, with the exception of regulations 16 and 39, which
could be completed by SLF 45; subsequently, the amendments to Annex B of
the 1988 LL Protocol could be submitted for approval as a single set of
amendments.

4.3
The Sub-Committee noted that MSC 73 had extended the completion date for this item
to 2002, and that MSC 74 had included a new high priority item on Matters related to bulk
carrier safety in the Sub-Committees work programme and provisional agenda for this session
as item 12.
4.4
Recalling that all bulk carrier safety-related matters which have been referred to the
Sub-Committee in the past have been considered under the item on Revision of technical
regulations of the 1966 LL Convention, the Sub-Committee agreed to continue with this
practice and reserve new agenda item 12 on Matters related to bulk carrier safety exclusively
for bulk carrier safety issues not directly connected with load line matters.
4.5
The Sub-Committee had for its consideration under this agenda item part 2 of the report
of the working group at SLF 43 (SLF 44/4) and the report of the correspondence group
(SLF 44/4/1 and SLF 44/4/2) together with documents submitted by China and the Netherlands
(SLF 44/4/3), China (SLF 44/4/4 and SLF 44/4/5), France (SLF 44/4/6 and SLF 44/4/7), Norway
(SLF 44/4/8), the United Kingdom (SLF 44/4/9), Japan (SLF 44/4/10, SLF 44/4/12 and
SLF 44/4/13) and Poland (SLF 44/4/11).
4.6
The Sub-Committee noted also information provided by the Secretariat (SLF 44/12,
paragraphs 2, 5, 7, 9 and 11) on the outcome of MSC 74 concerning bulk carrier safety issues
relating directly to the LL Convention, for consideration under this agenda item.
Report of the SLF 43 working group, part 2
4.7
Having considered part 2 of the report of the working group at SLF 43 (SLF 44/4), the
Sub-Committee approved it in general, bearing in mind that it had been taken into account by the
correspondence group in their intersessional work and that the relevant issues raised would be
dealt with in the context of the report of the correspondence group.
Report of the correspondence group
4.8
The Sub-Committee went on to consider the report of the correspondence group
(SLF 44/4/1 and SLF 44/4/2) and, having approved it in general:
.1

noted the format of the proposed bow height formula and the subsequent
discussion on evaluation of a new formula;

.2

noted the group's outcome with regard to bulk carrier safety and the subsequent
provision in new draft LL regulation 16-1;

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.3

noted that the provisions of SOLAS regulation II-1/3-3 had been included in the
provisions of new draft LL regulation 25-1 and agreed that the SDS and LL
working groups should consider the matter together, with a view to ascertaining
whether the provisions in question belong in SOLAS or in the LL Convention;

.4

noted the considerations on non-weathertight hatch covers and in particular the

draft MSC circular on the subject contained in annex 2 to document SLF 44/4/1
and agreed to examine this issue in detail under agenda item 9 (Containership
partially weathertight hatch covers), together with document SLF 44/4/13 (Japan)
submitted under the present agenda item; and

.5

noted the applicability considerations and agreed that they should be explored in
full depth.

4.9
The Sub-Committee reviewed briefly the remaining documents submitted under this
agenda item, bearing in mind that they would subsequently be considered in detail by the
working group, as follows:
.1

SLF 44/4/3 (China and the Netherlands), containing a proposal for a revised
formula for minimum bow height;

.2

SLF 44/4/4 and SLF 44/4/5 (China), respectively providing analyses of reserve
buoyancy and its distribution in the forward part of ships with basic freeboard and
standard sheer, and suggesting clarification of existing LL regulation 37(3)(c);

.3

SLF 44/4/6 and SLF 44/4/7 (France), respectively seeking to retain the formula
for minimum bow height proposed by the correspondence group and proposing to
examine the reserve buoyancy of the forward part of ships constructed without
sheer or forecastle;

.4

SLF 44/4/8 (Norway), commenting on the report of the correspondence group;

.5

SLF 44/4/9 (United Kingdom), containing a draft MSC circular to clarify the
application of the 1966 LL Convention to high-speed craft;

.6

SLF 44/4/10 and SLF 44/4/12 (Japan), respectively containing the results of bulk
carrier model tests carried out in Japan and providing comments on the report of
the correspondence group; and

.7

SLF 44/4/11 (Poland), proposing to fill up in detail the set of information

contained in draft revised LL regulation 10.

ESTABLISHMENT OF THE WORKING GROUP AND ITS TERMS OF REFERENCE

4.10 As agreed at SLF 43, the Sub-Committee established the working group and instructed it,
taking into account comments made and decisions taken in plenary, to:
.1

I:\SLF\44\18.DOC

using as a basis the report of the correspondence group (documents SLF 44/4/1
and SLF 44/4/2), taking into consideration documents SLF 44/4, SLF 44/4/3,
SLF 44/4/4, SLF 44/4/5, SLF 44/4/6, SLF 44/4/7, SLF 44/4/8, SLF 44/4/10,
SLF 44/4/11, SLF 44/4/12 and the relevant parts of SLF 44/12, and referring
where appropriate to documents MSC 74/5/1, MSC 74/5/2 and MSC 74/5/6, to

- 13 -

SLF 44/18

continue its work on the revision of technical regulations of the 1966

LL Convention, with the aim of finalizing the consolidated text of the draft
amendments as much as possible, bearing in mind that there is only one session
left to complete the task;
.2

consider, in liaison with the SDS working group, whether the provisions of draft
SOLAS regulations II-1/3-3 and II-1/3-4 (formerly II-1/12-2) as proposed by the
SDS correspondence group should remain in SOLAS or should they be transferred
to the LL Convention, as proposed by the LL correspondence group;

.3

consider the draft MSC circular to clarify the application of the 1966
LL Convention to high-speed craft, proposed by the United Kingdom in document
SLF 44/4/9, and prepare an agreed text for consideration by plenary;

.4

consider whether it is necessary to re-establish the correspondence group and, if

so, prepare, based on the progress made during the current session, draft terms of
reference for consideration by plenary; and

.5

submit a written report (part 1), for consideration in plenary, on progress made by
Thursday, 20 September and, if deemed necessary, continue working through to
the end of the week and submit a further report (part 2) to SLF 45 for
consideration at that session.

REPORT OF THE WORKING GROUP

4.11 Having received part 1 of the report of the working group (SLF 44/WP.2) and noting that
a written report (part 2) will be submitted by the Chairman of the group shortly after the session
as an SLF 45 document in order that the correspondence group can take it into consideration,
the Sub-Committee approved the report in general and took action as outlined in paragraphs 4.12
to 4.21 below.
High-speed craft
4.12 The Sub-Committee considered document SLF 44/4/9 (United Kingdom) concerning load
line issues not currently covered in the 1994 HSC Code and agreed to the draft MSC circular on
the Application of the International Convention on Load Lines, 1966 and the 1988 Protocol
relating thereto to high-speed craft, as set out in annex 2, for submission to the Committee for
approval.
Bow height formula
4.13 The Sub-Committee considered documents SLF 44/4/1 (Germany and Netherlands),
SLF 44/4/3 (China and Netherlands), SLF 44/4/6 (France) and SLF 44/4/12 (Japan) concerning a
new formula for minimum bow height and noted that the group had agreed that the format of the
new formula proposed by the correspondence group (SLF 44/4/1) would be acceptable. The
Sub-Committee also noted that any new formula would be based on the moulded draught
(d1 = 85% of moulded depth) and not the summer draught. Furthermore, the Sub-Committee
noted that including a new parameter (Cwf) would not present any technical difficulties for
practical design purposes.

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SLF 44/18

- 14 -

Reserve buoyancy
4.14 The Sub-Committee considered documents SLF 44/4/4 (China) and SLF 44/4/7 (France)
concerning reserve buoyancy and noted that more time would be necessary to finalize this matter.
In this regard, the Sub-Committee noted that the following tasks would be undertaken by the
group:
.1

to conduct a survey of reserve buoyancy distribution in the forward part of

existing bulk carriers, in particular, taking into consideration the approach
specified in document SLF 44/4/4; and

.2

to develop a proposal to account for distribution of reserve buoyancy forward,

when deemed necessary.

Bulk carrier safety

4.15 The Sub-Committee considered the documents related to bulk carrier safety referred to it
by MSC 74 and submitted to this session (SLF 44/4/10 (Japan), SLF 44/12 (Secretariat) and
MSC 74/5/1, MSC 74/5/2 and MSC 74/5/6 (United Kingdom) and noted that several points
highlighted in the above documents would be taken into account in the revision of the 1988
LL Protocol.
4.16 In considering matters concerning seakeeping model tests on a capesize bulk carrier, the
Sub-Committee noted that the results and trends concerning hatch cover loads were similar to
previous bulk carrier model test data made available to the Sub-Committee by the United
Kingdom. The delegation of Japan informed the Sub-Committee that they intended to submit
further model test results on another type of ship to SLF 45.
4.17 The delegation of the United Kingdom also informed the Sub-Committee that further
analysis of the model tests was on-going and the results would be reported to MSC 75 and
SLF 45.
4.18 In reviewing the recommendations of the re-opened formal inquiry into the loss of the
Derbyshire, as contained in document MSC 74/5/2, the Sub-Committee noted that several of the
recommendations were directed to IACS. The IACS observer informed the Sub-Committee that
an ad hoc group had been formed within IACS to consider the relevant issues such as strength of
ventilators and air pipe fittings. The results of the groups work will be reported to IMO. In
considering the recommendations on watertightness of chain lockers concerning the prevention
of progressive flooding, the Sub-Committee noted that this matter would be addressed in the
revised 1988 LL Protocol. The delegation of the United Kingdom informed the Sub-Committee
that they intended to submit a proposal in this regard to SLF 45. The delegation of the
United Kingdom also informed the Sub-Committee of their intention to submit proposals on
hatch cover operation to SLF 45.
Safe access for the crew
4.19 The Sub-Committee noted that a joint meeting of the LL and SDS working groups was held
to discuss whether the provisions for safe access for the crew should be contained in SOLAS
chapter II-1 or the 1988 LL Protocol. After a general discussion, the Sub-Committee agreed that
relevant SOLAS regulations and draft regulation 25-1, as contained in the draft amendments to
the 1988 LL Protocol, should be retained in their current form. However, the Sub-Committee
also agreed that regulation 25-1 should be reviewed with a view to preparing any necessary
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- 15 -

SLF 44/18

modifications to ensure that it is in line with the requirements of resolution MSC.62(67) on the
Guidelines for safe access to tanker bows and instructed the LL correspondence group
accordingly (see paragraph 4.21.8). Notwithstanding, the Sub-Committee agreed that, in the long
term, all requirements related to safe access should be contained in the 1988 LL Protocol (see
also paragraph 3.16).
Review of consolidated text of the draft amendments to the 1988 LL Protocol
4.20 The Sub-Committee noted that, in reviewing the consolidated text, the group had
considered documents SLF 44/4/5 (China), SLF 44/4/8 (Norway) and SLF 44/4/11 (Poland) and
made modifications to draft regulations 10, 22(1)(c) and 37(3)(c). In addition, the outcome of the
last session (SLF 44/4) and the correspondence group report (SLF 44/4/1 and SLF 44/4/2) were
reviewed and modifications made as appropriate.
The proposed modifications to the
consolidated text of the draft amendments to the 1988 LL Protocol will be contained in part 2 of
the groups report.
RE-ESTABLISHMENT OF THE CORRESPONDENCE GROUP
4.21 Taking into account the progress made during this session and that this work programme
item is due for completion at SLF 45, the Sub-Committee agreed to re-establish the
correspondence group under the joint co-ordination of Germany* and the Netherlands** , and
instructed it, using as basic document part 2 of the working group's report, to:

.1

finalize collection of input for hatch cover loading, strength and safety factors for
all types of ships;

.2

finalize work on minimum bow height formula;

.3

continue research and analysis of minimum freeboard;

.4

consider matters related to chain lockers with regard to progressive flooding

taking into account document MSC 74/5/2;

.5

conduct investigation regarding the distribution of reserve buoyancy in the

following manner:
.1

conduct survey of actual ships and, in particular, bulk carriers; and

.2

formulate a proposal to account for reserve buoyancy distribution when

deemed necessary;

Mr. S. Assheuer
Ship Safety Division
Germanischer Lloyd
D-20459 Hamburg
Germany
Tel:
+49 40-3 61 49-455
Fax: +49 40 3 61 49-200
E-mail: SLF-LL-CG@germanlloyd.org

I:\SLF\44\18.DOC

**

Mr. H. Vermeer
Directorate-General of Freight Transport
P.O. Box 20904
2500 EX The Hague
The Netherlands
Tel: +31 70 351 1526
Fax: +31 70 351 1598
E-mail: hans.vermeer@dgg.minvenw.nl

SLF 44/18

- 16 -

.6

consider the outcome of the MSC 75 Working Group on Bulk Carrier Safety, if
convened, and take action, as appropriate, concerning bulk carrier safety matters;

.7

finalize remaining issues relating to the text of the draft amendments to Annex B
of the 1988 LL Protocol;

.8

review draft regulation 25-1 to ensure it is in line with resolution MSC.62(67);

and

.9

submit a report to SLF 45.

REVISION OF THE FISHING VESSEL SAFETY CODE AND VOLUNTARY

GUIDELINES

Format and intent of the Code and Voluntary Guidelines

5.1
The Sub-Committee recalled that SLF 43, in the context of the format for the revised
Code and Voluntary Guidelines, had acknowledged that the primary users of the revised Code
and Voluntary Guidelines are those Administrations/competent authorities, which intend to
upgrade their national laws and regulations. In order to serve these users, the documents should
be user-friendly; the format of the documents should follow the 1993 Torremolinos Protocol; the
documents need not have the same depth of technical detail on all subjects but should be more
informative and broader in scope than the Protocol; and the revised Voluntary Guidelines should
be more substantive than hitherto to assist those concerned in framing national law and
regulations.
5.2
With respect to the intent of the Code and Voluntary Guidelines, the Sub-Committee
recalled that SLF 43 had agreed that for vessels of 24 m and above but less than 45 m in length,
the text of the existing Code could be modified to reflect the intent of the Protocol, where
applicable, thus ensuring that they do not contain conflicting standards; with regard to the
relationship between the Code and regional agreements, that the revised Code would be intended
for application by those Governments which are outside the regions covered by the
aforementioned regional standards and in so far as matters not covered by such standards and, at
the same time, the provisions of regional agreements would generally prevail over the provisions
of the Code for vessels operating in the areas covered by the agreements in question; and that for
vessels of 45 m in length and over, noting that the provisions of the Protocol were the most
suitable minimum standards, reference should be made in the Code to the provisions of the
Protocol, where appropriate, rather than reproducing the whole text of the Protocol.
5.3
The Sub-Committee recalled also that SLF 43 had agreed that the relevant chapters of the
draft revised Code and Voluntary Guidelines, when finalized by the Sub-Committee, should be
referred to the appropriate sub-committees for review and preparation of the final texts, and that
when requesting contributions from these sub-committees, the background, scope and purpose of
the Code should be clearly understood in order to avoid conflicting requirements. Subsequently,
MSC 74 had noted the progress made on the revision of the Code and Voluntary Guidelines, in
particular the agreed timeframe for finalization of the exercise; requested the FP, COMSAR,
NAV, DE and STW Sub-Committees to review and prepare their assigned chapters; and
extended the target completion date for this item to 2004.

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SLF 44/18

Report of the SLF 43 working group, part 2

5.4
Having reviewed part 2 of the report of the working group at SLF 43 (SLF 44/5), the
Sub-Committee approved it in general, bearing in mind that it had been taken into account by the
correspondence group in their intersessional work and that the relevant issues raised would be
dealt with in the context of the report of the correspondence group.
Report of the correspondence group
5.5
Subsequently, having considered the report of the correspondence group (SLF 44/5/1,
SLF 44/5/1/Add.1, SLF 44/5/2 and SLF 44/5/2/Add.1,) the Sub-Committee approved it in
general and:
.1

noted the progress made during the intersessional period;

.2

confirmed the timetable for finalization of the work already approved at SLF 43,
i.e.:
September 2001:

SLF 44 agrees on final draft texts of the revised part B of

the Code and the Voluntary Guidelines and refers them to
the relevant sub-committees for review;

2002/2003:

The Sub-Committees involved finalize the relevant chapters

of the revised part B of the Code and the Voluntary
Guidelines;

2004:

The SLF Sub-Committee submits the final draft texts of the

revised part B of the Code and Voluntary Guidelines to the
MSC for approval;

.3

noted the draft text of the revised chapters of the Code and the Voluntary
Guidelines prepared by the correspondence group (annexes to documents
SLF 44/5/1, SLF 44/5/1/Add.1, SLF 44/5/2 and SLF 44/5/2/Add.1);

.4

agreed to the recommendations of the correspondence group that:

I:\SLF\44\18.DOC

.1

a working group be established to review the draft texts of the revised

chapters of the Code and Voluntary Guidelines and to prepare them in a
manner such that they can be referred to other sub-committees as agreed at
SLF 43;

.2

when requesting contributions from other relevant sub-committees, the

background, scope and purpose of the Code and Voluntary Guidelines
should be clearly understood; and

.3

on finalization of the draft texts by the other sub-committees, the texts are
reviewed and edited by the Secretariat to ensure consistency in the style
and format thereof.

SLF 44/18

- 18 -

5.6
In the context of the correspondence groups report, the Sub-Committee also considered
submissions by Norway (SLF 44/5/3, SLF 44/5/4 and SLF 44/5/5) discussing the different
proposals related to bow height and containing Norwegian comments on the report of the
correspondence group.
Establishment of the working group and its terms of reference
5.7
to:

As agreed at SLF 43, the Sub-Committee established the working group and instructed it

.1

consider in detail the report of the correspondence group (SLF 44/5/1,

SLF 44/5/1/Add.1, SLF 44/5/2 and SLF 44/5/2/Add.1), together with part 2 of the
report of the working group at SLF 43 (SLF 44/5), if necessary; the comments
submitted by Norway (SLF 44/5/3, SLF 44/5/4 and SLF 44/5/5); and any relevant
observations made and decisions taken in plenary;

.2

prepare a revised draft text of chapters I/1 and III/3 of the Code and Voluntary
Guidelines for future incorporation in the final version of said instruments
together with the relevant inputs from the other sub-committees concerned;

.3

in the event that the above task cannot be finalized at this session, consider the
need to re-establish a correspondence group on the subject and, if so, prepare draft
terms of reference for the group, for approval by the Sub-Committee;

.4

review and prepare the remaining parts of the Code and Voluntary Guidelines in a
manner such that they can be referred to the other sub-committees according to
the schedule agreed at SLF 43 (SLF 44/5/1, paragraph 11); and

.5

submit a written report (part 1), for consideration by plenary, on progress made by
Thursday, 20 September and, if work on subitem .2 above is not finalized by then,
continue working through to the end of the week and submit a further report
(part 2) to SLF 45 for consideration at that session.

Report of the working group

5.8
Having received the report of the group (SLF 44/WP.5), the Sub-Committee approved the
report in general and took decisions as outlined in paragraphs 5.9 to 5.16 below.
Review of the draft Code and Voluntary Guidelines in comparison with the Torremolinos
Protocol
5.9
The Sub-Committee noted that the group had considered, as requested by plenary,
reducing the number of references to the discretion of the competent authority in the draft text
of the Code and of the Voluntary Guidelines and, while noting that such references already exist
within the text of the Torremolinos Protocol and acknowledging the need to preserve the
compromises reached through such references, decided to keep them in order to reflect the
voluntary nature of these instruments and allow the widest possible implementation. In reaching
this view, the Sub-Committee was mindful of the difficulty to maintain consensus when efforts
are made to remove the discretionary elements.

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- 19 -

SLF 44/18

Draft revised Code and Voluntary Guidelines

5.10 The Sub-Committee, noting the modifications and relevant explanations provided in
paragraphs 7 to 16 of document SLF 44/WP.5 proposed by the group, agreed in principle to the
text of the draft revised Code and Voluntary Guidelines as set out in annexes 3 and 4
respectively.
Further action
5.11 The Sub-Committee considered a proposal by the ILO observer to include the following
text in a new section 1.4 of chapter 1 of both the draft revised Code and Voluntary Guidelines:
The competent authority should establish simple procedures to enable it to receive
information in confidence concerning possible infringements of national requirements
relating to the implementation of the code/guidelines presented by members of the crew
directly or through representatives and enable prompt investigation of such matters.
5.12 In the course of discussion, several delegations opposed to the proposal for the reason that
no such procedures have been applied to any IMO non-mandatory instruments such as the
present Code and the Voluntary Guidelines. Regarding the working group's recommendation
that the concepts contained in the proposal be referred to the FSI Sub-Committee, the
Sub-Committee did not agree with the recommendation, but was of the view that the issue may
be taken up during the revision of Part A of the Code, when that work is undertaken by FAO,
ILO and IMO.
5.13 The Sub-Committee agreed that chapters of the draft revised Code and the Voluntary
Guidelines, together with relevant annexes of the existing Code and Voluntary Guidelines,
should be reviewed by the respective sub-committees, according to the following referral tables
and taking into account the guidance outlined in paragraphs 5.1 to 5.3 above. Members were
invited to submit comments thereon to the relevant sub-committees for consideration.
Chapter of the
Code/Guidelines

Contents

Preface/Preamble

To be referred to
Sub-Committees involved

Chapter I / 1

General provisions

Sub-Committees involved

Chapter II / 2

Construction, watertight integrity and equipment

DE

Chapter III / 3

Stability and associated seaworthiness

SLF

Chapter IV/ 4

Machinery and electrical installations and periodically unattended

machinery spaces/Machinery and electrical installations

DE

Chapter V / 5

Fire protection, fire detection, fire extinction and fire fighting

FP

Chapter VI / 6

Protection of the crew

DE

Chapter VII / 7

Life-saving appliances and arrangements

DE, COMSAR

Chapter VIII / 8

Emergency procedures, musters and drills

DE, STW

Chapter IX / 9

Radiocommunications

COMSAR, STW

Chapter X / 10

Shipborne navigational equipment and arrangements

NAV

Chapter XI / 11

Crew accommodation

DE

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SLF 44/18

- 20 -

Annexes of the existing

Code/Guidelines
Annex I

Annex

Contents

To be referred to

Illustration of terms used in the definitions

DE

Annex II

Recommended practice for anchor and mooring

equipment

DE

Annex III

Memorandum to Administrations on an
approximate determination of ships stability by
means of the rolling period tests (for ships up to
70 m in length)

SLF

Annex IV

Recommended practice on portable fish-hold

divisions

SLF

Annex V

Recommended practice for ammonia

refrigeration systems in manned spaces

DE

Annex VI

Recommended contents of fishing vessels

medecine chest

STW

Annex VII

Recommendation for testing life-jackets

DE

Annex VIII

Recommendations on performance standards

for certain shipborne electronic aids to
navigation including radar, radio direction
finders (RDF), echo-sounders, gyro compasses
Recommended standards for pilot ladders

NAV

Annex IX

NAV

5.14 The Sub-Committee also agreed to invite the Sub-Committees to consider whether
additional annexes should be included in the final revised Code and the Voluntary Guidelines.
5.15 The Sub-Committee invited Members to consider draft revised chapters I/1 and III/3 of
the Code and the Voluntary Guidelines respectively, as set out in annexes 3 and 4, together with
annexes III and IV of the Code, and submit comments and proposals thereon to SLF 45 for
further consideration, having regard to the background explained in the Preamble to both
instruments and also to the scope and purpose of same as contained in paragraph 1.1 of
chapters I/1 thereof.
5.16 The delegation of Japan expressed the view that on matters covered by the
1993 Torremolinos Protocol, the standards contained in the Code should not exceed those of the
Protocol. The Sub-Committee agreed with this view and instructed the Secretariat to convey the
view to the relevant sub-committees when reviewing both the draft Code and the Voluntary
Guidelines.
6

DAMAGE CONSEQUENCE DIAGRAMS

6.1
The Sub-Committee recalled that SLF 43, having considered the outcome of
consideration of the matter by the SDS working group at that session, had concluded that this
was a complex subject and that there were difficult compromises to be made between providing
clear and concise guidance which might be incomplete, and providing more comprehensive
guidance which might not be simple to use especially in an emergency situation.
6.2
The Sub-Committee recalled also that, while some delegations were convinced of the
need to make such diagrams available to the master and, therefore, of the necessity to prepare
relevant guidelines, others were of the view that the Guidelines for damage control plans
(MSC/Circ.919) already contemplated the possibility of using "simple, clear and concise
guidance, such as damage consequence diagrams" and it would be up to the Administration
concerned to provide guidance thereon. A third group of delegations, although in agreement with
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- 21 -

SLF 44/18

the principle behind the diagrams, showed concern at the possibility of providing incorrect
information in the diagrams which could lead the master to take the wrong decision and, perhaps,
endanger the ship, as well as those on board, unnecessarily.
6.3
Further, the Sub-Committee recalled that SLF 43 was of the opinion that the concept of
damage consequence diagrams should continue to be evaluated and offered the use of the SDS
correspondence group's website as a means of sharing the continued experience of the
delegations in developing and using these diagrams. Also, the Sub-Committee, noting that the
target completion date for this work programme item was 2001, agreed to invite Administrations
already using damage consequence diagrams to submit comments and proposals on this matter to
this session, including, where appropriate, proposed draft guidelines for damage consequence
diagrams.
6.4
The Sub-Committee noted that the SDS correspondence group established at SLF 43 had
taken note of one example referred to it and also of a submission by the Russian Federation
(SLF 44/6).
6.5
Subsequently, the Sub-Committee itself considered the aforementioned document
submitted by the Russian Federation, providing proposals on the draft guidelines for damage
consequence diagrams.
6.6
Following extensive discussion, the majority of the delegations who spoke reiterated their
views expressed at SLF 43 on this subject, in particular, that:
.1

although the damage consequence diagrams may provide the master with useful
information in an emergency situation, there is at the same time the possibility that
such diagrams contain incomplete or inaccurate information which might induce
the master to take the wrong action in the circumstances;

.2

it would be impractical to prepare damage consequence diagrams for all the many
conceivable damage situations, especially for large passenger ships;

.3

the master would find it difficult to pinpoint damaged compartments leading to

progressive flooding when trying to match a real situation to that depicted in the
available diagrams; and

.4

there were no clear indications that the diagrams being used by some ships have
demonstrated their usefulness.

6.7
Notwithstanding the above and having heard the arguments supporting the development
of Guidelines for damage consequence diagrams as proposed by the Russian Federation in
document SLF 44/6 and supported by Denmark, the Sub-Committee noted that the concept
would be useful for the conduct of drills and for training purposes.
6.8
The Sub-Committee, reiterating its earlier decision that, since the Guidelines for damage
control plans (MSC/Circ.919, paragraph 6) already offered the possibility of using simple, clear
and concise guidance, such as damage consequence diagrams, invited Administrations to
provide such guidance for ships flying their flags. In conclusion, the Sub-Committee agreed to
invite MSC 75 to concur with the majority of the Sub-Committee in that this issue should be left
for individual Administrations to decide taking into account the aforementioned Guidelines for
damage control plans, and delete the item from the Sub-Committees work programme.
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SLF 44/18

- 22 -

GUIDELINES FOR THE CONDUCT OF HIGH-SPEED CRAFT MODEL TESTS

7.1
The Sub-Committee recalled that SLF 43 had considered draft Guidelines for model
testing, submitted by the United Kingdom in document SLF 43/12 and that, following a general
review, the Sub-Committee, having agreed in principle to the draft Guidelines, had noted the
observations made by delegations on the issues which needed clarification or further elaboration,
as detailed in paragraph 12.3 of document SLF 43/16.
7.2
The Sub-Committee recalled further that,
delegation of the United Kingdom to carry out the
account the aforementioned observations and any
interested Member Governments, and to submit the
draft MSC circular to this session for finalization.

subsequently, SLF 43 had requested the

revision of the draft Guidelines, taking into
comments received in the interim from
revised draft Guidelines and an associated

7.3
Having considered document SLF 44/7 (United Kingdom), proposing a revised text of the
draft Guidelines, the Sub-Committee introduced some modifications and agreed to the draft
Interim Guidelines for the conduct of high-speed craft model tests and the associated draft MSC
circular, set out in annex 5, for consideration and approval by MSC 75, having regard to the
following recommendations:
.1

the Interim Guidelines should be applied with a view to verification and further
development in the light of experience, and these should be revisited after a period
of time not exceeding four years following the date of entry into force of the 2000
HSC Code;

.2

comparative model tests should be conducted and the results of such tests should
be submitted to the Organization, so as to validate and further refine the Interim
Guidelines; and

.3

Member Governments should undertake to seek the comments on, and evaluation
of, the Interim Guidelines from the International Towing Tank Conference (ITTC)
and, subsequently, collect information from the ITTC, in particular the results of
their experience, and submit it to the Organization for consideration with a view to
improving the Interim Guidelines.

7.4
At the same time, the Sub-Committee invited the Committee to delete this item from the
Sub-Committees work programme with a view to reinstating it after four or five sessions, when
the Interim Guidelines should be reviewed in the light of experience gathered with their
application and the validation of the methods proposed therein, and to invite interested Member
Governments applying the Interim Guidelines to collect the results of their experience and submit
them with their comments to the Sub-Committee when the item is reinstated in the work
programme.
8

DEVELOPMENT OF GUIDELINES FOR SHIPS OPERATING IN ARCTIC

ICE-COVERED WATERS

8.1
The Sub-Committee recalled that SLF 43 had discussed the outcome of consideration by
the SDS correspondence group established at SLF 42 of some sections of the draft Code on polar
navigation, as the Guidelines for ships operating in arctic ice-covered waters were referred to at
the time, and agreed, in the light of the outcome of DE 43, that no further action should be taken
at that stage and that the matter should be considered again at this session, following the outcome
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SLF 44/18

of DE 44, where the draft Guidelines would be further elaborated and additional guidance to
other sub-committees would be made available.
8.2
The Sub-Committee recalled also that at SLF 43, after noting the outcome of
consideration of this matter by the SDS correspondence group:
.1

it was recommended that the intact stability criteria contained in paragraph 3.1 of
the draft Guidelines should be retained as they are not adequately covered by the
SOLAS Convention and the IS Code;

.2

an opinion was expressed that additional intact stability criteria for certain ships or
severe ice conditions may be necessary to account for heeling moments derived
from ramming. However, calculations for such criteria should be postponed
pending the outcome of the structural design work being performed by IACS; and

.3

while some delegations were of the view that ships operating in ice-covered waters
should comply with a two-compartment standard (paragraph 3.2 of the draft
Guidelines) which would, in most cases imply a double hull construction, one
delegation observed that the subdivision standard contained in SOLAS
chapter II-1 parts B and B-1 represented an acceptable level of safety for all
SOLAS ships and that the ice-damage statistics provided did not demonstrate the
need for the two-compartment standard for all SOLAS ships operating in
ice-covered waters; and that proliferating the deterministic method is inappropriate
considering that there are probabilistic damage stability standards in SOLAS,
various factors of which can be manipulated in addressing the hazards of operating
ships in ice-covered waters.

8.3
In this connection, the Sub-Committee noted the outcome of DE 44 concerning the
development of Guidelines for ships operating in Arctic ice-covered waters, as reported in
document SLF 44/8, in particular that the DE Sub-Committee had instructed the Secretariat to
facilitate a clean version of the draft Guidelines as developed by DE 44; the table identifying the
parts where input from the Sub-Committee is sought; and the instructions of the MSC regarding
the preparation of the draft Guidelines, all of which were attached to document SLF 44/8 as
annexes 1, 2 and 3 respectively.
8.4
Referring to annex 2 of document SLF 44/8, the Sub-Committee noted that DE 44 had
sought input from the Sub-Committee on the whole of chapter 3 Subdivision and stability;
paragraphs 13.3.1 and 13.4.4 of chapter 13 Operational guidelines; and the whole of chapter 16
Environmental protection and damage control, and proceeded to discuss these matters bearing
in mind the instructions of the MSC reproduced in annex 3 to document SLF 44/8, as
summarized hereunder.
8.5
The Sub-Committee reviewed the parts of the draft Guidelines for ships operating in
Arctic ice-covered waters specified in the preceding paragraph and, with the replacement of the
word prohibition in paragraph 13.3.1.2 of chapter 13 Operational guidelines by the word
recommendation, agreed to the text of chapter 3; paragraphs 13.3.1 (as amended) and 13.4.4 of
chapter 13; and chapter 16 of the draft Guidelines, set out in document SLF 44/8, annex 1, and
referred it back to the DE Sub-Committee for appropriate action.
8.6
Consequently, the Sub-Committee invited the Committee to note the outcome of
consideration of this issue and, although there is one session remaining for completion of this
item, to delete the item from its work programme as the work requested has been finalized.
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CONTAINERSHIP PARTIALLY WEATHERTIGHT HATCH COVERS

9.1
The Sub-Committee recalled that SLF 43, having considered the recommendations of the
LL correspondence group established at SLF 42, had agreed:
.1

not to develop generalized guidelines for minimum

non-weathertight hatch covers located above freeboard deck;

deck

heights

for

.2

to include in the recommendations provisions that non-weathertight hatch covers

should be capable of being secured to the same extent as weathertight covers such
that they cannot be lifted by ship acceleration or cargo lashing forces; and

.3

to invite Members to provide information on the short-term and long-term

probability of shipping water with specified levels of water height and flooding
rates as a function of location of the exposed deck, freeboard, relevant hull form
parameters and ship size and opening geometry.

9.2
The Sub-Committee recalled also that SLF 43 had further instructed the LL
correspondence group established at that session to consider the documents submitted on the
subject and the relevant outcome of DSC 6, FP 45 and DE 44, and to develop draft Guidelines on
containership weathertight hatch covers, including guidance on certification, for application to
ships built after the adoption of the Guidelines. With respect to existing ships, SLF 43 had
invited IACS to provide information on their practice regarding the application of Unified
Interpretation LL64 to such ships, and Members to provide information on how ships with
weathertight hatch covers were treated in their countries, with a view to examining the issue at a
future session when the information will be available.
9.3
In considering the outcome of consideration of this issue by the FP Sub-Committee, the
Sub-Committee noted that FP 44 last year, while considering a draft Recommendation for the
installation of partially weathertight hatch covers referred to it by SLF 42, in particular the
section dealing with the capacity of fixed gas fire-extinguishing systems, had expressed concern
that such systems may not be effective in a cargo hold not properly isolated from the outside
atmosphere. Subsequently, FP 45 earlier this year noted information provided by IACS that
LL64 recommends a ten percent increase in the quantity of the fire-extinguishing gas to
compensate for possible losses through the hatch cover openings. Noting that this Unified
Interpretation could be used in the meantime as guidance for existing containerships until work
on this matter was completed by IMO, FP 45 agreed to complete the fire safety aspects of the
draft Recommendation at FP 46 and invited IACS and other interested parties to provide testing
data, as appropriate.
9.4
The Sub-Committee further noted that, while DE 44, in the absence of relevant
submissions to that session, had requested Members and international organizations in
consultative status to submit comments directly to this session of the Sub-Committee, DSC 6,
having noted information submitted by Japan (DSC 6/INF.2) on the results of investigations on
stowage and segregation requirements for freight containers on containerships, together with
comments thereon provided by France and Norway, agreed to consider the matter in detail at
DSC 7 and established a correspondence group under the co-ordination of Japan to examine the
issue intersessionally.

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SLF 44/18

Existing ships
9.5
Following the introduction of document SLF 44/INF.4 (IACS), the Sub-Committee noted
the information provided by IACS regarding the application of UI LL64 to existing ships as well
as on how ships built before the adoption of that Unified Interpretation in 1998 were treated, in
particular that non-weathertight hatch covers have only been accepted by IACS member societies
with the authorization of the flag Administration and that no exemption certificate has been
issued to any containership classed with an IACS member society and built with
non-weathertight hatch covers above the second tier of the superstructure or above the third tier
of the superstructure in the forward quarter of the ship.
9.6
Subsequently, the Sub-Committee invited Member Governments when authorizing
organizations, whether or not members of IACS, to act on their behalf regarding partially
weathertight hatch covers on existing containerships, to apply the provisions of Unified
Interpretation LL64 until the relevant IMO Guidelines are finalized, and asked the Committee to
concur with this decision.
Future ships
9.7
Concerning future ships, the Sub-Committee considered the parts of the LL
correspondence groups report relating to partially weathertight hatch covers (document
SLF 44/4/1, paragraphs 20 to 22 and annex 2), together with a submission by Japan
(SLF 44/4/13) providing comments on the draft Guidelines on non-weathertight hatch covers on
containerships developed by the correspondence group.
9.8
In discussing document SLF 44/4/13 (Japan), proposing to allow hatchways to be located
on a weather deck at least two standard superstructure heights above the actual or assumed
freeboard deck if sufficient bilge pumping capacity is installed, the question of whether an
exemption certificate would be needed if the additional provisions proposed therein were to be
applied, was raised. In this context, the Sub-Committee noted that the draft Guidelines had been
prepared on the basis that no exemptions or equivalents would be needed, and that, in any case,
the LL regulations in this respect apply up to the first superstructure tier only and, therefore,
authorization to have hatchways located on higher decks is left to the discretion of the
Administration.
9.9
After further debate, the Sub-Committee could not accept the proposal in document
SLF 44/4/13.
9.10 Further, the Sub-Committee noted that the draft Guidelines proposed by the
correspondence group did not address explicitly fire-extinguishing or cargo stowage and
segregation matters, as the FP and DSC Sub-Committees have not yet finalized their
deliberations on their respective subjects; and did not contain provisions related to water seepage
into holds and hold dewatering systems, which had been due for consideration by DE 44
although, in the absence of relevant proposals, that Sub-Committee had invited Members to
submit comments directly to this session.
9.11 With regard to the provisions concerning water seepage into holds and dewatering
systems, noting that no submissions on the subject had been received for this session either, the
Sub-Committee invited Members to submit relevant comments and proposals to SLF 45,
referring, where appropriate, to document MSC 67/19/9 (France) which contains proposals
relating, inter alia, to the above subject.
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9.12 The Sub-Committee agreed in principle to the text of the draft Guidelines developed by
the LL correspondence group and modified by plenary, as far as stability issues are concerned,
pending the input from FP 46 and DSC 7 on fire-extinguishing and cargo stowage and
segregation matters respectively and the incorporation of provisions regarding water seepage into
holds and hold dewatering systems as may be submitted by Members to SLF 45, and expressed
appreciation to the delegation of France for offering to prepare a consolidated text of the draft
Guidelines including the inputs agreed at this session and those from FP 46 and DSC 7 (if
possible), for consideration at SLF 45 with a view to finalization at that session. The Secretariat
was requested to provide the delegation of France with an updated version of the draft Guidelines
on which to base their consolidated text.
10

AMENDMENTS TO THE 2000 HSC CODE

10.1 The Sub-Committee recalled that MSC 73 had considered submissions by Norway
proposing the introduction of a requirement for a watertight deck for craft operating only in the
displacement mode (MSC 73/3/21) and modifications to paragraphs 2.6.8.2.1 and 2.13.2 with
regard to the longitudinal extent of raking damage and categories of craft, respectively
(MSC 73/3/22) and did not agree to the proposals for inclusion in the Code at that stage.
However, having recognized the necessity to study the proposals by specialist bodies, the
Committee decided to refer documents MSC 73/3/21 and MSC 73/3/22 to DE 44 (co-ordinator)
and SLF 44, for consideration and preparation of appropriate amendments to the 2000 HSC
Code, with a view to submission to MSC 75 for approval. Subsequently, the Committee decided
to include a high priority item on Amendments to the 2000 HSC Code, with a target
completion date of 2001, in the Sub-Committees work programme and provisional agenda for
SLF 44.
10.2 The Sub-Committee noted that DE 44 had reviewed the Norwegian proposals made in
documents MSC 73/3/21 and MSC 73/3/22 and, noting that MSC 73 had referred the proposals
also to SLF 44, agreed that they were more directly linked to the work of this Sub-Committee.
Any results from the discussions at this session could then be considered by the DE
Sub-Committee under its new agenda item on Amendments to the 2000 HSC Code.
10.3 The Sub-Committee observed also that MSC 74 had noted the information provided by
Norway in document MSC 74/INF.3 containing the official report relating to the high-speed craft
Sleipner accident on 26 November 1999.
Consideration of proposals
10.4 In introducing document SLF 44/10, proposing amendments to paragraph 2.2.3.2 of the
2000 HSC Code, the delegation of Norway withdrew the proposal to delete the provisions
allowing exemption from the requirement to fit an inner bow door if this could be justified by
model tests or mathematical simulations, but retained the proposal to make the exemption a
choice rather than an obligation for the Administration.
10.5 The Sub-Committee, having noted the withdrawal of the second part of the proposals in
document SLF 44/10, agreed to the proposed amendment to the leading text of paragraph 2.2.3.2
of chapter 2 of the 2000 HSC Code, as shown in paragraph 3 of annex 6.
10.6 Following introduction of their document MSC 73/3/21, proposing a new
paragraph 2.2.1.2 of the 2000 HSC Code, the delegation of Norway acknowledged that a related
proposal made by Australia covered the intention of their own proposal in a more suitable
manner. Following discussion of the modified proposal, the Sub-Committee agreed to the draft
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SLF 44/18

amendments to paragraphs 2.2.1 and 2.2.1.1 of chapter 2 of the 2000 HSC Code, as shown
respectively in paragraphs 1 and 2 of annex 6.
10.7 Concerning the draft amendments presented by Norway in document MSC 73/3/22,
proposing additional damage stability requirements regarding the extent of damage, and the
supporting stability calculations shown in document SLF 44/INF.5 (Norway), the
Sub-Committee, recognizing that these issues had been extensively discussed during past
sessions; that the correspondence group had concluded that the proposals were not practicable;
and that no new evidence had been provided to justify a change of opinion, did not agree to the
proposed amendments to paragraphs 2.13.2 and 2.6.8.2.1 of chapter 2 of the 2000 HSC Code.
10.8 The Sub-Committee invited the Committee to concur with the above views and approve
the proposed amendments to the 2000 HSC Code set out in annex 6, for adoption at a future
session.
10.9 The Committee was also invited to delete this item from the Sub-Committee's work
programme as work on the item has been completed.
11

LARGE PASSENGER SHIP SAFETY

11.1 The Sub-Committee noted that MSC 74, having assigned various tasks to the FP,
COMSAR, NAV, DE, SLF and STW Sub-Committees, had included in these Sub-Committees
work programme a high priority item on Large passenger ship safety, with a target completion
date of 2003, and at the same time selected the item for inclusion in the provisional agendas for
the subsequent sessions of said Sub-Committees.
11.2 Having considered document SLF 44/11 (Secretariat), the Sub-Committee noted that, in
particular, the Committee had approved the guiding philosophy, strategic goals and objectives set
out in annex 1 to document SLF 44/11, having agreed that the guiding philosophy or vision
statement was meant to provide an idealized view of where the Committee would like to be in
the future regarding the regulatory framework for large passenger ships, and that a goal should
clearly define the changes required to move the Committee towards its guiding philosophy,
whereas the objectives should clearly explain how the strategic goals would be achieved.
The Committee had also agreed to the areas for consideration set out in annex 2 to document
SLF 44/11, asserting that the sub-committees assigned work on this issue should use the
information contained in said annex as additional guidance to clarify the intent of assigned
objectives and tasks, and reaffirmed the view that efforts affecting existing large passenger ships
would continue to focus primarily on matters related to the human element such as operations,
management and training, although this should not preclude consideration of equipment and
arrangement issues for such ships if deemed appropriate.
The Committee was of the view that analytical tools, such as formal safety assessment, the
human element analysing process, cost/benefit analysis, risk assessment and other methods,
should be left to the discretion of the bodies assigned specific work on large passenger ship
safety.
Finally, agreeing that operational issues should be viewed for application to both existing and
future large passenger ships and that design issues should be considered for application only to
future large passenger ships unless recommended otherwise by the expert sub-committees,
MSC 74 had approved an updated work plan, including the two tasks assigned to the
Sub-Committee, as reproduced in annex 3 to document SLF 44/11.
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11.3 The Sub-Committee considered submissions by the United States reporting the results of
a gap analysis to identify areas in IMO instruments where gaps may exist (SLF 44/11/1) and
describing the process utilized for conducting the above gap analysis (SLF 44/INF.8), and agreed
in principle with the reduction of tasks from nine down to four, as proposed in paragraph 8 of
document SLF 44/11/1, and that further work should be pursued only on tasks 4 and 8 of
objective 1, as explained in paragraphs 11 and 12 of the same document (see also
paragraphs 11.4 and 11.5 below). The Sub-Committee also considered the objective to improve
large passenger ship survivability in the event of collision or flooding with a view to minimizing
the need to abandon ship, as recommended in paragraph 12 of the above submission.
Objective 1, task 4
11.4 While discussing in general terms the recommendation to characterize the designed
survivability of the ship to be able to link the design of the ship to the availability of SAR
functions and area of operation (task 4), which applied to both existing and future ships, some
delegations were of the view that this task should be considered following a holistic approach
which would involve the Committee and other sub-committees as well. Other delegations were of
the opinion that other subjects, such as bottom raking damage and the concept of graceful
degradation, linking the time to sink after damage not only with residual damage stability but
also with the ships structural integrity, should be added to this task. In the ensuing discussion,
the Sub-Committee agreed to include consideration of bottom raking damage issues.
Objective 1, task 8
11.5 In considering the recommendation to combine the structural performance of the ship
after damage with the survivability criteria, which was proposed for future ships only (task 8),
some delegations expressed the view that this task should be made extensive also to existing
ships provided that any resulting requirements would not involve design or constructional
measures.
At this stage the Chairman reminded the Sub-Committee of the Committees
instructions that only operational issues should be viewed for application to both existing and
future large passenger ships. Therefore, any extension of the task's scope would necessitate the
Committees approval beforehand.
Further, what the Committee was expecting from the
Sub-Committee under this agenda item was a work plan with identified priorities and a schedule
for finalization of the work involved.
Following the aforementioned suggestion, the
Sub-Committee decided to take under consideration the structural integrity of existing large
passenger ships, only as far as operational matters are concerned.
Establishment of a drafting group
11.6 In order to make progress on this matter, the Sub-Committee agreed that the SDS
correspondence group established under agenda item 3 (see paragraph 3.18) should be requested
to deal with the issues discussed and report back to the next session to enable the Sub-Committee
to advance the work assigned in a structured manner. Consequently, it established a drafting
group and instructed it to:
.1

draft additional terms of reference for the SDS correspondence group with regard
to large passenger ship safety, taking into account relevant comments and
proposals made in plenary; and

.2

present a report to plenary as soon as the above task was accomplished.

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SLF 44/18

11.7 Having considered the report of the drafting group (SLF 44/WP.6), the Sub-Committee
noted that the group, in addition to the comments in plenary, had been guided by the following
premises (see Guiding philosophy, paragraphs 1.1 and 1.2 of annex 1 to document SLF 44/11):
.1

the regulatory framework should place more emphasis on the prevention of a

casualty from occurring in the first place; and

.2

future large passenger ships should be designed for improved survivability so that,
in the event of a casualty, persons can stay safely on board as the ship proceeds to
port.

11.8 Further, the Sub-Committee approved the following additional instructions for the SDS
correspondence group:
.1

to note the information on large passenger ship (LPS) safety contained in

documents SLF 44/11, SLF 44/11/1 and SLF 44/INF.8, and the decisions of the
Sub-Committee to progress the recommendations of SLF 44/11/1, expanded to
include bottom raking damage for future ships and structural integrity after
damage for existing ships;

Regulatory gap: Characterize the designed survivability of the ship

.2

to consider how an analytical relationship between the time to sink and residual
damage stability could be developed for all damage cases in which the
survivability index s is less than 1. The methodology should make use of
probabilistic principles as necessary to be compatible and used in conjunction
with the future probabilistic harmonized stability calculation methods;

Regulatory gap: Structural integrity of the ship after damage

.3

to propose a methodology to consider structural integrity after damage that

accounts for additional loads due to flooded spaces and hull structural
degradation, in terms of damage stability, longitudinal strength and local strength
for prevention of progressive flooding. The methodology should account for the
effects of sea state. For future ships, the methodology would integrate the
structural integrity criteria with stability criteria.
For existing ships, the
methodology would provide operational guidance;

Regulatory gap: Raking damage issues for future ships

.4

to review the damage stability provisions of draft SOLAS chapter II-1 and make
recommendations on how to address bottom raking damage for future LPS; and

Report to SLF 45
.5

11.9

to report to the next session of the Sub-Committee (SLF 45) on items .2 to .4

above and develop a timetable for completion of the remaining work.

The Committee was invited to note the progress made on the above-mentioned issues.

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Improvement of survivability
11.10 In debating the recommendation to add to the current work on harmonization of SOLAS
chapter II-1 the improvement of survivability of large passenger ships in the event of grounding,
collision or flooding with a view to minimizing the need to abandon ship (SLF 44/11/1,
paragraph 12), some delegations were of the opinion that this objective was implicit in the
general context of the development of revised SOLAS chapter II-1 and that, therefore, should be
referred to the SDS working group for consideration as appropriate. Other delegations, though,
were of the view that the intention of this objective was to explore the possibility of improving
survivability over the current standards and that, therefore, the task in hand represented a
significant departure from the current work of the SDS working group.
11.11 After debating the issue for some time, the Sub-Committee agreed that this was a matter
for the Committee to consider and decide, and that interested delegations may choose to submit
relevant proposals to the Committee to that effect, in accordance with the Guidelines on the
organization and method of work.
12

MATTERS RELATED TO BULK CARRIER SAFETY

12.1 The Sub-Committee noted that MSC 74, having assigned various tasks to the COMSAR,
NAV, DE and SLF Sub-Committees, had included in these Sub-Committees work programme a
high priority item on Matters related to bulk carrier safety, with a target completion date of
2002, and at the same time selected the item for inclusion in the provisional agendas for the
subsequent sessions of these Sub-Committees.
12.2 The Sub-Committee recalled that, when dealing with agenda item 4 on Revision of
technical regulations of the 1966 LL Convention, it was agreed that all bulk carrier
safety-related issues directly related to load line matters would continue to be considered under
that item, and that the new item on Matters related to bulk carrier safety would be exclusively
reserved for bulk carrier safety issues not directly connected with load line matters (see
paragraph 4.4). Consequently, document SLF 44/12 (Secretariat) had been partially examined
under agenda item 4 and, therefore, the Sub-Committee had the rest of the document for
consideration under this agenda item, in particular paragraphs 3, 7 (partly), 8, 9 and 11 thereof.
12.3 The Sub-Committee briefly discussed the recommendation that chain locker access
should be by bolted manholes and not doors, recognizing that the main concern should be to
prevent progressive flooding rather than avoiding water entry into the chain locker, and noted
that IACS was currently working hard on this issue and would report back to IMO as soon as the
results of its efforts were available (see also paragraph 4.18).
12.4 In discussing the recommendation that IMO make mandatory the installation on all
capesize bulk carriers of a level monitoring system in the spaces forward of the collision
bulkhead and investigate an independent pumping system for such spaces (any proposed
measures developed should apply to bulk carriers of all sizes, as appropriate, and the provisions
of IACS UR S24 should be taken into account as necessary), the Sub-Committee noted
information provided in document SLF 44/INF.7 (United Kingdom), advancing a proposed
requirement to fit high-level alarms and level monitoring systems on bulk carriers, which is
intended for submission to the DE Sub-Committee for formal consideration.
12.5 In that connection, the Sub-Committee noted comments by the delegation of Australia
that in paragraph 16.3 of document SLF 44/INF.7, the proposed proportion of watertight volume
to maximum ship displacement limiting the fitting of alarms in a particular space was not
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SLF 44/18

realistic, as the flooding of such spaces could result in significant reduction of operational bow
height and, therefore, should be reduced from 0.25% to 0.1 or 0.15%. The original proposed
relationship would particularly disadvantage small bulk carriers.
12.6 In line with the decisions of MSC 74 on this matter, the Sub-Committee agreed to refer
the recommendations mentioned in paragraphs 12.3 and 12.4 above, together with the comments
on the latter in paragraph 12.5, to DE 45 for detailed consideration. At the same time, noting that
this item was due for completion by 2002, the Sub-Committee invited DE 45 to bring to
SLF 45s attention any issues emanating from their consideration of the aforementioned
recommendations which might necessitate further specialist debating by the Sub-Committee.
13

REVISION OF THE MODEL TEST METHOD SPECIFIED IN THE 1995 SOLAS

CONFERENCE RESOLUTION 14

13.1 The Sub-Committee was advised that MSC 74, in considering document MSC 74/21/5
(Denmark, Finland, Germany, Ireland, the Netherlands and Sweden), proposing a revision of the
model test method specified in the Stockholm Agreement, had noted that, as the Stockholm
Agreement, although developed and adopted on the basis of resolution 14 of the 1995 SOLAS
Conference, was a self-contained international instrument with its own Parties, any amendments
thereto should be considered and adopted by its Parties alone. However, as paragraph 1.4 of the
Stability requirements pertaining to the Agreement, contained in the annex to resolution 14,
refers to the model test method as developed by the Organization, the revision of the model test
method might appropriately be carried out by the Organization. The Committee then decided to
include in the Sub-Committees work programme a high priority item on Revision of the model
test method specified in the 1995 SOLAS Conference resolution 14, with a target completion
date of 2003, and selected it for inclusion in the provisional agenda for this session.
13.2 Having considered a submission by Sweden (SLF 44/13), proposing a revision of the
model test method detailed in the appendix to resolution 14 of the 1995 SOLAS Conference,
together with the observations listed in annex 2 to said document, the Sub-Committee agreed in
principle to the technical contents of the draft revised model test method. It was, however, agreed
that the text would benefit from an introduction explaining the background to the revision
exercise and also from a set of definitions of the more relevant terms. Further, the procedure to
approve/adopt the eventual document needed to be explored, since the document would be
destined to complement an instrument which was outside the purview of IMO, as contemplated
in resolution 14 of the 1995 SOLAS Conference.
13.3 Consequently, the Sub-Committee agreed to invite interested Member Governments to
submit comments and proposals on the new model test method, and on the proposed
development of guidance notes to supplement the new method, for further consideration at
SLF 45, taking also into consideration the outcome of discussion of the issue at this session.
13.4 In this context, the Sub-Committee expressed appreciation to the delegation of Sweden
for offering to prepare a draft revised text of the model test method and a draft text of the
guidance notes, the latter to serve as basic document for further discussion at the next session.
13.5 At the same time, the Secretariat was requested to investigate the appropriate procedure
for approving/adopting the eventual revised model test method and associated guidance notes,
and report its findings to SLF 45.

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14

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INITIAL TESTS OF WATERTIGHT DOORS IN PASSENGER AND CARGO

SHIPS

14.1 The Sub-Committee recalled that SLF 43, having considered a proposed amendment to
SOLAS regulation II-1/18.2 forwarded by IACS (SLF 43/3/7), had invited IACS to consider
submitting a proposal, co-sponsored by a Member Government, to the Committee in accordance
with the Guidelines on the organization and method of work, with a view to inclusion of an
appropriate item in the work programme of the Sub-Committee.
14.2 The Sub-Committee noted that MSC 74 had considered document MSC 74/21/9
(Denmark and IACS) proposing to develop amendments to SOLAS regulation II-1/18.2 to the
effect that, in order to avoid the possibility of damage occurring to watertight door insulation and
other outfitting items as a result of watertight door testing, as an alternative to pressure testing of
each watertight door, prototype testing may be accepted, provided, for specific installations of the
door, the prototype test pressure corresponds to the head required for the intended location.
Subsequently, the Committee included in the Sub-Committees work programme, a high priority
item on Initial tests of watertight doors in passenger and cargo ships, with a target completion
date of 2001, and selected it for inclusion in the agenda for this session, so that the
Sub-Committee could submit the proposed draft amendments to SOLAS regulation II-1/18.2 to
MSC 75 for approval.
14.3 Having considered the proposal contained in document MSC 74/21/9, which was
basically the same proposal submitted by IACS to the last session by document SLF 43/3/7, the
Sub-Committee, agreeing that prototype testing would be acceptable as proposed, had noted that
the method of installation of the watertight doors, which could be as critical as the construction
of the door itself, was not addressed in the proposed amendments. Similarly, checking of the
seating between the bulkhead, the frame and the door should be given appropriate priority.
14.4 The Sub-Committee, having prepared modifications to the proposed amendments with the
help of an informal drafting group (SLF 44/WP.1), agreed to the draft amendments to SOLAS
regulation II-1/18, as set out in annex 7, and invited the Committee to approve them for adoption
at a future session and to delete the item from the Sub-Committee's work programme as work on
the subject has been completed.
15

WORK PROGRAMME AND AGENDA FOR SLF 45

15.1 The Sub-Committee noted the decisions of MSC 74 regarding work programme items
which have been assigned continuous status (MSC 74/24, paragraph 21.60) that, where
appropriate, items should be assigned specific target completion dates or the number of sessions
needed to complete them, and that all sub-committees should consider any continuous items on
their work programmes and provide MSC 75 with pertinent proposals to replace, where
appropriate, the continuous status with target completion dates and the number of sessions
needed to complete such items. In this context, the sub-committees were also instructed to
consider deleting the umbrella items, wherever possible, when proposing their revised work
programmes.
15.2 Taking into account the progress made at this session and the provisions of the agenda
management procedure (MSC/Circ.931, as amended), the Sub-Committee revised its work
programme (SLF 44/WP.7) based on that approved by MSC 74 (SLF 44/2/1, annex) and
prepared the draft revised work programme and draft provisional agenda for SLF 45 shown in
annex 8. While reviewing the work programme, the Sub-Committee agreed to invite the
Committee to:
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.1

delete the following work programme item as a result of the Committees

instructions regarding continuous items (see paragraph 15.1):
.1.1

.2

.3

.4

item 3

Improved stability criteria and systematic model tests;

delete the chapeau of the following work programme items as a result of the
Committees instructions regarding umbrella items (see paragraph 15.1),
leaving the sub-items as full items:
.2.1

item H.1 -

Harmonization of damage stability provisions in IMO

instruments (probabilistic method);

.2.2

item L.1 -

Harmonization of damage stability provisions in IMO

instruments (probabilistic method);

delete the following work programme items as work thereon has been completed:
.3.1

item H.4 -

Role of the human element: damage consequence diagrams;

.3.2

item H.6 -

Guidelines for the conduct of high-speed craft model tests;

.3.3

item H.7 -

Amendments to the 2000 HSC Code;

.3.4

item H.10 -

Initial tests of watertight doors in passenger and cargo

ships;

.3.5

item L.2 -

Development of guidelines for ships operating in Arctic

ice-covered waters;

select the following item for inclusion in the provisional agenda for SLF 45,
replacing the word continuous with a target completion date of 2004 and
assigning the item high priority status:
.4.1

.5

SLF 44/18

item L.4 -

Review of the Intact Stability Code; and

renumber the appropriate work programme items accordingly.

15.3 The Committee is invited to approve the revised work programme and provisional agenda
for SLF 45, as set out in annex 8.
Arrangements for the next session
15.4 The Sub-Committee agreed to establish at its next session working groups on the
following subjects:
.1

subdivision and damage stability;

.2

revision of technical regulations of the 1966 LL Convention; and

.3

review of the Intact Stability Code.

I:\SLF\44\18.DOC

SLF 44/18

- 34 -

15.5 The Sub-Committee noted that when considering agenda items 3 and 4, it had agreed to
establish intersessional correspondence groups on:
.1

development of revised SOLAS chapter II-1 parts A, B and B-1; and

.2

revision of technical regulations of the 1966 LL Convention;

Dates of the next session

15.6 In considering the provisional dates of its next session (SLF 45) and conscious that any
agreement on the meeting weeks for the next biennium would ultimately be for the 22nd session
of the Assembly to make, the Sub-Committee discussed the relative advantages and
disadvantages of meeting during the second half of 2002 or early in 2003.
15.7 After a lengthy debate, the majority of the delegations who spoke, having taken into
account the request of the MSC that all the sub-committees should meet twice during the
biennium 2002-2003 and that relevant appropriations have been made in the budget proposals,
expressed preference for the 45th session of the Sub-Committee to be held in 2002, preferably in
September/October, for the following reasons:
.1

regarding the Sub-Committees work on revision of SOLAS chapter II-1, if the

planned schedule to have the revised chapter in force by 1 July 2006 was to be
kept, the Sub-Committee needed at least two sessions (SLF 45 and SLF 46), the
latter well in advance of MSC 78 in the spring of 2004, in order that any
unresolved matters from SLF 46 could be worked out in advance before
submitting them to MSC 78 for approval; to achieve this end, SLF 45 should
meet in 2002, preferably in September/October, and SLF 46 approximately one
year later;

.2

with respect to the revision of technical regulations of the 1966 LL Convention,

there were parts of the revision exercise, in particular hatch cover strength, which
needed to be resolved with utmost urgency, as directed by the Committee in the
context of its work on bulk carrier safety; moreover, finalization of the revision
work was perceived as a priority issue by all concerned, which should not be
delayed if at all possible; and

.3

there was no reason why the next session of the Sub-Committee should be
singled-out for postponement, especially considering that its current work entailed
the substantive revision of considerable parts of two of the most important
Conventions of the Organization, i.e., SOLAS and Load Lines.

15.8 Other delegations preferred holding the two sessions early in 2003 and 2004 respectively,
which, in the case of the revision of SOLAS chapter II-1, would still enable MSC 78 to consider
the proposed amendments for approval, albeit with a tighter timing.
15.9 The delegation of the United Kingdom, supported by the delegations of France, Germany
and Ghana, stated that it did not agree that the development of the above justification was
necessary or appropriate at this time. This Sub-Committee has been tasked by the Maritime
Safety Committee to complete a number of high priority tasks, including the revision of the
technical regulations for chapter II-1 of SOLAS and the Load Line Convention, with fixed and
imminent target completion dates. The United Kingdom considered that, as funds have been
allocated in the Organizations budget for the convening of a meeting in 2002, it was not
I:\SLF\44\18.DOC

- 35 -

SLF 44/18

necessary to discuss whether this session could be dispensed with. It was also noted that no other
sub-committee had been asked to provide such a justification for the convening of its 2002
session and that it was not a matter within the control of this Sub-Committee that it had found
itself meeting last in 2001. In the opinion of the United Kingdom delegation the development of
the above justification may be seen as the Sub-Committee implicitly admitting a lack of
importance in the work it is undertaking. This may have an unbalanced impact, noting the
absence of any similar comments by other sub-committees, in any discussions that the Maritime
Safety Committee may possibly be instructed to have regarding a reduction in the number of
meeting weeks of the sub-committees in the next biennium.
15.10 The Sub-Committee, having decided by majority to provisionally schedule its next
session for 2002, asked the Secretariat to endeavour to accommodate the session during
September 2002.
15.11 Although the Secretariat did examine the possibility of rescheduling the meetings already
programmed for September and October 2002 (LC 24, DSC 7, MEPC 48, LEG 85 and IOPC
Funds), it could not accommodate the 45th session of the Sub-Committee within the preferred
time window of September 2002 for various reasons specific to each of the meetings concerned.
The only other possibility was to hold SLF 45 during the last week of July, which would make it
necessary to bring NAV 48 forward by one week from its previously agreed dates (15 to
19 July 2001). Considering that plenary had already accepted this eventuality as a second option,
the forty-fifth session of the Sub-Committee was tentatively scheduled to take place from 22 to
26 July 2002.
16

ELECTION OF CHAIRMAN AND VICE-CHAIRMAN FOR 2002

16.1 In accordance with the Rules of procedure of the Maritime Safety Committee, the
Sub-Committee unanimously re-elected Mr. A. Carcantzos (Greece) as Chairman and, having
been informed that its Vice-Chairman, Mrs. L. Zaharia (Romania) was no longer available to
serve the Sub-Committee, unanimously elected Mr. A. Gudmundsson (Iceland) as
Vice-Chairman, both for 2002.
16.2 The Sub-Committee expressed its deep appreciation to its outgoing Vice-Chairman,
Mrs. Zaharia, for her valuable contribution to its work and the work of the Organization over
many years and wished her every happiness for the future.
17

ANY OTHER BUSINESS

Matters relating to the Intact Stability Code

17.1 The Sub-Committee noted that since SLF 42, it had been receiving information
documents containing proposals to amend the Intact Stability (IS) Code and had agreed that any
submissions calling for the revision of the provisions of the IS Code should be stored until such
time as the Sub-Committee decides to request the Committee to include the item in its
provisional agenda for consideration at its first session thereafter.
17.2 In this connection, the Sub-Committee recalled that SLF 43, having noted various
information documents concerning proposed amendments to the IS Code and following
discussion on the action to be taken with regard to the proposals, had agreed that the proposed
amendments submitted so far did not justify the need to start the revision of the Code and
decided not to include the item Review on the Intact Stability Code in the provisional agenda
for SLF 44.
I:\SLF\44\18.DOC

SLF 44/18

17.3

- 36 -

The Sub-Committee noted the information provided by:

.1

Germany in documents SLF 44/INF.2, raising the question as to the issue of

parametric roll experienced in large containerships and large passenger ships;
SLF 44/INF.3, containing comments on MSC/Circ.707 Guidance to the master
for avoiding dangerous situations in following and quartering seas; and
SLF 44/INF.9, containing observations by German ship designers with regard to
current intact stability criteria for recent ship designs; and

.2

Italy in document SLF 44/INF.6, containing the results of a study on the

applicability of the IMO weather criterion to large passenger ships.

17.4 Following discussion on further action to be taken with regard to the proposals for
amendments to the IS Code contained in the aforementioned documents, the Sub-Committee
agreed that there was sufficient justification to select the item on Review of the Intact Stability
Code for inclusion in the provisional agenda for SLF 45, subject to approval by the Committee,
and invited China, Germany, Italy, Poland, the United Kingdom and IACS to resubmit to SLF 45
their respective documents, updated as necessary to take account of relevant comments made in
plenary.
Expressions of appreciation
17.5 The Sub-Committee expressed appreciation to Mr. A. Ampatzoglou (Greece) and
Mr. Lim Ki-tack (Republic of Korea), who were shortly to transfer to other duties, for their
invaluable contribution to its work and wished them every success in their new duties.
18

ACTION REQUESTED OF THE COMMITTEE

The Committee is invited to approve the report in general and, in particular, to:
.1

concur with the Sub-Committees course of action regarding the outcome of

consideration of oil tanker safety and environmental matters (paragraphs 2.3
to 2.5);

.2

note the progress made in the development of revised SOLAS chapter II-1 parts
A, B and B-1, regarding, in particular, minor damage, margin line/bulkhead deck,
watertight/weathertight openings and safe access for the crew, and that further
progress is expected to be made intersessionally by a correspondence group
(section 3);

.3

note the progress made in the revision of technical regulations of the 1966 LL
Convention, regarding, in particular, bow height formula, reserve buoyancy, bulk
carrier safety and safe access for the crew, and that further progress is expected to
be made intersessionally by a correspondence group so that the item may be
concluded at SLF 45 (paragraphs 4.7 to 4.11 and 4.13 to 4.21);

.4

approve the draft MSC circular on Application of the International Convention on

Load Lines, 1966 and the 1988 Protocol relating thereto to high-speed craft
(paragraph 4.12 and annex 2);

I:\SLF\44\18.DOC

- 37 -

SLF 44/18

.5

note the progress made in the revision of the fishing vessel Safety Code and
Voluntary Guidelines and, in particular, that the Sub-Committee agreed in
principle to the texts of the draft revised Code and Voluntary Guidelines and that
they should be referred to the relevant sub-committees for appropriate action
(paragraphs 5.9 to 5.16 and annexes 3 and 4);

.6

concur with the Sub-Committees majority view that the preparation of damage
consequence diagrams should be left to individual Administrations to decide
taking into account the Guidelines for damage control plans (MSC/Circ.919)
(paragraphs 6.6 to 6.8);

.7

approve the draft MSC circular on Interim Guidelines for the conduct of
high-speed craft model tests; and agree that the item should be reinstated in the
Sub-Committees work programme after four or five sessions to review the
Interim Guidelines in the light of experience (paragraphs 7.3 and 7.4 and
annex 5);

.8

note the outcome of consideration of the relevant parts of the draft Guidelines for
ships operating in Arctic ice-covered waters, referred to the DE Sub-Committee
for appropriate action (paragraphs 8.4 to 8.6);

.9

concur with the Sub-Committees decision to invite Member Governments when

authorizing organizations, whether or not members of IACS, to act on their behalf
when dealing with partially weathertight hatch covers on existing containerships,
to apply the provisions of IACS Unified Interpretation LL64 until the relevant
IMO Guidelines are finalized (paragraphs 9.5 and 9.6);

.10

approve the proposed amendments to the 2000 HSC Code for adoption at a future
session (paragraphs 10.4 to 10.8 and annex 6);

.11

note the progress made with the matter of large passenger ship safety, in particular
that work thereon will continue on tasks 4 and 8 of objective 1 and be advanced
intersessionally by the SDS correspondence group (paragraphs 11.4 to 11.9);

.12

approve the proposed draft amendments to SOLAS regulation II-1/18 regarding

initial tests of watertight doors in passenger and cargo ships for adoption at a
future session (paragraph 14.4 and annex 7); and

.13

approve the report in general.

***

I:\SLF\44\18.DOC

SLF 44/18

ANNEX 1

AGENDA FOR THE FORTY-FOURTH SESSION AND LIST OF DOCUMENTS

Adoption of the agenda

SLF 44/1/Rev.1
SLF 44/1/1

Secretariat
Secretariat

Outcome of MSC 73 and FP 45

Outcome of FSI 9, DE 44, MEPC 46 &
MSC 74

Development of revised SOLAS chapter II-1 parts A, B and B-1

SLF 44/3
SLF 44/3/1

SLF 44/3/3

Chairman of SDS WG
Sweden &
United States
Sweden &
United States
Norway

SLF 44/3/4

Norway

SLF 44/3/5

Japan

SLF 44/3/2

Revised provisional agenda

Annotations to the provisional agenda

Decisions of other IMO bodies

SLF 44/2
SLF 44/2/1

Secretariat
Secretariat

SLF 44/INF.10

Denmark, Germany,
Norway &
United Kingdom

SLF 44/INF.11

Denmark, Germany,
Norway &
United Kingdom

MSC 73/INF.5
SLF 44/WP.3

Finland

Report of SDS WG at SLF 43 (part 2)

Report of the CG (part 1)
Report of the CG (part 2)
Review and proposals on the use of length
as a parameter in the draft chapter
Watertightness
of
structures
and
appliances in passenger and cargo ships
Alternative ways to determine equivalent
permeability
Selection of sample ships for
evaluation of Required index R - Report
from the research project
HARDER
Updated Statistics for Extent Damage Report from the research project
HARDER

Passenger ferry bow structural design

Report of the working group (part 1)

Revision of technical regulations of the 1966 LL Convention

SLF 44/4
SLF 44/4/1
SLF 44/4/2
SLF 44/4/3

I:\SLF\44\18.DOC

Chairman of LL WG
Germany and
Netherlands
Germany and
Netherlands
China and
Netherlands

Report of the LL WG at SLF 43 (part 2)

Report of the LL CG (part 1)
Report of the LL CG (part 2)
Formula for minimum bow height
(regulation 39 of ICLL 1966)

SLF 44/18
ANNEX 1
Page 2
SLF 44/4/4

China

SLF 44/4/5

China

SLF 44/4/6

France

SLF 44/4/7

France

SLF 44/4/8

Norway

SLF 44/4/9

United Kingdom

SLF 44/4/10

Japan

SLF 44/4/11

Poland

SLF 44/4/12

Japan

SLF 44/4/13

Japan

Comments on the draft Guidelines on

non-weathertight
hatch
covers
on
container ships

United Kingdom
United Kingdom
United Kingdom

Bulk carrier model test progress report

Recommendations of Derbyshire RFI
Precautions against flooding of forward
spaces
Report of the working group (part 1)

MSC 74/5/1
MSC 74/5/2
MSC 74/5/6
SLF 44/WP.2

Revision of the fishing vessel Safety Code and Voluntary Guidelines

SLF 44/5
SLF 44/5/1
SLF 44/5/1/Add.1
SLF 44/5/2
SLF 44/5/2/Add.1
SLF 44/5/3
SLF 4/5/4

Chairman of WG
Iceland
Iceland
Iceland
Iceland
Norway
Norway

SLF 44/5/5

Norway

SLF 44/WP.5
6

Analyses and suggestions for reserve

buoyancy of forward parts of bulk carriers
Proposal on revising ICLL 66/regulation
37(3)(c)
Formula
for minimum bow height
(regulation 39 of the 1966 LL Convention)
Reserve buoyancy of forward parts of
ships constructed without standard sheer
and no forecastle
Comments on the report of the
correspondence group (part 2)
Proposed MSC circular relating to highspeed craft
Green sea loads on hatch cover and deck
wetness derived from seakeeping test on
bulk carrier
Proposed amendment to regulation 10 of
the 1966 LL Convention
Formula for minimum bow height

Report of the FV WG at SLF 43 (part 2)

Report of the FV CG (part 1)
Report of the FV CG (part 1) - Addendum
Report of the FV CG (part 2)
Report of the FV CG (part 2) - Addendum
Minimum bow height
Comments on the report of the
correspondence group (part 2)
Comments on the report of the
correspondence group (part 2)
Report of the working group

Damage consequence diagrams

SLF 44/6
SLF 43/7/1

I:\SLF\44\18.DOC

Russian Federation
Denmark and
United States

Proposals on the draft guidelines for

damage consequence diagrams
Philosophies on information availability
and information use

SLF 44/18
ANNEX 1
Page 3
7

Guidelines for the Conduct of High-Speed Craft Model Tests

SLF 44/7
SLF 44/WP.4
8

Containership partially weathertight

hatch covers

Norway
Norway

Proposed amendments to paragraph 2.2.3.2

Longitudinal extent of raking damage

Norway
Norway

Water/weathertight integrity
Damage extent in areas vulnerable to
raking damage

Secretariat
United States
United States

Outcome of MSC 74
Gap analysis
Large passenger ship safety
Report of the drafting group

Secretariat
United Kingdom

Outcome of MSC 74
High water level alarms for bulk
carriers

Revision of the model test method specified in the 1995 SOLAS Conference
resolution 14
SLF 44/13

14

IACS

Matters Related to Bulk Carrier Safety

SLF 44/12
SLF 44/INF.7

13

Development of Guidelines for ships

operating in Arctic ice-covered waters

Large passenger ship safety

SLF 44/11
SLF 44/11/1
SLF 44/INF.8
SLF 44/WP.6
12

Secretariat

Amendments to the 2000 HSC Code

SLF 44/10
SLF 44/INF.5
and Corr.1
MSC 73/3/21
MSC 73/3/22

11

Draft MSC circular

Containership partially weathertight hatch covers

SLF 44/INF.4

10

Proposed Interim Guidelines

Secretariat

Development of Guidelines for ships operating in Arctic ice-covered waters

SLF 44/8

United Kingdom

Sweden

Revision of the model test method

Initial tests of watertight doors in passenger and cargo ships

MSC 74/21/9
SLF 44/WP.1

I:\SLF\44\18.DOC

Denmark and IACS

Initial tests of watertight doors in

passenger ships and cargo ships
Report of the informal drafting group

SLF 44/18
ANNEX 1
Page 4
15

Work programme and agenda for SLF 45

SLF 44/WP.7

16

Chairman

Proposed revised work programme of

the Sub-Committee and provisional
agenda for SLF 45

Election of Chairman and Vice-Chairman for 2002

No documents submitted

17

18

Any other business

SLF 44/INF.2
SLF 44/INF.3

Germany
Germany

SLF 44/INF.6

Italy

SLF 44/INF.9

Germany

Parametric roll and its prevention

Guidance to the master for avoiding
dangerous situations in following and
quartering seas
Weather criteria for large passenger
ships
Dynamic intact stability

Report to the Maritime Safety Committee

SLF 44/18
SLF 44/WP.8

Report of the Sub-Committee

Draft report of the Sub-Committee
***

SLF 44/INF.1

List of participants

***

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SLF 44/18

ANNEX 2
DRAFT MSC CIRCULAR

APPLICATION OF THE INTERNATIONAL CONVENTION ON LOAD LINES, 1966

AND THE 1988 PROTOCOL RELATING THERETO
TO HIGH-SPEED CRAFT
1.
The Maritime Safety Committee at its [seventy-fifth session (15 to 24 May 2002)], noted
that as a result of the entry into force of the International Code of Safety for High-Speed Craft,
2000 (2000 HSC Code), on 1 July 2002, revised guidance on the application to high-speed craft
of the International Convention on Load Lines, 1966 (1966 LL Convention) and of the
1988 Protocol relating thereto (1988 LL Protocol) were necessary.
2.
The Committee recommended that Member Governments when applying the 1966 LL
Convention or 1988 LL Protocol, depending to which instrument they are Party to:
.1

in the case of high-speed craft fully complying with the International Code of
Safety for High-Speed Craft, 1994 (1994 HSC Code), accept the necessary
relaxations from the conditions of assignment of freeboards or any other
requirements of the 1966 LL Convention or of the 1988 LL Protocol;

.2

in the case of high-speed craft fully complying with the 2000 HSC Code, accept the
provisions of the 2000 HSC Code as being an equivalent standard of protection to
the provisions of the 1966 LL Convention or of the 1988 LL Protocol;

.3

follow the exemption procedure provided in articles 6(2) and 6(3) of the 1966 LL
Convention; and

.4

issue to the high-speed craft concerned either an International Load Line Exemption
Certificate, in accordance with the provisions of articles 6(2) and 16(3) of the 1966
LL Convention or an International Load Line Exemption Certificate, in accordance
with the provisions of the aforesaid articles as modified by the 1988 LL Protocol, as
the case may be.

3
The Committee further agreed that, when an Administration communicates to the
Organization, in accordance with article 6(3) of the 1966 LL Convention, particulars and
conditions of any such exemptions and reasons therefor, it would be sufficient to state that the
high-speed craft concerned complies with either the 1994 HSC Code or the 2000 HSC Code, as
the case may be.
4

This circular supersedes MSC/Circ.652.

***

I:\SLF\44\18.DOC

SLF 44/18
ANNEX 3
DRAFT REVISED FAO/ILO/IMO CODE OF SAFETY FOR FISHERMEN AND
FISHING VESSELS, PART B
Preface
1
The Code of Safety for Fishermen and Fishing Vessels originated from a resolution
adopted by the International Labour Organization (ILO) in 1962. Subsequent to that resolution,
the Food and Agriculture Organization (FAO), ILO and the International Maritime Organization
(IMO) entered into an agreement to co-operate, within their respective fields of experience, to
elaborate the Code. The agreement acknowledged that the respective areas of competence are:
-

FAO

- fisheries in general;

ILO

- labour in the fishing industry; and

IMO

- safety of life, vessels and equipment at sea.

The Code was elaborated in two parts:

-

part A to be addressed to skippers and crews, containing operational and

occupational requirements; and

part B to be addressed to shipbuilders and owners containing requirements for the

construction and equipment for fishing vessels.

2
Part A of the Code was adopted by the first session of the Joint FAO/ILO/IMO Meeting
of Consultants on Safety on Board Fishing Vessels which was held at ILO Headquarters in
Geneva in September 1968.
3
Later amendments to part A were approved by the Maritime Safety Committee of IMO, at
its 30th session in the Spring of 1973. At the same session, the Committee approved the final text
of part B which was endorsed by the FAO Council at its 64th session (Autumn 1974) and also
endorsed by the Governing Body of the ILO at its 195th session (February 1975).
4
In 1977, an International Conference on the Safety of Fishing Vessels adopted the
Torremolinos International Convention on the Safety of Fishing Vessels, 1977 which, for a
number of reasons did not enter into force. Consequently, a further International Conference was
convened, also in Torremolinos, Spain, that adopted the Torremolinos Protocol of 1993 relating
to the Torremolinos International Convention on the Safety of Fishing Vessels, 1977, hereinafter
referred to as the Protocol.
5
The Conference also adopted, inter alia, resolution 4 in which it is noted that that the
Protocol does not contain specific requirements for certain safety equipment for fishing vessels
of less than 45 m in length, such as life-saving appliances. Consequently, it urged all States, in
view of the of the inherent risks involved in the operation of fishing vessels, to consider the
requirements for safety equipment when deciding, in accordance with article 3(4) of the Protocol,
which regulations they should apply, wholly or in part, to fishing vessels of 24 m in length and
over but less than the applicable length criteria of the chapter in question.

The former name of the Organization, the Inter-Governmental Maritime Consultative Organization (IMCO) was
changed to the International Maritime Organization (IMO) by virtue of amendments to the Organizations
Convention which entered into force on 22 May 1982.
I:\SLF\44\18-annex3.doc

SLF 44/18
ANNEX 3
Page 2

6
It was also noted, that initiatives had been taken by certain States to develop uniform
regional standards as called for in article 3(5) of the Protocol to ensure that the safety of fishing
vessels covered by article 3(4) thereof is maintained at an acceptable level by determining which
regulations, contained in the annex to the Protocol should apply, wholly or in part, to such
vessels.
7
In its review of regional standards so developed, the Maritime Safety Committee (MSC)
of IMO noted that they had been examined by SLF with a view to the desirability of developing a
template for other countries or regions (see documents MSC 68/INF.10 and MSC 70/INF.24). It
was also noted, that in the examination process, the provisions of these regional standards had
provided valuable information in relation to the revision of part B of the Code.
8
The Maritime Safety Committee of IMO accepted that for certain sizes of vessels, the
minimum standards contained in the Protocol should be applied and considered that it would be
appropriate to refer to such provisions of the Protocol, where relevant, in the revised text of
Part B of the Code. It was also accepted by the Committee, that any such references must stress
the voluntary nature of the Code and substitute the mandatory terms "shall" and "will" with the
word "should".
9
The Maritime Safety Committee of IMO acknowledged that there had been significant
developments in relation to the management of fisheries that contained principles in support of
the safety of fishermen and fishing vessels. It noted in particular the:1
.1

Agreement for the Interpretation of the Provisions of the United Nations

Convention on the Law of the Sea of 10 December 1982 Relating to the
Conservation and Management of Straddling Fish Stocks and Highly Migratory
Fish Stocks of 1995; and

.2

Code of Conduct for Responsible Fisheries adopted by the Conference of FAO in

1995.

10
The Maritime Safety Committee of IMO recognized that the safety at sea aspects
contained within these instruments could be relevant in relation to the revision of part B, in
particular the:

.1

arrangements for the monitoring control and surveillance of fishing vessels

including recommendations for the reporting of the position of a fishing vessel at
sea;

.2

marking of fishing vessels in accordance with uniform and internationally

recognized systems such as the FAO Standard Specifications for the Marking and
Identification of Fishing Vessels2; and

.3

the integration of fishing vessels into search and rescue systems.

IMO has been informed by the UNGA, CSD and FAO of the existence of these instruments. More recently
(1999/2000) FAO has provided more detailed information in relation to IUU fishing to the MSC and MEPC and the
FSI Sub-Committee.
2
Refer to MSC/Circ.582.
I:\SLF\44\18-annex3.doc

SLF 44/18
ANNEX 3
Page 3
11
In entrusting the revision of part B of the Code to the Sub-Committee on Stability and
Load Lines and on Fishing Vessels Safety (SLF), the Maritime Safety Committee of IMO
recommended that the recent developments in fishing vessel design and fishing operations should
be taken into consideration. In this regard, IMO was requested to invite FAO and ILO to
participate in the revision. Both Organizations responded positively to the subsequent invitation.
12
The Sub-Committee on Stability and Load Lines and on Fishing Vessels Safety (SLF)
established a correspondence group to facilitate the revision of part B of the Code and following
clearance by the relevant Sub-Committees of the IMO, the revised text was submitted to the
Maritime Safety Committee of IMO at its xx session (year) at which it was approved.
13
The Maritime Safety Committee of IMO also considered the question of stationing in all
principle fishing grounds of vessels which could provide hospital, rescue and emergency repair
facilities, and noted that in the major regulatory areas, fisheries protection vessels were deployed.
It was noted, however, that in many areas, fisheries protection had been sub-contracted to
governmental and non-governmental agencies or entities and that the vessels involved were not
always dedicated protection vessels.3 Thus the Committee considered that the information note
on Support Vessels on Principle Fishing Grounds attached to part B (in 1975) is outdated and
should be deleted.
14
Consequently, it was recommended that IMO in cooperation with FAO should investigate
the utility of providing a similar information note in light of the developments in fisheries
management that could contribute to the safety of fishermen and the safety of fishing vessels4.
15
The Maritime Safety Committee recalled that it had been informed at its seventy-second
session, March 2000, by ILO of the outcome of its Tripartite Meeting on safety and health in the
fishing industry, Geneva, 13 to 17 December 1999 (MSC72/22/6). The Committee noted with
appreciation that, following consultation with IMO, ILO considered that ILO should take a
leading role in revising the Code of Safety for Fishermen and Fishing Vessels, Part A, Safety and
Health and Practice.
16
Concerning the procedures for future amendments to both parts A and B of the Code, the
Maritime Safety Committee of IMO considered that any amendments should be effected as
expeditiously as possible. It was agreed that non-controversial amendments should be approved
by correspondence but joint meetings of experts might be necessary for other amendments for
which no ready agreement by correspondence can be reached.
17
Recognizing that the majority of items covered by the Code are within the scope of IMO
and noting the different working procedures within the three Organizations and that the IMO
Sub-Committee on Stability and Load Lines and on Fishing Vessels Safety (SLF) holds regular
meetings, it was agreed that:
.1

IMO should act as a focal point for coordinating proposed amendments to the
Code and in particular the IMO Secretariat should undertake to receive any

A list of the Members of the Correspondence Group is given on pages xx - xxx.

This refers to the fact that normal commercial fishing vessels are often used on a rotational basis or under contract.
4
Alternatively, the information note could describe systems for the integrated monitoring of fisheries and give
details of where such systems are currently in place whether voluntary or mandatory.
3

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proposed amendments, to distribute them to the Organizations and to collate their
respective comments;
.2

any future joint FAO/ILO/IMO meeting should be held, whenever possible, in

conjunction with a meeting of the Sub-Committee; and

.3

any proposed amendments should always be subject to the final approval of the
appropriate bodies of the three Organizations.

18
Part A as revised by the second Joint Meeting of Consultants is published by IMO as a
separate booklet (Sales Number 75.08.E).

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CHAPTER I
GENERAL PROVISIONS
1.1

Purpose and Scope

1.1.1 The purpose of this part of the Code is to provide information on design, construction and
equipment of fishing vessels with a view to promoting the safety of fishing vessels and safety and
health of the crew. The Code is not a substitute for national laws and regulations nor is it a
substitute for the provisions of international instruments in relation to safety of fishing vessels
and crew although it may serve as a guide to those concerned with framing such national laws
and regulations.
1.1.2 The Code is voluntary. It is wider in scope than the Torremolinos Protocol and only the
minimum requirements to ensure the safety of fishing vessels and safety and health of the crew
are given in this part of the Code for fishing vessels of 24m in length and above. Each competent
authority should take every possible measure to promote the safety of the vessels concerned.
1.1.3 Certain sections of this part of the Code make reference to the minimum standards set out
in the provisions of the Torremolinos International Convention for the Safety of Fishing Vessels,
1977, as modified by the Torremolinos Protocol of 1993 relating thereto. For the purpose of this
part of the Code, these are considered to be the minimum standards acceptable in relation to the
classes of vessels, as prescribed in the Protocol, to which they should be applied.
1.1.4 Regional uniform standards or guidelines that have been submitted to IMO as provided
for under Article 3, Paragraphs (4) and (5) of the Protocol for fishing vessels registered and
operating in such regions, prevail over Chapters IV, V, VII and IX of this part of the Code. For
all other fishing vessels of 24 m in length and over but less than 45 m in length, that are
registered in such regions but operate, or are intended for operation outside the region, the whole
of this part of the Code would serve as a guide.
1.1.5 Unless otherwise stated, the provisions of this part of the Code are intended to apply to
new decked fishing vessels of 24 m in length and above and in the following categories:
Category 1 - Vessels intended for fishing operations in unlimited sea areas;
Category 2 - Vessels intended for fishing operations in sea areas up to 200 nautical miles from a
place of shelter;
Category 3 - Vessels intended for fishing operations in sea areas up to 50 nautical miles from a
place of shelter.
However, even where not otherwise stated, the competent authority should also apply these
provisions, as far as reasonable and practicable, to existing decked fishing vessels.
1.1.6 The provisions of this part of the Code do not apply to fishing vessels for sport or
recreation or to processing vessels.
1.1.7 Where operating experience has clearly shown that departure from the provisions of this
part of the Code is justified, or in applying this part of the Code to any other equivalent area of
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operation for any vessel covered by this Part of the Code, the competent authority may permit
adequate alterations or substitutions thereof.
1.2

Definitions

1.2.1 For the purpose of this part of the Code, unless expressly provided otherwise, the
following definitions apply:
(i)

Fishing vessel - in the following referred to as vessel - is a vessel used

commercially for catching fish, whales, seals, walrus, or other living resources of
the sea.

(ii)

Processing vessel is a vessel used exclusively for processing fish and other living
resources of the sea.

(iii)

Crew means the skipper and all persons employed or engaged in any capacity on
board a vessel on the business of that vessel.

(iv)

Competent authority is the government of the State whose flag the vessel is
entitled to fly.

(v)

New vessel is a vessel the keel of which is laid, or which is at a similar stage of
construction, on or after the date of adoption of the present revision to this Part of
the Code.

(vi)

Existing vessel is a vessel which is not a new vessel.

(vii)

Convention means the International Convention for the Safety of Life at Sea,
1974.

(viii) Protocol means the Torremolinos International Convention for the Safety of
Fishing Vessels, 1977, as modified by the Torremolinos Protocol of 1993 relating
thereto.

(ix)

Place of shelter is any naturally or artificially protected area easily accessible to

the vessel and which can be used for sheltering the vessel in circumstances which
are unfavourable to its safety.

(x)

Length (L)* is to be taken as 96% on the waterline at 85% of the least depth
measured from the keel line, or as the length from the foreside of the stem to the
axis of the rudder stock on that waterline, if that be greater. In vessels designed
with rake of keel the waterline on which this length is measured is to be parallel to
the designed waterline.

(xi)

The forward and after perpendiculars are to be taken at the forward and after ends
of the length (L). The forward perpendicular is to be coincident with the foreside
of the stem on the waterline on which the length is measured.

Amendments adopted in 1983.

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(xii)

Breadth (B)* is the maximum breadth of the vessel, measured amidships to the
moulded line of the frame in a vessel with a metal shell and to the outer surface of
the hull in a vessel with a shell of any other material.

(xiii)

(a)

The moulded depth is the vertical distance measured from the keel
line to the top of the working deck beam at side.

(b)

In vessels having rounded gunwales, the moulded depth is to be

measured to the point of intersection of the moulded lines of deck
and side shell plating, the lines extending as though the gunwale
were of angular design.

(c)

Where the working deck is stepped and the raised part of the deck
extends over the point at which the moulded depth is to be
determined, the moulded depth is measured to a line of reference
extending from the lower part of the deck along a line parallel with
the raised part.

(xiv)

The depth (D) is the moulded depth amidships.

(xv)

Least depth* is the depth measured from the keel line to the top of the working
deck beam at side at the point where a parallel to the keel line is tangent to the
deck line. Where the working deck is stepped and the raised part of the deck
extends over the point at which the least depth is to be determined, the least depth
should be measured to a line of reference extending from the lower part of the
deck along a line parallel with the raised part.

(xvi)

Deepest operating waterline is the waterline related to the maximum permissible

operating draft.

(xvii) Freeboard (fmin) is the actual minimum freeboard and is the distance from the
underside of the working deck at the side to a water-line, measured
perpendicularly to the water-line, plus the minimum thickness of decking. When
the working deck is stepped, the lowest line of the deck and the continuation of
that line parallel to the upper part of the deck is to be taken as the working deck.
(xviii) Amidships is the mid-length of L.
(xix)

Midship section is that section of the hull defined by the intersection of the
moulded surface of the hull with a vertical plane perpendicular to the water and
centreline planes passing through amidships.

(xx)

Keel line* is the line parallel to the slope of keel passing amidships through:
(a) the top of the keel or line of intersection of the inside of shell plating with the
keel where a bar keel extends above that line of a vessel with a metal shell; or

Amendments adopted in 1983.

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(b) the rabbet lower line of the keel of a vessel with a shell of wood or a
composite material;
(c) the intersection of a fair extension of the outside of the shell contour at the
bottom with the centreline of a vessel with a shell of material other than wood
and metal.
(xxi)

Baseline is the horizontal line intersecting at amidships the keel line.

(xxii) Working deck is generally the lowest complete deck above the deepest operating
waterline from which fishing is undertaken. In vessels fitted with two or more
complete decks, the competent authority may accept a lower deck as a working
deck provided that that deck is situated above the deepest operating waterline.
(xxiii) Superstructure is the decked structure on the working deck extending from side to
side of the vessel or with the side plating not being inboard of the shell plating
more than 0.04 B.
(xxiv) Enclosed superstructure is a superstructure with:
(a) enclosing bulkheads of efficient construction;
(b) access openings, if any, in those bulkheads fitted with permanently attached
weathertight doors of a strength equivalent to the unpierced structure which
can be operated from each side; and
(c) other openings in sides or ends of the superstructure fitted with efficient
weathertight means of closing.
A raised quarter-deck is regarded as a superstructure.
A bridge or poop should not be regarded as enclosed unless access is provided for
the crew to reach machinery and other working spaces inside those superstructures
by alternative means which are available at all times when bulkhead openings are
closed.
(xxv) Superstructure deck is that complete or partial deck or the top of a superstructure,
deckhouse or other erections situated at a height of not less than 1.8 m above the
working deck. Where this height is less that 1.8 m, the top of such deckhouses or
other erections should be treated in the same way as the working deck.
(xxvi) Height of a superstructure or other erection is the least vertical distance measured
at side from the top of the deck beams of a superstructure or an erection to the top
of the working deck beams.
(xxvii) Weather deck is the uppermost deck exposed to weather and sea. Where the deck
is not continuous the uppermost deck at the point in question should be taken as
the weather deck.

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(xxviii)Weathertight means that in any sea conditions water will not penetrate into the
vessel.
(xxix) Watertight means capable of preventing the passage of water through the structure
in any direction under a head of water for which the surrounding structure is
designed.
(xxx) Collision bulkhead is a watertight bulkhead up to the working deck in the forepart
of the vessel which meets the following conditions:
(a) The bulkhead is to be located at a distance from the forward perpendicular:
(i)

not less than 0.05L and not more than 0.08L for vessels of 45m and
over:

(ii)

not less than 0.05L and not more than 0.05L plus 1.35m for vessels
less than 45m in length except as may be allowed by the competent
authority:

(iii)

in no case less than 2.0m.

(b) Where any part of the underwater body extends forward of the forward
perpendicular, e.g. a bulbous bow, the distance stipulated in subparagraph (a)
is to be measured from a point at mid-length of the extension forward of the
forward perpendicular or from a point 0.015L forward of the forward
perpendicular, whichever is less.
(c) The bulkhead may have steps or recesses provided they are within the limits
prescribed in subparagraph (a).
(xxxi) Bow height, defined as the vertical distance at the forward perpendicular between
the waterline corresponding to the maximum permissible operating draught and
the designed trim and the top of the exposed deck at side.
(xxxii) Organization means the International Maritime Organization*.
(xxxiii)Approved means approved by the competent authority.
1.2.2 In this Part of the Code measurements are given in the metric system using the following
abbreviations:
m metre
cm centimetre
mmmillimetre
t tonne (1,000 kg)
kg kilogramme
mt metre - tonne
Cdegree centigrade
sec second
*

Drawn from Article 2 of the 1993 Torremolinos Protocol

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N KW1.3

Newton
Kilowatt

kN*m/sec

Surveys

1.3.1 The hull, machinery, equipment and radio installations should be surveyed on completion
and thereafter in such manner and at such intervals as the competent authority or a classification
society recognized by the competent authority may consider necessary in order to ensure that
their condition is in all respects satisfactory. The surveys should be such as to ensure that the
arrangements, material, and scantlings of the structure, boilers and other pressure vessels and
their appurtenances, main and auxiliary machinery, electrical installations as well as crew
accommodation and other equipment are in all respects satisfactory for the service for which the
vessel is intended.
1.3.2 After any survey has been completed, no change should be made in the structural
arrangements, machinery, equipment, etc., covered by the survey, without the sanction of the
competent authority.
1.3.3 A fishing vessel should carry on board documentation relating to the safety of the vessel
issued by the competent authority.
1.3.4 Documentation relating to the safety of the vessel should cease to be valid upon transfer
of the vessel to the flag of another State. New safety documentation should only be issued when
the competent authority is fully satisfied that the vessel is in compliance with the requirements of
the relevant provisions.
1.4 Equivalents
Where the present provisions require that a particular fitting, material, appliance or apparatus, or
type thereof, shall be fitted or carried in a vessel, or that any particular provision shall be made,
the competent authority may allow any other fitting, material, appliance or apparatus, or type
thereof, to be fitted or carried, or any other provision to be made in that vessel, if it is satisfied by
trial thereof or otherwise that such fitting, material, appliance or apparatus, or type thereof, or
provision, is at least as effective as that required by the present provisions.*

Drawn from the text of regulation I/4(1) of the Torremolinos Protocol

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CHAPTER II
CONSTRUCTION, WATERTIGHT INTEGRITY AND EQUIPMENT
2.1 Construction
2.1.1 Strength and construction of hull, superstructures, deckhouses, machinery casings,
companionways and any other structures and vessel's equipment should be sufficient to withstand
all foreseeable conditions of the intended service and should be to the satisfaction of the
competent authority. 5
2.1.2 The hull of vessels intended for operation in ice should be strengthened in accordance
with the anticipated conditions of navigation and area of operation.6
2.1.3 Bulkheads, closing devices and closures of openings in these bulkheads, as well as
methods for their testing, should be in accordance with the requirements of the competent
authority. Vessels constructed of material other than wood should be fitted with a collision
bulkhead and at least with watertight bulkheads bounding the main machinery space. Such
bulkheads should be extended up to the working deck. In vessels constructed of wood such
bulkheads, which as far as practicable should be watertight, should also be fitted.7
2.1.4 Watertight doors fitted in watertight bulkheads should be capable of being opened and
closed locally at the door on either side and preferably also from above the working deck. Means
of operating doors should be clearly marked, and should indicate whether doors are open or
closed. Pipes piercing the collision bulkhead should be fitted with suitable valves operable from
above the working deck and the valve chest should be secured at the collision bulkhead inside the
forepeak. No door, manhole, ventilation duct or any other opening should be fitted in the
collision bulkhead below the working deck.8
2.1.5 Where a long forward superstructure is fitted, the collision bulkhead should be extended
weathertight to the deck next above the working deck. The extension need not be fitted directly
over the bulkhead below provided it is located within the limits given in regulation 1.2.1(xxx)
and the part of the deck which forms the step is made effectively weathertight.9
2.1.6 The number of openings in the collision bulkhead above the working deck should be
reduced to the minimum compatible with the design and normal operation of the vessel. Such
openings should be capable of being closed weathertight.10
2.1.7 In vessels of 75 m in length and over, a watertight double bottom should be fitted, as far
as practicable, between the collision bulkhead and the afterpeak bulkhead.11
[2.1.8 Working deck should be marked by working deck line]12

Please refer to Code 2.1.1 and Protocol Reg. II/1(1)).

Please refer to Code 2.1.2 and Protocol Reg. II/1(2)).
7
Please refer to Protocol Reg. II/1(3)).
8
Please refer to Code 2.1.5 and Protocol Reg. II/1(4)).
9
Please refer to Protocol Reg. II/1(5)).
10
Please refer to Protocol Reg. II/1(6)).
11
Please refer to Protocol Reg. II/1(7)).
12
This paragraph is proposed by the Russian Federation. Please refer also to document SLF 42/7 by the Russian
Federation. Should be considered in conjunction with paragraph 3.13.
6

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2.2 Watertight doors
2.2.1 The number of openings in watertight bulkheads, as required by regulation 2.1.3, should
be reduced to the minimum compatible with the general arrangements and operational needs of
the vessel; openings should be fitted with watertight closing appliances to the satisfaction of the
competent authority. Watertight doors should be of an equivalent strength to the adjacent
unpierced structure.13
2.2.2 In vessels of less than 45 m in length, such doors may be of the hinged type, which should
be capable of being operated locally from each side of the door and should normally be kept
closed at sea. A notice should be attached to the door on each side to state that the door should be
kept closed at sea.14
2.2.3 In vessels of 45 m in length and over, watertight doors should be of the sliding type in:
(a)

spaces where it is intended to open them at sea and if located with their sills below
the deepest operating waterline, unless the competent authority considers it to be
impracticable or unnecessary taking into account the type and operation of the
vessels; and

(b)

the lower part of a machinery space where there is access from it to a shaft tunnel.

Otherwise watertight doors may be of the hinged type.15

2.2.4 Sliding watertight doors should be capable of being operated when the vessel is listed up
to 15 degrees either way.16
2.2.5 Sliding watertight doors whether manually operated or otherwise should be capable of
being operated locally from each side of the door; in vessels of 45 m in length and over these
doors should also be capable of being operated by remote control from an accessible position
above the working deck except when the doors are fitted in crew accommodation spaces.17
2.2.6 Means should be provided at remote operating positions to indicate when a sliding door is
open or closed.18
2.3 Hull integrity
2.3.1 External openings should be capable of being closed so as to prevent water from entering
the vessel. Deck openings which may be open during fishing operations should normally be
arranged near to the vessel's centreline. However, the competent authority may approve different
arrangements if satisfied that the safety of the vessel will not be impaired.19

13

Please refer to Protocol Reg. II/2(1)).

Please refer to Protocol Reg. II/2(2)).
15
Please refer to Protocol Reg. II/2(3)).
16
Please refer to Protocol Reg. II/2(4)).
17
Please refer to Protocol Reg. II/2(5)).
18
Please refer to Protocol Reg. II/2(6)).
19
Please refer to Protocol Reg. II/3(1)).
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2.3.2 Fish flaps on stern trawlers should be power-operated and capable of being controlled
from any position which provides an unobstructed view of the operation of the flaps.20
2.4 Weathertight doors
2.4.1 All access openings in bulkheads of enclosed superstructures and other outer structures
through which water could enter and endanger the vessel, should be fitted with doors
permanently attached to the bulkhead, framed and stiffened so that the whole structure is of
equivalent strength to the unpierced structure, and weathertight when closed. The means for
securing these doors weathertight should consist of gaskets and clamping devices or other
equivalent means and should be permanently attached to the bulkhead or to the doors themselves,
and should be so arranged that they can be operated from each side of the bulkhead. The
competent authority may, without prejudice to the safety of the crew, permit the doors to be
opened from one side only for freezer rooms, provided that a suitable alarm device is fitted to
prevent persons being trapped in those rooms.21
2.4.2 The height above deck of sills in those doorways, in companionways, erections and
machinery casings which give direct access to parts of the deck exposed to the weather and sea
should be at least 600 mm on the working deck and at least 300 mm on the superstructure deck.
Where operating experience has shown justification and on approval of the competent authority,
these heights, except in the doorways giving direct access to machinery spaces, may be reduced
to not less than 380 mm and 150 mm respectively.22
2.5 Hatchways closed by wood covers
2.5.1 The height above deck of hatchway coamings should be at least 600 mm on exposed parts
of the working deck and at least 300 mm on the superstructure deck.23
2.5.2 The finished thickness of wood hatchway covers should include an allowance for
abrasion due to rough handling. In any case, the finished thickness of these covers should be at
least 4 mm for each 100 mm of unsupported span subject to a minimum of 40 mm and the width
of their bearing surfaces should be at least 65 mm.24
2.5.3 Arrangements for securing wood hatchway covers weathertight should be provided to the
satisfaction of the competent authority.25
2.6 Hatchways closed by covers other than wood
2.6.1 The height above deck of hatchway coamings should be as specified in 2.5.1. Where
operating experience has shown justification and on the approval by the competent authority the
height of these coamings may be reduced, or the coamings omitted entirely, provided that the
safety of vessels is not thereby impaired. In this case, the hatchway openings should be kept as
small as practicable and the covers be permanently attached by hinges or equivalent means and

20

Please refer to Protocol Reg. II/3(2)).

Please refer to Protocol Reg. II/4(1)).
22
Please refer to Protocol Reg. II/4(2)).
23
Please refer to Protocol Reg. II/5(1)).
24
Please refer to Protocol Reg. II/5(2)).
25
Please refer to Protocol Reg. II/5(3)).
21

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be capable of being rapidly closed and battened down, or by equally effective arrangements to
the satisfaction of the competent authority.26
2.6.2 For the purpose of strength calculations, it should be assumed that hatchway covers are
subjected to the weight of cargo intended to be carried on them or to the following static loads,
whichever is the greater:
(a)

10.0 kN/m2 for vessels of 24 m in length;

(b)

17.0 kN/m2 for vessels of 100 m in length and over.

For intermediate lengths the load values should be determined by linear interpolation. The
competent authority may reduce the loads to not less than 75% of the above values for covers to
hatchways situated on the superstructure deck in a position abaft a point located 25L of the length
of the vessel measured from the forward perpendicular.27
2.6.3 Where covers are made of mild steel, the maximum stress calculated according to 2.6.2
multiplied by 4.25 should not exceed the minimum ultimate strength of the material. Under these
loads the deflections should not be more than 0.0028 times the span.28
2.6.4 Covers made of materials other than mild steel should be at least of equivalent strength to
those made of mild steel, and their construction should be of sufficient stiffness ensuring
weathertightness under the loads specified in 2.6.2.29
2.6.5 Covers should be fitted with clamping devices and gaskets sufficient to ensure
weathertightness, or other equivalent arrangements to the satisfaction of the competent
authority.30
2.7 Machinery space openings
2.7.1 Machinery space openings should be framed and enclosed by casings of a strength
equivalent to the adjacent superstructure. External access openings therein should be fitted with
doors complying with the requirements of section 2.4.31
2.7.2 Openings other than access openings should be fitted with covers of equivalent strength
to the unpierced structure, permanently attached thereto and capable of being closed
weathertight.32
2.8 Other deck openings
2.8.1 Where it is essential for fishing operations, flush deck scuttles of the screw, bayonet or
equivalent type and manholes may be fitted provided these are capable of being closed watertight
and such devices should be permanently attached to the structure. Having regard to the size and
26

Please refer to Protocol Reg. II/6(1)).

Please refer to Code 3.5.1 and Protocol Reg. II/6(2)).
28
Please refer to Code 3.5.2 and Protocol Reg. II/6(3)).
29
Please refer to Protocol Reg. II/6(4)).
30
Please refer to Code 3.5.4 and Protocol Reg. II/6(5)).
31
Please refer to Code 3.6.1 and Protocol Reg. II/7(1)).
32
Please refer to Code 3.6.2 and Protocol Reg. II/7(2)).
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disposition of the openings and the design of the closing devices, metal-to-metal closures may be
fitted if the competent authority is satisfied that they are effectively watertight.33
2.8.2 Openings other than hatchways, machinery space openings, manholes and flush scuttles
in the working or superstructure deck should be protected by enclosed structures fitted with
weathertight doors or their equivalent. Companionways should be situated as close as practicable
to the centreline of the vessel.34
2.9 Ventilators
2.9.1 In vessels of 45 m in length and over, the height above deck of ventilator coamings, other
than machinery space ventilator coamings, should be at least 900 mm on the working deck and at
least 760 mm on the superstructure deck. In vessels of less than 45 m in length, the height of
these coamings should be 760 mm and 450 mm respectively. The height above deck of
machinery space ventilator openings should be to the satisfaction of the competent authority.35
2.9.2 Coamings of ventilators should be of equivalent strength to the adjacent structure and
capable of being closed weathertight by closing appliances permanently attached to the ventilator
or adjacent structure. Where the coaming of any ventilator exceeds 900 mm in height it should be
specially supported.36
2.9.3 Closing appliances in vessels of 45 m in length and over need not be fitted to ventilators
the coamings of which extend to more than 4.5 m above the working deck or more than 2.3 m
above the superstructure deck unless specifically required by the competent authority. In vessels
of less than 45 m in length, closing appliances need not be fitted to ventilators the coamings of
which extend to more than 3.4 m above the working deck or more than 1.7 m above the
superstructure deck. If the competent authority is satisfied that it is unlikely that water will enter
the vessel through machinery space ventilators, closing appliances to such ventilators may be
omitted.37
2.10 Air pipes
2.10.1 Where air pipes to tanks and void spaces below deck extend above the working or the
superstructure decks, the exposed parts of the pipes should be of strength equivalent to the
adjacent structures and fitted with appropriate protection. Openings of air pipes should be
provided with means of closing, permanently attached to the pipe or adjacent structure.38
2.10.2 The height of air pipes above deck to the point where water may have access below
should be at least 760 mm on the working deck and at least 450 mm on the superstructure deck.
The competent authority may accept reduction of the height of an air pipe to avoid interference
with the fishing operations.39

33

Please refer to Code 3.7.1 and Protocol Reg. II/8(1)).

Please refer to Protocol Reg. II/8(2)).
35
Please refer to Protocol Reg. II/9(1)).
36
Please refer to Code 3.8.1 and Protocol Reg. II/9(2)).
37
Please refer to Code 3.8.2 and Protocol Reg. II/9(3)).
38
Please refer to Code 3.9 and Protocol Reg. II/10(1)).
39
Please refer to Protocol Reg. II/10(2)).
34

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2.11 Sounding devices
2.11.1 Sounding devices, to the satisfaction of the competent authority, should be fitted:
(a)

to the bilges of those compartments which are not readily accessible at all times
during the voyage; and

(b)

to all tanks and cofferdams.40

2.11.2 Where sounding pipes are fitted, their upper ends should be extended to a readily
accessible position and, where practicable, above the working deck. Their openings should be
provided with permanently attached means of closing. Sounding pipes which are not extended
above the working deck should be fitted with automatic self-closing devices.41
2.11.3 Sounding arrangements on service fuel oil tanks should be such that in the event of the
tanks being overfilled, spillage through the means of sounding cannot occur.42
2.11.4 Fuel oil tank sounding pipe openings should not be located in crew accommodation, but
may exceptionally be installed in passageways, in which case flush deck screwed caps should be
fitted.43
2.12 Sidescuttles and windows
2.12.1 Sidescuttles to spaces below the working deck and to spaces within the enclosed
structures on that deck should be fitted with hinged deadlights capable of being closed
watertight.44
2.12.2 No sidescuttle should be fitted in such a position that its sill is less than 500 mm above
the deepest operating waterline.45
2.12.3 Sidescuttles fitted less than 1000 mm above the deepest operating waterline should be of
the fixed type.46
2.12.4 Sidescuttles, together with their glasses and deadlights should be of an approved
construction. Those prone to be damaged by fishing gear should be suitably protected.47
2.12.5 Toughened safety glass or its equivalent should be used for the wheelhouse windows.48
2.12.6 The competent authority may accept sidescuttles and windows without deadlights in side
and aft bulkheads of deckhouses located on or above the working deck if satisfied that the safety
of the vessel will not be impaired.49
40

Please refer to Protocol Reg. II/11(1)).

Please refer to Protocol Reg. II/11(2)).
42
Please refer to Code 5.3.5.
43
Please refer to Code 5.3.7.
44
Please refer to Protocol Reg. II/12(1)).
45
Please refer to Protocol Reg. II/12(2)).
46
Please refer to Protocol Reg. II/12(3)).
47
Please refer to Protocol Reg. II/12(4)).
48
Please refer to Protocol Reg. II/12(5)).
49
Please refer to Protocol Reg. II/12(6)).
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2.13 Inlets and discharges
2.13.1 Discharges led through the shell either from spaces below the working deck or from
within enclosed superstructures or deckhouses on the working deck fitted with doors complying
with the requirements of 4 should be fitted with accessible means for preventing water from
passing inboard. Normally each separate discharge should have an automatic non-return valve
with a positive means of closing it from an accessible position. Such a valve is not required if the
competent authority considers that the entry of water into the vessel through the opening is not
likely to lead to dangerous flooding and that the thickness of the piping is sufficient. The means
for operating the positive action valve should be provided with an indicator showing whether the
valve is open or closed.50
2.13.2 In manned machinery spaces main and auxiliary sea inlets and discharges essential for
the operation of machinery may be controlled locally. The controls should be accessible and
should be provided with indicators showing whether the valves are open or closed.51
2.13.3 Fittings attached to the shell and the valves required by this regulation should be of steel,
bronze or other approved ductile material. All pipes between the shell and the valves should be
of steel, except that in spaces other than machinery spaces of vessels constructed of material
other than steel the competent authority may approve the use of other materials.52
2.14 Freeing ports
2.14.1 Where bulwarks on weather parts of the working deck form wells, the minimum freeing
port area (A) in m2, on each side of the vessel for each well on the working deck should be
determined in relation to the length (l) and height of bulwark in the well as follows:
(a)

A = 0.07l
(l need not be taken as greater than 0.7L).

(b)

(i)

Where the bulwark is more than 1 200 mm in average height the required
area should be increased by 0.004 m2 per metre of length of well for each
100 mm difference in height.

(ii)

Where the bulwark is less than 900 mm in average height, the required
area may be decreased by 0.004 m2 per metre of length of well for each
100 mm difference in height.53

2.14.2 The freeing port area calculated according to paragraph (1) should be increased where
the competent authority considers that the vessel's sheer is not sufficient to ensure that the deck is
rapidly and effectively freed of water.54

50

Please refer to Code 3.12.1 and Protocol Reg. II/13(1)).

Please refer to Code 3.12.2 and Protocol Reg. II/13(2)).
52
Please refer to Code 3.12.4 and Protocol Reg. II/13(3)).
53
Please refer to Code 3.14.1 and Protocol Reg. II/14(1)).
54
Please refer to Code 3.14.2 and Protocol Reg. II/14(2)).
51

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2.14.3 Subject to the approval of the competent authority the minimum freeing port area for
each well on the superstructure deck should be not less than one-half the area (A) given in
2.14.7.55
2.14.4 Freeing ports should be so arranged along the length of bulwarks as to ensure that the
deck is freed of water most rapidly and effectively. Lower edges of freeing ports should be as
near the deck as practicable.56
2.14.5 Poundboards and means for stowage of the fishing gear should be arranged so that the
effectiveness of freeing ports will not be impaired. Poundboards should be so constructed that
they can be locked in position when in use and should not hamper the discharge of shipped
water.57
2.14.6 Freeing ports over 300 mm in depth should be fitted with bars spaced not more than
230 mm nor less than 150 mm apart of provided with other suitable protective arrangements.
Freeing port covers, if fitted, should be of approved construction. If devices are considered
necessary for locking freeing port covers during fishing operations they should be to the
satisfaction of the competent authority and easily operable from a readily accessible position.58
2.14.7 In vessels intended to operate in areas subject to icing, covers and protective
arrangements for freeing ports should be capable of being easily removed to restrict ice accretion.
The size of openings and means provided for removal of these protective arrangements should be
to the satisfaction of the competent authority.59
2.15 Anchor and mooring equipment
Anchor equipment designed for quick and safe operation should be provided which should
consist of anchoring equipment, anchor chains or wire ropes, stoppers and a windlass or other
arrangements for dropping and hoisting the anchor and for holding the vessel at anchor in all
foreseeable service conditions. Vessels should also be provided with adequate mooring
equipment for safe mooring in all operating conditions. Anchoring and mooring equipment
should be to the satisfaction of the competent authority*.
2.16 Working deck within an enclosed superstructure
2.16.1 Such decks should be fitted with an efficient drainage system having an appropriate
drainage capacity to dispose of washing water and fish guts.60
2.16.2 All openings necessary for fishing operations should be provided with means for quick
and efficient closure by one person.61

55

Please refer to Code 3.14.3 and Protocol Reg. II/14(3)).

Please refer to Code 3.14.4 and Protocol Reg. II/14(4)).
57
Please refer to Code 3.14.6 and Protocol Reg. II/14(5)).
58
Please refer to Protocol Reg. II/14(6)).
59
Please refer to Code 3.14.7 and Protocol Reg. II/14(7)).
*
See Annex II, Recommended Practice for Anchor and Mooring Equipment
60
Please refer to EC Directive 97/70, Reg. II/16.1, Annex IV.
61
Please refer to EC Directive 97/70, Reg. II/16.2, Annex IV.
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2.16.3 Where the catch is brought on to such decks for handling or processing, the catch should
be placed in a pound. Such pounds should comply with 3.11. An efficient drainage system should
be fitted. Adequate protection against inadvertent influx of water to the working deck should be
provided.62
2.16.4 At least two exits from such decks should be provided.63
2.16.5 The clear headroom in the working space should at all points be to the satisfaction of the
competent authority.64
2.16.6 A fixed ventilation system providing sufficient changes of air per hour should be
provided.65
2.17 Tanks for fish in refrigerated (RSW) or chilled (CSW) sea water
2.17.1 If RSW or CSW-tanks or similar tank systems are used, such tanks should be provided
with a separate, permanently fitted arrangement for the filling and emptying of seawater.66
2.17.2 If such tanks are to be used also for carrying dry cargo, the tanks should be arranged with
a bilge system and provided with adequate means to avoid ingress of water from the bilge system
into the tanks.67

62

Please refer to EC Directive 97/70, Reg. II/16.3, Annex IV and Reg. III/11.
Please refer to EC Directive 97/70, Reg. II/16.4, Annex IV.
64
Please refer to EC Directive 97/70, Reg. II/16.5, Annex IV amended by WG.
65
Please refer to EC Directive 97/70, Reg. II/16.6, Annex IV amended by WG.
66
Please refer to EC Directive 97/70, Reg. II/18.1, Annex IV.
67
Please refer to EC Directive 97/70, Reg. II/18.2, Annex IV.
63

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CHAPTER III
STABILITY AND ASSOCIATED SEAWORTHINESS
3.1 General
3.1.1 Vessels should be so designed and constructed that the requirements of this chapter will
be satisfied in the operating conditions referred to in 3.7. Calculations of the righting lever curves
should be to the satisfaction of the competent authority.*68
3.1.2 Wherever practicable, guidance should be provided for an approximate determination of
the vessels stability by means of the rolling period test including values of rolling coefficients
particular to the vessel.** A suggested form for such guidance is shown at the Appendix to the
Memorandum to competent authorities in this respect reproduced at Annex III to this Part of the
Code.69
3.2 Stability criteria
3.2.1 The following minimum stability criteria should be applied unless the competent
authority is satisfied that operating experience justifies departure therefrom:
(i)

The area under the righting lever curve (GZ curve) should not be less than 0.055
m-rad up to 30 angle of heel and not less than 0.090 m-rad up to 40 or the angle
of flooding f if this angle is less than 40. Additionally, the area under the GZ
curve between the angles of heel of 30 and 40 or between 30 and f, if this
angle is less than 40 should not be less than 0.030 m-rad. f is the angle of heel
at which openings in the hull, superstructures or deckhouses which cannot be
closed watertight commence to immerse. In applying this criterion, small
openings through which progressive flooding cannot take place need not be
considered as open;

(ii)

the righting lever GZ should be at least 200 mm at an angle of heel equal to or

greater than 30;

(iii) the maximum righting lever GZmax should occur at an angle of heel preferably
exceeding 30 but not less than 25; and
(iv) the initial metacentric height GM0 should not be less than 350 mm for single deck
vessels. In vessels with complete superstructure or vessels of 70 m in length and
over the metacentric height may be reduced to the satisfaction of the competent
authority but in no case should be less than 150 mm.70

See the Calculation of stability curves and the Effect of free surfaces of liquids in tanks contained in paragraphs 3.6
and 3.3 respectively of the Code on Intact Stability adopted by the Organization by resolution A.749(18) as amended
[by resolution MSC.75(69)] and the Code of Practice concerning the Accuracy of Stability Information for Fishing
Vessels adopted by the Organization by resolution A.267(VIII).
68
Please refer to regulation III/1 of the Protocol.
**
See the Determination of ships stability by means of rolling period test (for ships up to 70 m in length) contained
in annex 3 of the Code on Intact Stability adopted by the Organization by resolution A.749(18) as amended [by
resolution MSC.75(69)].
69
Please refer to paragraph 4.1.4 of the existing Code.
70
Please refer to paragraph 4.2.1 of the existing Code and to regulation III/2(1) of the Protocol.
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3.2.2 Where arrangements other than bilge keel are provided to limit the angles of roll, the
competent authority should be satisfied that the stability criteria given in 3.2.1 are maintained in
all operating conditions.71
3.2.3 Where ballast is provided to ensure compliance with 3.2.1, its nature and arrangement
should be to the satisfaction of the competent authority.72
3.2.4 It should be ensured that stability characteristics of the vessel will not produce
acceleration forces which could be prejudicial to the safety of the vessel and crew.73
3.2.5 For a vessel with L less than 30 m for which, by reason of insufficient stability data, 3.2.1
cannot be applied, the following formula for the minimum metacentric height GMmin for all
operating conditions should be used as the criterion:*
2

f min
B
s
f min
GM min = 0.53 + 2 B 0.075 0.37
+ 0.82
0.014 0.032
B
B
D
L

where:
L, B, D and fmin in m are as defined in 1.2.1 (x) to (xvii);
and
s = Actual length in m of a superstructure as defined in 1.2.1 (xxiii).

The formula is applicable for vessels having:

(i)

min

between 0.02 and 0.20;

(ii)

s
smaller than 0.60;
L

(iii)

B
between 1.75 and 2.15;
D

(iv)

sheer fore and aft at least equal to or exceeding the standard sheer prescribed in
Regulation 38(8) of the International convention on Load Lines, 1966;

(v)

height of superstructure included in the calculation not less than 1.8 m.

For vessels with parameters outside of the above limits the formula should be applied with
special care.74
71

Please refer to regulation III/2(2) of the Protocol.

Please refer to regulation III/2(3) of the Protocol.
73
Please refer to paragraph 4.2.2 of the existing Code.
*
See the Recommendation for an interim simplified stability criterion for decked fishing vessels under 30 m in
length contained in paragraph 4.2.6 of the Code on Intact Stability adopted by the Organization by resolution
A.749(18) as amended [by resolution MSC.75(69)].
74
Please refer to paragraph 4.2.6.1 of the IS Code.
72

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3.2.6 The above formula is not intended as a replacement for the basic criteria given in 3.2.1
and 3.5 but is to be used only if circumstances are such that cross-curves of stability, KM curve
and subsequent GZ curves are not and cannot be made available for judging a particular vessels
stability.75
3.2.7 The calculated value of GMmin should be compared with actual GM values of the vessel
in all loading conditions. If a rolling test (see section 7.6 of the IS Code), an inclining
experiment based on estimated displacement, or another approximate method of determining the
actual GM is used, a safety margin should be added to the calculated GMmin.76
3.3 Flooding of fish-holds
The angle of heel at which progressive flooding of fish-holds could occur through hatches which
remain open during fishing operations and which cannot rapidly be closed should be at least 20
unless the stability criteria of 3.2.1 can be satisfied with the respective fish-holds partially or
completely flooded.77
3.4 Particular fishing methods
Vessels engaged in particular fishing methods where additional external forces are imposed on
the vessel during fishing operations, should meet the stability criteria of 3.2.1 increased, if
necessary, to the satisfaction of the competent authority.78
3.5 Severe wind and rolling
Vessels should be able to withstand, to the satisfaction of the competent authority, the effect of
severe wind and rolling in associated sea conditions taking account of the seasonal weather
conditions, the sea states in which the vessel will operate, the type of vessel and its mode of
operation.*79
3.6 Water on deck
Vessels should be able to withstand, to the satisfaction of the competent authority, the effect of
water on deck, taking account of the seasonal weather conditions, the sea states in which the
vessel will operate, the type of vessel and its mode of operation.**80
3.7 Operating conditions
3.7.1 The number and type of operating conditions to be considered should be to the
satisfaction of the competent authority and should include the following:
75

Please refer to paragraph 4.2.6.2 of the IS Code.

Please refer to paragraph 4.2.6.3 of the IS Code.
77
Please refer to regulation III/3 of the Protocol.
78
Please refer to regulation III/4 of the Protocol.
*
See the Severe wind and rolling criterion (weather criterion) for fishing vessels contained in paragraph 4.2.4 of the
Code on Intact Stability adopted by the Organization by resolution A.749(18) as amended [by resolution
MSC.75(69)].
79
Please refer to regulation III/5 of the Protocol.
**
See the Guidance on a Method of Calculation of the Effect of Water on Deck contained in recommendation 1 of
attachment 3 to the Final Act of the Conference.
80
Please refer to regulation III/6 of the Protocol.
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(i)

departure for the fishing grounds with full fuel, stores, ice, fishing gear, etc.;

(ii)

departure from the fishing grounds with full catch;

(iii) arrival at home port with full catch and 10% stores, fuel, etc.; and
(iv) arrival at home port with 10% stores, fuel, etc. and a minimum catch, which
should normally be 20% of full catch but may be up to 40% provided the
competent authority is satisfied that operating patterns justify such a value.81
3.7.2 In addition to the specific operating conditions given in 3.7.1 the competent authority
should also be satisfied that the minimum stability criteria given in 3.2 are met under all other
actual operating conditions including those which produce the lowest values of the stability
parameters contained in these criteria. The competent authority should also be satisfied that
those special conditions associated with a change in the vessel's mode or areas of operation
which affect the stability considerations of this chapter are taken into account.82
3.7.3 Concerning the conditions referred to in 3.7.1, the calculations should include the
following:
(i)

allowance for the weight of the wet fishing nets and tackle, etc. on deck;

(ii)

allowance for ice accretion, if anticipated, in accordance with 3.8.

(iii) homogeneous distribution of the catch, unless this is inconsistent with practice;
(iv)

catch on deck, if anticipated, in operating conditions referred to in 3.7.1 (ii) and

(iii) and 3.7.2;

(v)

water ballast if carried either in tanks which are especially provided for this
purpose or in other tanks also equipped for carrying water ballast; and

(vi) allowance for the free surface effect of liquids and, if applicable, catch carried.83
3.8 Ice accretion
3.8.1 For vessels operating in areas where ice accretion is likely to occur the following icing
allowance should be made in the stability calculations:*
(i)

30 kg/m2 on exposed weather decks and gangways ;

81

Please refer to paragraph 4.6.1 of the existing Code and to regulation III/7(1) of the Protocol.
Please refer to regulation III/7(2) of the Protocol.
83
Please refer to paragraph 4.6.2 of the existing Code and to regulation III/7(3) of the Protocol.
*
For sea areas where ice accretion may occur and modifications of the icing allowance are suggested, see the
Guidance Relating to Ice Accretion contained in recommendation 2 of attachment 3 to the Final Act of the
Conference. See also the Icing consideration and the Recommendation for skippers of fishing vessels on ensuring a
vessels endurance in conditions of ice formation contained in chapter 5[, in particular paragraph 5.3,] and Annex 2
respectively of the Code on Intact Stability adopted by the Organization by resolution A.749(18) as amended [by
resolution MSC.75(69)].
82

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(ii)

7.5 kg/m2 for the projected lateral area of each side of the vessel above the waterplane ;

(iii) the projected lateral area of discontinuous surfaces of rail, spars (except masts)
and rigging of vessels having no sails and the projected lateral area of other small
objects should be computed by increasing the total projected area of continuous
surfaces by 5% and the static moments of this area by 10%.84
3.8.2 The height of the centre of gravity of ice accretion should be calculated according to the
position of corresponding parts of the decks and gangways and other continuous surfaces on
which ice can accumulate.85
3.8.3

Vessels intended for operation in areas where ice accretion is known to occur should be:
(a)

designed to minimize the accretion of ice; and

(b)

equipped with such means for removing ice as the competent authority may
require.86

3.9 Inclining test*

3.9.1 Every vessel should undergo an inclining test upon its completion and the actual
displacement and position of the centre of gravity should be determined for the light ship
condition.87
3.9.2 Where alterations are made to a vessel affecting its light ship condition and the position
of the centre of gravity, the vessel should, if the competent authority considers this necessary, be
re-inclined and the stability information revised.88
3.9.3 The competent authority may allow the inclining test of an individual vessel to be
dispensed with, provided basic stability data are available from the inclining test of a sister
vessel, and it is shown to the satisfaction of the competent authority that reliable stability
information for the exempted vessel can be obtained from such basic data.89
3.10 Stability information
3.10.1 Suitable stability information should be supplied to enable the skipper to assess with ease
and certainty the stability of the vessel under various operating conditions.** Such information
84

Please refer to paragraph 4.7.1 and 4.7.4 of the existing Code and to regulation III/8(1) of the Protocol.
Please refer to paragraph 4.7.3 of the existing Code.
86
Please refer to regulation III/8(2) of the Protocol.
*
See also the Determination of light-ship displacement and centres of gravity and the Detailed guidance for the
conduct of an inclining test contained in chapter 7 and Annex 1 respectively of the Code on Intact Stability adopted
by the Organization by resolution A.749(18) as amended [by resolution MSC.75(69)].
87
Please refer to paragraph 4.3.1 of the existing Code and to regulation III/9(1) of the Protocol.
88
Please refer to paragraph 4.3.1 of the existing Code and to regulation III/9(2) of the Protocol.
89
Please refer to paragraph 4.3.2 of the existing Code and to regulation III/9(1) of the Protocol.
**
See the Guidance on Stability Information contained in recommendation 3 of attachment 3 to the Final Act of the
Conference. See also the General provisions against capsizing and information for the master contained in chapter 2
of the Code on Intact Stability adopted by the Organization by resolution A.749(18) as amended [by resolution
MSC.75(69)].
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should include specific instructions to the skipper warning him of those operating conditions
which could adversely affect either the stability or the trim of the vessel. A copy of the stability
information should be submitted to the competent authority for approval.*90
3.10.2 The approved stability information should be kept on board, readily accessible at all times
and inspected at the periodical surveys of the vessel to ensure that it has been approved for the
actual operating conditions.91
3.10.3 Where alterations are made to a vessel affecting its stability, revised stability calculations
should be prepared and submitted to the competent authority for approval. If the competent
authority decides that the stability information must be revised, the new information should be
supplied to the skipper and the superseded information removed.92
3.10.4 Scales indicating the vessels draught should be permanently marked on both sides of the
stem and stern. These scales should be measured perpendicularly from a datum line which will
lie along, or be a projection of, the lower extremity of the keel or other appendage. Numbers
0.10 m in the vertical plane should be marked on the scale, the lower edge of each number
indicating the draught in m. Between the numbers lines should be marked, parallel to the datum,
at intervals of 0.10 m. The skipper should be provided with information defining the position of
the datum line and instructions regarding the use of observed draughts.93
3.11 Portable fish-hold divisions
The catch should be properly secured against shifting which could cause dangerous trim or heel
of the vessel. Recommended practice on portable fish-hold divisions is given in Annex IV**. The
scantlings of portable fish-hold divisions, if fitted, should be to the satisfaction of the competent
authority.94
3.12 Bow height
The bow height should be sufficient, to the satisfaction of the competent authority, to prevent the
excessive shipping of water and should be determined taking account of the seasonal weather
conditions, the sea states in which the vessel will operate, the type of vessel and its mode of
operation.
3.13 Maximum permissible operating draught
3.13.1 A maximum permissible operating draught should be approved by the competent
authority and should be such that, in the associated operating condition, the stability criteria of
this chapter and the requirements of chapters II and VI as appropriate are satisfied.95
*

See the Code of Practice concerning the Accuracy of Stability Information for Fishing Vessels adopted by the
Organization by resolution A.267(VIII).
90
Please refer to regulation III/10(1) of the Protocol.
91
Please refer to regulation III/10(2) of the Protocol.
92
Please refer to paragraph 4.4.4 of the existing Code and to regulation III/10(3) of the Protocol.
93
Please refer to paragraph 4.4.3 of the existing Code.
**
See appendix V of the Recommendation on Intact Stability of Fishing Vessels adopted by the Organization by
resolution A.168(ES.IV), as amended by resolution A.268(VIII).
94
Please refer to paragraph 4.9 of the existing Code and to regulation III/11 of the Protocol.
95
Please refer to regulation III/13 of the Protocol.
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3.13.2 The maximum permissible operating draught should be marked on each side of the vessel.
The location of the maximum permissible operating draught mark should be indicated on one of
the safety certificates for the vessel.96
3.14 Subdivision and damage stability
Vessels of 100 m in length and over, where the total number of persons carried is 100 or more,
should be capable, to the satisfaction of the competent authority, of remaining afloat with
positive stability, after the flooding of any one compartment assumed damaged, having regard to
the type of vessel, the intended service and area of operation. *97
ANNEX [III]
MEMORANDUM TO COMPETENT AUTHORITIES ON AN APPROPRIATE
DETERMINATION ON VESSELS STABILITY BY MEANS OF THE ROLLING PERIOD
TESTS
(for vessels up to 70 m in length)**98
ANNEX [IV]
RECOMMENDED PRACTICE ON PORTABLE FISH-HOLD DIVISIONS***99

96

Proposal by the Russian Federation.

See the Guidance on Subdivis ion and Damage Stability Calculation contained in recommendation 5 of
attachment 3 to the Final Act of the Conference.
97
Please refer to regulation III/14 of the Protocol.
**
See the Determination of ships stability by means of rolling period test (for ships up to 70 m in length) contained
in annex 3 of the Code on Intact Stability adopted by the Organization by resolution A.749(18) as amended [by
resolution MSC.75(69)].
98
Please refer to Annex III of the existing Code. Please note that if the content of this annex is retained in the
revised Code, the text should be taken from the IS Code.
***
See appendix V of the Recommendation on Intact Stability of Fishing Vessels adopted by the Organization by
resolution A.168(ES.IV), as amended by resolution A.268(VIII).
99
Please refer to Annex IV of the existing Code.
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CHAPTER IV
MACHINERY AND ELECTRICAL INSTALLATIONS AND PERIODICALLY
UNATTENDED MACHINERY SPACES
PART A GENERAL
4.1 Definitions
(1)

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

(2)

"Auxiliary means of activating the rudder" is the equipment which is provided for
effecting movement of the rudder for the purpose of steering the vessel in the event of
failure of the main steering gear.

(3)

''Steering gear power unit" means in the case of:

(a)

electric steering gear , an electric motor and its associated electrical equipment;

(b)

electro-hydraulic steering gear, an electric motor and its , associated electrical

equipment and connected pump, and

(c)

other hydraulic steering gear, a driving engine and connected pump.

(4)

"Maximum ahead service speed'' is the greatest speed which the vessel is designed to
maintain in service at sea at its maximum permissible operating draught.

(5)

"Maximum astern speed'' is the speed which it is estimated the vessel can attain at the
designed maximum astern power at its maximum permissible operating draught.

(6)

"Fuel oil unit" is the equipment used for the preparation of fuel oil for delivery to an oilfired boiler, or equipment used for the preparation of oil for delivery to an internal
combustion engine, and includes any oil pressure pumps, filters end heaters dealing with
oil at a pressure greater than 0.18 newtons per mm2.

(7)

"Normal operational and habitable conditions" means conditions under which the vessel
as a whole, its machinery services, means of main and auxiliary propulsion, steering gear
and associated equipment, aids to safe navigation and to limit the risks of fire and
flooding, internal and external means of communicating and signalling, means of escape
and winches for rescue boats, are in proper working order and the minimum comfortable
conditions of habitability are satisfactory.

(8)

"Dead vessel condition" is the condition under which the main propulsion plant boilers
and auxiliaries are not in operation due to the absence of power.

(9)

"Main switchboard" is a switchboard directly supplied by the main source electrical

power and intended to distribute electrical energy.

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(10)

"Periodically unattended machinery spaces" means those spaces containing main

propulsion and associated machinery and all sources of main electrical supply which are
not at all times manned under all operating conditions, including manoeuvring. 100

4.2 General
Machinery installations
4.2.1 Main propulsion, control, steam [and hydraulic]101 pipe, fuel oil, compressed air,
electrical and refrigeration systems, auxiliary machinery, boilers and other pressure vessels,
piping and pumping management, steering equipment and gears, shafts and couplings for power
transmission should be designed, constructed, tested, installed and serviced to the satisfaction of
the competent authority. This machinery and equipment, as well as lifting gear, winches, fish
handling and fish processing equipment should be protected so as to reduce to a minimum any
danger to persons on board. Special attention should be paid to moving parts, hot surfaces and
other dangers.102
4.2.2 Machinery spaces should be so designed as to provide safe and free access to all
machinery and its controls as well as to any other parts which may require servicing. Such spaces
should be adequately ventilated.103 104
4.2.3.1 Means should be provided whereby the operational capability of the propulsion
machinery can be sustained or restored even though one of the essential auxiliaries becomes
inoperative. Special consideration should be given to the functioning of:
.1

the arrangements which supply fuel oil pressure for main propulsion machinery;

.2

the normal sources of lubricating oil pressure;

.3

the hydraulic, pneumatic and electrical means for the control of main propulsion
machinery including controllable pitch propellers;

.4

the sources of water pressure for main propulsion cooling systems; and

.5

an air compressor and an air receiver for starting or control purposes, provided
that the competent authority may, having regard to overall safety considerations,
accept a partial reduction in capability in lieu of full normal operation. 105

4.2.3.2 In vessels of 45106 m in length and over, means should be provided whereby the
machinery can be brought into operation from the dead vessel condition without external aid. 107

100

Please refer to regulation IV/(2) of the Protocol.

Proposal by ICFTU.
102
Please refer to 2.1.1 of Asian Guidelines.
103
Please refer to 2.1.2 of Asian Guidelines.
104
Comment by FAO: Retain the value of 600mm as minimum clearance included in the existing Code.
105
Please refer to 2.1.3 of Asian Guidelines.
106
Comment by FAO: This paragraph should apply down to 24m in length.
107
Please refer to regulation IV/3(5) of the Protocol.
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4.2.4 Main propulsion machinery and all auxiliary machinery essential to the propulsion and
the safety of the vessel should, as fitted, be capable of operating whether the vessel is upright or
listed up to 15 degrees either way under static conditions and up to 22.5 degrees either way under
dynamic conditions, i.e. when rolling either way and simultaneously pitching (inclined
dynamically) up to 7.5 degrees by bow or stern. The competent authority may permit deviation
from these angles, taking into consideration the type, size and service conditions of the vessel. 108
4.2.5 Special consideration should be given to the design, construction and installation of
propulsion machinery systems so that any mode of their vibrations should not cause undue
stresses in such machinery systems in the normal operating ranges. 109
4.2.6 All controls for operating the machinery and equipment, measuring devices, pumping
systems and arrangements, valves, cocks, airpipes, inlets, sounders, switches, etc. should be
permanently marked with appropriate inscriptions clearly showing their purpose. Pipes should
preferably be marked by appropriate colors to indicate their purpose. All handwheels should be
marked with pointers showing the direction of turning, which generally should be clockwise for
closure.110
4.2.7 Steam fittings, steam pipes and exhaust pipes and other hot surfaces within reach of
personnel should be properly insulated or otherwise protected to prevent accidents or burns. Hot
surfaces which could cause ignition should be protected from all possible contacts with
combustible liquid.111
4.2.8 Railings on gratings in the machinery spaces should consist of a handrail and guard rail
where practicable, toe boards approximately 60 mm high should be affixed to the edge of all
gratings where appropriate.112
4.2.9 Openings to machinery space bilges should be properly guarded with handrails and toe
boards or gratings.113
4.2.10 Floor plates should be properly fitted and secured in place and should have a non-slip
surface where practicable.114
4.2.11 Machinery space ladders should be fitted with non-slip treads and well maintained.
Adequate handrails should be provided.115
4.2.12 Spare parts and stores should be provided to the satisfaction of the competent authority.
Adequate facilities should be provided for the safe stowage of spare parts and stores.116
4.2.13 Information on operation and maintenance of machinery and boilers, usage of fuels and
lubricating oils should be provided.117
108

Please refer to 2.1.4 of Asian Guidelines.

Please refer to 2.1.5 of Asian Guidelines.
110
Please refer to 5.1.3 of existing Code.
111
Please refer to 5.1.4 of existing Code.
112
Please refer to 5.1.5 of existing Code.
113
Please refer to 5.1.6 of existing Code.
114
Please refer to 5.1.8 of existing Code.
115
Please refer to 5.1.9 of existing Code.
116
Please refer to 5.1.10 of existing Code.
117
Please refer to 5.2.2 of existing Code.
109

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4.2.14 Water-level indicators, pressure gauges and other measuring devices should be so
installed and illuminated as to be readily visible.118
Electrical installations
4.2.15 The design and construction of electrical installations should be such as to provide:
.1

the services necessary to maintain the vessel in normal operational and habitable
conditions without having recourse to an emergency source of power;

.2

the services essential to safety when failure of the main source of electrical power
occurs; and

.3

protection of the crew and vessel from electrical hazards. 119

4.2.16 The competent authority should be satisfied that 4.16 to 4.18 are uniformly implemented
and applied. 120
Periodically unattended machinery spaces
4.2.17 In addition to 4.2 to 4.18 and chapter V, the provisions of 4.19 to 4.23 should apply to
vessels with periodically unattended machinery spaces. 121
4.2.18 Measures should be taken to the satisfaction of the competent authority to ensure that all
equipment is functioning in a reliable manner in all operating conditions, including manoeuvring,
and that arrangements to the satisfaction of the competent authority are made for regular
inspections and routine tests to ensure continuous reliable operation. 122
4.2.19 Vessels should be provided with documentary evidence to the satisfaction of the
competent authority of their fitness to operate with periodically unattended machinery spaces 123
PART B - MACHINERY INSTALLATIONS
4.3 Machinery[[ and boilers]]124
4.3.1 Main and auxiliary machinery essential for the propulsion and safety of the vessel should
be provided with effective means of control.125
4.3.2 Where main or auxiliary machinery including pressure vessels or any parts of such
machinery are subject to internal pressure and may be subject to dangerous overpressure, means
should be provided, where applicable, which will protect against such excessive pressure.126
118

Please refer to 5.2.5 of existing Code.

Please refer to 2.1.6 of Asian Guidelines.
120
Please refer to 2.1.3 of Asian Guidelines.
121
Please refer to 2.1.8 of Asian Guidelines.
122
Please refer to 2.1.9 of Asian Guidelines.
123
Please refer to 2.1.10 of Asian Guidelines.
124
Proposal by FAO to delete.
125
Please refer to 2.2.1 of Asian Guidelines.
126
Please refer to 2.2.3 of Asian Guidelines.
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4.3.3 All gearing and every shaft and coupling used for transmission of power to machinery
essential for the propulsions and safety of the vessel or the safety of persons on board should be
so designed and constructed that it will withstand the maximum working stresses to which it may
be subjected in all service conditions. Due consideration should be given to the type of engines
by which it is driven or of which it forms part.127
4.3.4 Main propulsion machinery and, where applicable, auxiliary machinery should be
provided with automatic shut-off arrangements in the case of failures, such as lubricating oil
supply failure, which could lead rapidly to damage, complete breakdown or explosion. As
advance alarm should also be provided so that warning is given before automatic shut-off but the
competent authority may permit provisions for overriding automatic shut-off devices. The
competent authority may also permit relaxation of the provisions of this paragraph, giving
consideration to the type of vessel or its specific service.128
4.3.5 Bars used on flywheels to turn machinery over by hand should be so constructed as to
facilitate easy withdrawal from the flywheel's recess if the engine should recoil. Hand cranks for
engines should be designed to be thrown out instantly when the engine starts.129
4.4 Means of going astern
4.4.1 Vessels should have sufficient power for going astern to secure proper control of the
vessel in all normal circumstances.130
4.4.2 The ability of the machinery to reverse the direction of thrust of the propeller in sufficient
time and so to bring the vessel to rest within a reasonable distance from maximum ahead service
speed should be demonstrated at sea. 131
4.5 Steam boilers, feed systems and steam piping arrangements
4.5.1 Every steam boiler and every unfired steam generator should be provided with not less
than two safety valves of adequate capacity. Provided that the competent authority may, having
regard to the output or any other features of any steam boiler or unfired steam generator, permit
only one safety valve to be fitted if satisfied that adequate protection against overpressure is
thereby provided.132
4.5.2 Every oil-fired steam boiler which is intended to operate without manual supervision
should have safety arrangements which shut off the fuel supply and give an alarm in the case of
low water level, air supply failure or flame failure.133
4.5.3 The competent authority should give special consideration to steam boiler installations to
ensure that feed systems, monitoring devices, and safety provisions are adequate in all respects to
ensure the safety of boilers, steam pressure vessels and steam piping arrangements.134
127

Please refer to 2.2.4 of Asian Guidelines.

Please refer to 2.2.5 of Asian Guidelines.
129
Please refer to 5.2.4 of existing Code.
130
Please refer to 2.3.1 of Asian Guidelines.
131
Please refer to 2.3.2 of Asian Guidelines.
132
Please refer to 2.4.1 of Asian Guidelines.
133
Please refer to 2.4.2 of Asian Guidelines.
134
Please refer to 2.4.3 of Asian Guidelines.
128

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4.5.4 Auxiliary boilers operating on fuel oil which are located outside any enclosures on the
platforms or tween-decks should be protected with oil-tight coamings of a height of
approximately 200 mm.135
4.5.5 Copper pipes used in steam supply and exhaust systems should be seamless
(4.4.5-4.4.13136).
4.5.6 Main and auxiliary steam stop valves should be arranged to seat against boiler pressure.
4.5.7 Steam supply and exhaust pipes should not be led through coal bunkers or dry cargo
spaces unless approved by the competent authority, in which case they should be substantially
encased for protection against mechanical injury. In vessels built of material other than steel,
steam supply and exhaust piping should be insulated so that materials adjacent thereto are neither
ignited nor rendered ineffective by heat.
4.5.8 Where more than one power boiler is fitted, the auxiliary steam piping should be so
arranged that steam for whistle, steering gear, and electric lighting plant can be supplied from
any power boiler.
4.5.9

Suitable drains should be provided at low points of piping systems.

4.5.10 Where positive shut-off valves are fitted in exhaust lines of machinery and the exhaust
lines are not designed for the maximum inlet pressure, relief valves of sufficient capacity should
be fitted between machinery exhaust and shut-off valves.
4.5.11 A sentinel relief valve or other warning device fitted on the engine or turbine exhaust may
be permitted by the competent authority as a substitute for a relief valve, provided that a back
pressure trip device is installed which will close the inlet valve when the exhaust side of the
system is subjected to pressure exceeding the maximum allowable working pressure.
4.5.12 Shore steam connexions should, where necessary, be fitted with reduction and relief
valves set at a pressure not exceeding the design pressure of the piping.
4.5.13 Hot water heating systems should be designed as independent systems and approved by
the competent authority.
4.6 Communication between the wheelhouse and machinery space
Two separate means of communication between the wheelhouse and the machinery space control
platform should be provided, one of the means should be an engine-room telegraph. However, in
vessels of less than 45 meters in length, where the propulsion machinery is directly controlled
from the wheelhouse, the competent authority may accept only one means of communication
other than an engine room telegraph.137 [Due account should be taken of the noise level in the
engine room when selecting and locating these means of communication.]138

135

Please refer to 5.2.6 of existing Code.

Please refer to 5.5 of existing Code.
137
Please refer to 2.5 of Asian Guidelines and to regulation IV/7 of the Protocol.
138
This sentence is proposed by FAO.
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4.7 Wheelhouse control of propulsion machinery139
4.7.1 Where remote control of propulsion machinery is provided from the wheelhouse, the
following should apply:

139

.1

under all operating conditions, including manoeuvring, the speed, direction of

thrust and, if applicable, the pitch of the propeller should be fully controllable
from the wheelhouse;

.2

the remote control referred to in 4.7.1.1 should be performed by means of a

control device to the satisfaction of the competent authority with, where
necessary, means of preventing overload of the propulsion machinery;

.3

the main propulsion machinery should be provided with an emergency stopping

device in the wheelhouse and independent from the wheelhouse control system
referred to in 4.7.1.1;

.4

remote control of the propulsion machinery should be possible only from one
station at a time: at any control station interlocked control units may be permitted.
There should be at each station an indicator showing which station is in control of
the propulsion machinery. The transfer of control between the wheelhouse and
machinery spaces should be possible only in the machinery space or control room.
The competent authority may permit the control station in the machinery space to
be an emergency station only, provided that the monitoring and control in the
wheelhouse is adequate;

.5

for vessels of 37 m in length and over, indicators should be fitted in the

wheelhouse for:
.5.1

propeller speed and direction in the case of fixed propellers;

.5.2

propeller speed and pitch position in the case of controllable pitch

propellers; and

.5.3

advance alarm as required in 4.3.4;

.6

it should be possible to control the propulsion machinery locally even in the case
of failure in any part of the remote control system;

.7

unless the competent authority considers it impracticable, the design of the remote
control system should be such that if it fails an alarm will be given and the pre-set
speed and direction of thrust will be maintained until local control is in operation;

.8

special arrangements should be provided to ensure that automatic starting should

not exhaust the starting possibilities. An alarm should be provided to indicate low
starting possibilities. An alarm should be provided to indicate low starting air
pressure and should be set at a level which will still permit main engine starting
operations.

Please refer to 2.6 of Asian Guidelines.

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4.7.2 Where the main propulsion and associated machinery including sources of main electrical
supply are provided with various degrees of automatic or remote control and are under
continuous manned supervision from a control room, the control should be so designed, equipped
and installed that the machinery operation will be as safe and effective as if it were under direct
supervision.
4.7.3 In general, automatic starting, operational and control systems should include means for
manually overriding the automatic means, even in the case of failure of any part of the automatic
and remote control system.
4.8 Air pressure system
4.8.1 Means should be provided to prevent excess pressure in any part of compressed air
systems and wherever water-jackets or casings of air compressors and coolers might be subjected
to dangerous excess pressure due to leakage into them from air pressure parts. Suitable pressurerelief arrangements should be provided. 140
4.8.2 The main starting air arrangements for main propulsion internal combustion engines, if
their cylinder diameter are more than 300 mm, should be adequately protected against the effects
of backfiring and internal explosion in the starting air pipes. 141
4.8.3 All discharge pipes from starting air compressors should lead directly to the starting air
receivers and all starting pipes from the air receivers to main or auxiliary engines should be
entirely separate from the compressor discharge pipe system.142
4.8.4 Provision should be made to reduce to a minimum the entry of oil into the air pressure
systems and to drain these systems. 143
4.8.5 Air intakes for air compressors should be so located that the air is as pure and clean as
possible and free from inflammable or toxic gases or fumes. Air filters should be fitted. Air
discharge pipes of compressors should, where necessary, be insulated to protect personnel from
burns.144
4.9 Arrangements for fuel oil, lubricating oil and other flammable oils
4.9.1 Fuel oil which has a flashpoint of less than 60C (closed cup test) as determined by an
approved flashpoint apparatus should not be used as fuel, except in emergency generators, in
which case the flashpoint should be not less than 43C. Provided that the competent authority
may permit the general use of fuel oil having a flashpoint of not less than 43C subject to such
additional precautions as it may consider necessary and on condition that the temperature of the
space in which such fuel is stored or used should not rise to within 10C below the flashpoint of
the fuel.145

140

Please refer to 2.7.1 of Asian Guidelines.

Please refer to 2.7.2 of Asian Guidelines.
142
Please refer to 2.7.3 of Asian Guidelines.
143
Please refer to 2.7.4 of Asian Guidelines.
144
Please refer to 5.8 of existing Code.
145
Please refer to 2.8.1 of Asian Guidelines.
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4.9.2 Safe and efficient means of ascertaining the amount of fuel oil contained in any oil tank
should be provided. If sounding pipes are installed, their upper ends should terminate in safe
positions and should be fitted with suitable means of closure. Gauges made of glass of substantial
thickness and protected with a metal case may be used, provided that automatic closing valves
are fitted. Other means of ascertaining the amount of fuel oil contained in any fuel oil tank may
be permitted providing their failure or overfilling of the tanks will not permit release of fuel.146
4.9.3 Provision should be made to prevent overpressure in any oil tank or in any part of the fuel
oil system including the filling pipes. Relief valves and air or overflow pipes should discharge to
a position and in a manner which is safe. 147
4.9.4 Subject to the satisfaction of the competent authority, fuel oil pipes which, if damaged,
would allow oil to escape from a storage, settling or daily service tank situated above the double
bottom, should be fitted with a cock or valve on the tank capable of being closed from a safe
position outside the space concerned in the event of a fire arising in the space in which such tanks
are situated.148
4.9.5 Pumps forming part of the fuel oil system should be separated from any other system and
the connections of any such pumps should be provided with an efficient relief valve which
should be in closed circuit. Where fuel oil tanks are alternatively used as liquid ballast tanks,
proper means should be provided to isolate the fuel oil and ballast systems. 149
4.9.6 No oil tank should be situated where spillage or leakage therefrom can constitute a hazard
by falling on heated surfaces. Precautions should be taken to prevent any oil that may escape
under pressure from any pump, filter or heater from coming into contact with heated surfaces. 150
4.9.7 Fuel oil pipes and their valves and fittings should be steel or other equivalent material,
provided that restricted use of flexible pipes may be permitted in positions where the competent
authority is satisfied that they are necessary. Such flexible pipes and end attachments should be
of adequate strength and should, to the satisfaction of the competent authority, be constructed of
approved fire-resistant materials or have fire-resistant coatings.151Where necessary, fuel oil and
lubricating oil pipelines should be screened or otherwise suitably protected to avoid, as far as
practicable, oil spray or oil leakage on heated surfaces or into machinery air intakes. The number
of joints in piping systems should be kept to a minimum. 152
4.9.8 As far as practicable, fuel oil tanks should be part of the vessel's structure and should be
located outside machinery spaces of category A. Where fuel oil tanks, other than double bottom
tanks, are necessarily located adjacent to or within machinery spaces of category A, at least one
of their vertical sides should be contiguous to the machinery space boundaries, and should
preferably have a common boundary with the double bottom tanks where fitted and the area of
the tank boundary common with the machinery space should be kept to a minimum. For fuel oil
tanks having capacity of not more than 15 h continuous running of the vessel at maximum
146

Paragraphs 5.3.5 and 5.3.6 are to be replaced by 2.8.2 of Asian Guidelines.

Paragraphs 2.8.3 of Asian Guidelines.
148
Please refer to the first sentence of 2.8.4 of the Asian Guidelines.
149
Paragraphs 2.8.5 of Asian Guidelines.
150
Paragraphs 2.8.6 of Asian Guidelines.
151
Please refer to 2.8.7.1 of Asian Guidelines.
152
Please refer to 2.8.7.2 of Asian Guidelines.
147

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continuous rating of main propulsion machinery, the above requirements are relaxed. When such
tanks are sited within the boundaries of machinery spaces of category A, if the vessel is not less
than 37 m in length or the capacity of the tank is more than 1 m3, they should not contain fuel oil
having a flashpoint of less than 60 Celsius (closed cup test). In general, the use of freestanding
fuel oil tanks should be avoided in fire hazard areas, and particularly in machinery spaces of
category A. When freestanding fuel oil tanks are permitted, they should be placed in an oil-tight
spill tray of ample size having a suitable drain pipe leading to a suitably sized spill oil tank. 153
4.9.9 The ventilation of machinery spaces should be sufficient under all normal conditions to
prevent accumulation of oil vapour. 154
4.9.10 The arrangements for the storage, distribution and use of oil employed in pressure
lubrication systems should be to the satisfaction of the competent authority. Such arrangements
in machinery spaces of category A and, wherever practicable, in other machinery spaces should
at least comply with the provisions of 4.9.1, 4.9.3, 4.9.6 and 4.9.7 and in so far as the competent
authority may consider necessary with 4.9.2 and 4.9.4. This does not preclude the use of sight
flow glasses in lubrication systems provided they are shown by test to have a suitable degree of
fire resistance. 155
4.9.11 The arrangements for the storage, distribution and use of flammable oils employed under
pressure in power transmission systems other than oils referred to in 4.9.10 in control and
activating systems and heating systems should be to the satisfaction of the competent authority.
In locations where means of ignition are present such arrangements should at least comply with
the provisions of 4.9.2 and 4.9.6 and with the provisions of 4.9.3 and 4.9.7 in respect of strength
and construction. 156
4.9.12 Fuel oil, lubricating oil and other flammable oils should not be carried in forepeak
tanks.157
4.9.13 Oil storage tanks should not be situated above stairways and ladders, boilers, hot surfaces
and electrical equipment. Oil storage tanks and piping should be arranged to minimize the
possibility, in the event of overflow, leakage or rupture, that fuel will come into contact with hot
surfaces or electrical components which may cause ignition of the fuel.158
4.9.14 Vent pipes from fuel oil tanks should have a net cross section not less than 1.25 times that
of the filing pipes, and should be led from the top of the tank to the open air in a space where no
danger will result from overflow or the discharge of oil vapours. The vent pipe outlets should be
fitted with U bends (or other protective arrangements) and metal flame screens easily removable
for cleaning. The open area of the screens should be not less than the cross section area of the
vent pipe.159
4.9.15 Fuel oil tank sounding pipe openings should not be located in crew accommodation, but
may exceptionally be installed in passageways, in which case flush deck screwed caps should be
fitted.160
153

Please refer to 2.8.8 of Asian Guidelines.

Please refer to 2.8.9 of Asian Guidelines.
155
Please refer to 2.8.10 of Asian Guidelines.
156
Please refer to 2.8.11 of Asian Guidelines.
157
Please refer to regulation IV/10(12) of the Protocol.
158
Please refer to 5.3.3 of existing Code.
159
Please refer to 5.3.4 of existing Code.
160
Please refer to 5.3.7 of existing Code.
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4.9.16 Fuel oil filling stations should be outside the machinery spaces and so arranged that any
overflow cannot come into contact with any hot surface where it might be ignited.161
4.9.17 Removable oil burners of boilers should be so constructed as to be removable only after
the burner's fuel oil valve has been closed. To ensure the correct sequence for turning on and off
fuel oil burners of boilers, fuel oil valves and air dampers should be so arranged that fuel oil inlet
valves can be opened only after air inlet dampers have been opened, and that in turning off oil
burners, air inlet dampers can be closed only after fuel oil inlet valves have been secured. Fuel oil
filters should be so placed as to minimize the danger of spraying oil on to hot surfaces and it
should not be possible to remove the covers of any such filter until that filter has been properly
isolated from the supply.162
[4.9.18 Overflow pipes from daily service tanks/settling tanks to double bottom and or bunker
tanks should be fitted with a sight glass and an audible alarm.]163
4.10 Bilge pumping arrangements
4.10.1 An efficient bilge pumping plant should be provided which under all practical conditions
should be capable of pumping from and draining any watertight compartment which is neither a
permanent oil tank nor a permanent water tank whether the vessel is upright or listed.
Arrangements should be provided for easy flow of water to the suction pipes. Provided the
competent authority is satisfied that the safety of the vessel is not impaired the bilge pumping
arrangements may be dispensed with in particular compartments.164
4.10.2 At least two independently driven power bilge pumps should be provided, one of which
may be driven by the main engine. A ballast pump or other general service pump of sufficient
capacity may be used as a power driven bilge pump.165
Power bilge pumps should be capable of giving a speed of water of at least 2 m per
second through the main bilge pipe which should have an internal diameter of at least:
[d=2.67(L-20)+15
(in vessels of 24 m in length and over but less than 37 m)]166
d=25+l.68(L(B+D))1/2
[(in vessels of 37 m in length and over)]167
where: d is the internal diameter in mm, and L, B and D are in metres.
However, the actual internal diameter of the bilge main may be rounded off to the nearest
standard size acceptable to the competent authority.168
161

Please refer to 5.3.8 of existing Code.

Please refer to 5.3.9 of existing Code.
163
This new paragraph is proposed by FAO.
164
Please refer to 2.9.1 of Asian Guidelines.
165
Please refer to 2.9.2.1 of Asian Guidelines.
166
Proposal by FAO to delete.
167
Proposal by FAO to delete.
168
Please refer to 2.9.2.2 of Asian Guidelines.
162

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4.10.3 No bilge suction should have an inside diameter of less than [40 mm in vessels of less
than 45 m in length and]169 50 mm [in vessels of 45 m in length and over]170. The arrangement
and sizing of the bilge system should be such that the full rated capacity of the pump specified
above can be applied to each of the watertight compartments located between the collision and
afterpeak bulkheads.171
4.10.4 A bilge ejector in combination with an independently driven high pressure seawater pump
may be installed as a substitute for one independently driven bilge pump required by 4.10.2,
provided this arrangement is to the satisfaction of the competent authority. 172
4.10.5 In vessels where fish handling or processing may cause quantities of water to accumulate
in enclosed spaces, adequate drainage should be provided. 173
4.10.6 Bilges pipes should not be led through fuel oil, ballast or double bottom tanks, unless
these pipes are of heavy gauge steel construction.174
4.10.7 Bilge and ballast pumping systems should be arranged so as to prevent water passing
from the sea or from water ballast spaces into holds or into machinery spaces or from one
watertight compartment to another. The bilge connection to any pump which draws from the sea
or from water ballast spaces should be fitted with either a non-return valve or a cock which
cannot be opened simultaneously either to the bilges and to the sea or to the bilges and water
ballast spaces. Valves in bilge distribution boxes should be of a non-return type.175
4.10.8 Any bilge pipe piercing a collision bulkhead should be fitted with a positive means of
closing at the bulkhead with remote control from the working deck with an indicator showing the
position of the valve provided that, if the valve is fitted on the after side of the bulkhead and is
readily accessible under all service conditions, the remote control may be dispensed with. 176
4.10.9 Valves and cocks not forming part of a piping system should not be permitted in
watertight bulkheads.177
4.10.10 Bilge suctions should be fitted with suitable strainers having an open area not less than 3
times the area of the bilge pipe.178
4.10.11 One of the powered bilge pumps should have direct bilge suction from the compartment
where the pump is situated.179
4.10.12 In vessels of 45 m in length and over, the largest available power water pump in the
engine room suitable for use as a bilge pump should be fitted with an emergency bilge suction.180
169

Proposal by FAO to delete.

Proposal by FAO to delete.
171
Please refer to 2.9.2.3 of Asian Guidelines and regulation IV/11(2)(d) of the Protocol.
172
Please refer to 2.9.3 of Asian Guidelines.
173
Please refer to 2.9.4 of Asian Guidelines.
174
Please refer to regulation IV/11(5) of the Protocol.
175
Please refer to 2.9.6 of Asian Guidelines.
176
please refer to 2.9.7 of Asian Guidelines
177
Please refer to 5.4.2 of existing Code.
178
Please refer to 5.4.3 of existing Code.
179
Please refer to 5.4.7 of existing Code.
180
Please refer to 5.4.9 of existing Code subject to underlined insertion.
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4.10.13 If fuel tanks are used to carry water ballast for ensuring stability or trim of the vessel,
reliable devices should be provided for cutting off the ballast system from the tanks containing
fuel as well as for cutting off the fuel system from fuel tanks containing water.181
4.11 Protection against Noise
Measures should be taken to reduce the effects of noise upon personnel in machinery spaces to
levels satisfactory to the competent authority.182
4.12 Steering gear183
4.12.1 Vessels should be provided with a main steering gear and an auxiliary means of actuating
the rudder to the satisfaction of the competent authority. The main steering gear and the auxiliary
means of actuating the rudder should be arranged so that, so far as is reasonable and practicable,
a single failure in one of them will not render the other one inoperative.
4.12.2 Where the main steering gear comprises two or more identical power units, an auxiliary
steering gear need not be fitted if the main steering gear is capable of operating the rudder as
required by 4.12.10 when any one of the units is out of operation. Each of the power units should
be operated from a separate circuit.
4.12.3 The position of the rudder, if power operated, should be indicated in the wheelhouse. The
rudder angle indication for power-operated steering gear should be independent of the steering
gear control system.
4.12.4 In the event of failure of the power-operated steering gear units, a visible and audible
alarm should be given in the wheelhouse.
4.12.5 [In vessels of 45 m in length and over,]184 indicators for running indication of the motors
of electric and electrohydraulic steering gear should be installed in the wheelhouse. Short circuit
protection, an overload alarm and a no-voltage alarm should be provided for these circuits and
motors. Protection against excess current, if provided, should be for not less than twice the full
load current of the motor of circuit so protected, and should be arranged to permit the passage of
the appropriate starting currents.
4.12.6 The main steering gear should be of adequate strength and sufficient to steer the vessel at
maximum service speed. The main steering gear and rudder stock should be so designed that they
will not be damaged at maximum speed astern or by manoeuvring during fishing operations.
4.12.7 The main steering gear should, with the vessel at its maximum permissible operating
draught, be capable of putting the rudder over from 35 degrees on one side to 35 degrees on the
other side with the vessel running ahead at maximum service speed. The rudder should be
capable of being put over from 35 degrees on either side to 30 degrees on the other side in not
more than 28 seconds, under the same conditions. The main steering gear should be operated by
power where necessary to fulfill these requirements.
181

Please refer to 5.4.10 of existing Code.

Please refer to regulation IV/12 of the Protocol.
183
Please refer to regulation IV/13 of the Protocol except paragraph (11) of the said regulation.
184
The insertion of the text is proposed by the originator, China. FAO, on the other hand, proposes that the text
should not be inserted.
182

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4.12.8 The main steering gear power unit should be arranged to start either by manual means in
the wheelhouse or automatically when power is restored after a power failure.
4.12.9 The auxiliary means for actuating the rudder should be of adequate strength and sufficient
to steer the vessel at navigable speed and capable of being brought speedily into action in an
emergency.
4.12.10 The auxiliary means for actuating the rudder should be capable of putting the rudder over
from 15 degrees on one side to 15 degrees on the other side in not more than 60 seconds with the
vessel running at one half of its maximum service speed ahead or 7 knots whichever is the
greater. The auxiliary means for actuating the rudder should be operated by power where
necessary to fulfill these requirements.
4.12.11 Electric or electrohydraulic steering gear in vessels of 75 m in length and over should be
served by at least two circuits fed from the main switchboard and these circuits should be as
widely separated as possible. 185
4.13 Engineers' Alarm
In vessels of 75 m in length and over an engineers' alarm should be provided to be operated from
the engine control room or at the manoeuvring platform as appropriate, and should be clearly
audible in the engineers' accommodation.186
4.14 Refrigeration systems for the preservation of the catch187
4.14.1 Refrigeration systems should be so designed, constructed, tested and installed as to take
account of the safety of the system and also the emission of chlorofluorocarbons (CFCs) or any
other ozone depleting substances from the refrigerant held in quantities or concentrations which
are hazardous to human health or to the environment, and should be to the satisfaction of the
competent authority. 188
4.14.2 Refrigerants to be used in refrigeration systems should be to the satisfaction of the
competent authority. However, methylchloride or CFCs whose ozone depleting potential is
higher than 5 percent of CFC-11 should not be used as refrigerants. 189
4.14.3.1 Refrigerating installations should be adequately protected against vibration, shock,
expansion, shrinkage, etc. and should be provided with an automatic safety control device to
prevent a dangerous rise in temperature and pressure.
4.14.3.2 Refrigeration systems in which toxic or flammable refrigerants are used should be
provided with drainage devices leading to a place where the refrigerant presents no danger to the
vessels or to persons on board.

185

Please refer to regulation IV/13(11) of the Protocol.

Please refer to regulation IV/14 of the Protocol.
187
General comment by FAO: There may be a need to bring this section up to date with a footnote to reflect phasing
out of production of CFC's and HCFC's.
188
please refer to Regulation 15(1) of Chapter 4 of the Protocol .
189
please refer to Regulation 15(2) of Chapter 4 of the Protocol
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4.14.4 In refrigerating machinery spaces and refrigerating rooms, alarms should be connected to
the wheelhouse or control stations or escape exit to prevent persons being trapped. In vessels of
45 m in length and over, at least one exit from each such space should be capable of being
opened from the inside. Where practicable, exits from the spaces containing refrigerating
machinery using toxic or flammable gas should not lead directly into any accommodation spaces.
4.14.5 Where any refrigerant harmful to persons is used in a refrigeration system, at least two
sets of breathing apparatus should be provided, one of which should be placed in a position not
likely to become inaccessible in the event of leakage of refrigerant. Breathing apparatus provided
as part of the vessels fire-fighting equipment may be considered as meeting all or part of this
provision provided its location meets both purposes. Where self-contained breathing apparatus is
used, spare cylinders should be provided.
4.14.6 [In vessels of 45 m in length and over]190 adequate guidance for the safe operation and
emergency procedures for the refrigeration system should be provided by suitable notices
displayed on board the vessel.191
4.15 Fish processing equipment192
(4.12.1-9 Please refer to CHAPTER VI PROTECTION OF THE CREW)
4.15.1 Loading and unloading devices for the machinery and other installations should be
arranged at a safe and convenient height for operation.
4.15.2 Steam or vapour outlets of equipment, e.g. liver boilers, should be arranged as high as
possible. Outlet pipes should be at least 50 mm in diameter and lead into open air. Vapour from
outlets should not obscure visibility.
4.15.3 Filling openings of machinery and other installations (e.g. liver or fish oil boilers) should
be within easy reach of personnel. Lids of filling openings should have suitable means of closing
so as to prevent steam, hot water or vapour emerging into the space and should be
counterbalanced or provided with other cafe means of securing in the open position when
required.
PART C - ELECTRICAL INSTALLATIONS
4.16 Main source of electrical power
Where electrical power constitutes the only means of maintaining auxiliary services essential for
the propulsion and the safety of the vessel, a main source of electrical power should be provided
which should include at least two generating sets, one of which may be driven by the main
engine. The competent authority may accept other arrangements having equivalent electrical
capability.193

190

The insertion of the text is proposed by the originator, China. FAO, on the other hand, proposes that the text
within square brackets should not be inserted.
191
Please refer to regulation IV/15(7) of the Protocol.
192
5.9 of existing Code is retained except 5.9.10 which is replaced by 2.9.4 of Asian Guidelines.
193
Please refer to 2.12 of Asian Guidelines.
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4.17 Emergency source of electrical power194
4.17.1 A self-contained emergency source of electrical power located, to the satisfaction of the
competent authority, outside the machinery spaces should be provided and so arranged as to
ensure its functioning in the event of fire or other causes of failure of the main electrical
installations.
4.17.2 The emergency source of electrical power should be capable of serving safety
arrangements, such as safety radio system and emergency light, to the satisfaction of the
competent authority.
4.18 Precautions against shock, fire and other hazards of electrical origin
4.18.1 Electric circuits should be clearly identified on switchboards.195
4.18.2 Electrical equipment exposed to the weather should be protected from dampness and
corrosion as well as mechanical damage.196
4.18.3 Piping conveying steam or liquid should not be fitted above or in the vicinity of
switchboards or other electrical equipment. Where such arrangements are unavoidable, provision
should be made to prevent leakage damaging the equipment.197
4.18.4.1 Exposed permanently fixed metal parts of electrical machines or equipment which are
not intended to be live, but which are liable under fault conditions to become live should be
earthed (grounded) unless:
.l

they are supplied at a voltage not exceeding 55 volts direct current or 55 volts,
root mean square, between conductors, autotransformers should not be used for
the purpose of achieving this alternative current voltage; or

.2

they are supplied at a voltage not exceeding 250 volts by safety isolating
transformers supplying one consuming device only; or

.3

they are constructed taking into account the principle of double insulation.198

4.18.4.2 Portable electrical equipment should operate at a safe voltage, exposed metal parts of
such equipment which are not intended to have a voltage but which may have such under fault
conditions, should be earthed. The competent authority may require additional precautions for
portable electric lamps, tools or similar apparatus for use in confined or exceptionally damp
spaces where particular risks due to conductivity may exist.199
4.18.5 Main and emergency switchboards should be so arranged as to give easy access as may
be needed to apparatus and equipment, without danger to attendants. The sides and backs and,
where necessary, the fronts of switchboards, should be suitably guarded. Exposed ''live'' parts
194

Please refer to 2.13 of Asian Guidelines.

Please refer 5.6.1 of existing Code.
196
Please refer to 5.6.2 of existing Code.
197
Please refer to 5.6.3 of existing Code.
198
Please refer to 2.14.l.1 of Asian Guidelines.
199
Please refer to 2.14.l.2 of Asian Guidelines.
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having voltages to earth exceeding a voltage to be specified by the competent authority should
not be installed on the front of such switchboards. There should be non-conducting mats or
gratings at the front and rear, where necessary.200
4.18.6 In vessels of 75 m in length and over, the hull return system of distribution should not be
used for power, heating or lighting in general. However, the requirement does not preclude,
under conditions approved by the competent authority, the use of:
.l

impressed current cathodic protective system;

.2

limited locally earthed systems; or

.3

insulation level monitoring devices provided the circulation current does not
exceed 30 milliamperes under the most unfavorable conditions.

Where the hull return system is used, all final sub-circuits (all circuits fitted after the last
protective device) should be two wires and special precautions should be taken to the satisfaction
of the competent authority.201
4.18.7.1 Except as permitted by the competent authority in exceptional circumstances, all metal
sheaths and armour of cables should be electrically continuous and should be earthed.202
4.18.7.2 Where the cables are neither sheathed nor armoured and there might be a risk of fire in
the event of an electrical fault, special precautions should be taken to the satisfaction of the
competent authority.203
4.18.7.3 All electrical cables should be at least of a flame-retardant type and should be so
installed as not to impair their original flame-retarding properties. The competent authority may
permit the use of special types of cables when necessary for particular applications, such as radio
frequency cables, which do not apply with the foregoing.204
4.18.8 Lighting fittings should be arranged to prevent temperature rises which could damage the
wiring and to prevent surrounding material from becoming excessively hot.205
4.18.9 Wiring should be supported in such a manner as to avoid chafing or other damage and
should not be located close to hot surfaces such as engine exhausts.206
4.18.10.1 Each separate circuit should be protected against short circuit and also against overload
to the satisfaction of the competent authority, except in accordance with 4.12 or where the
competent authority may exceptionally otherwise permit (please refer to 2.14.6.1 of Asian
Guidelines).
4.18.10.2 The rating or appropriate setting of the overload protective device for each circuit
should be permanently indicated at the location of the protective device.207
200

Please refer to 2.14.2 of Asian Guidelines.

(please refer to 2.14.3.1, 2.14.3.2, 2.14.3.3 of Asian Guidelines)
202
(please refer to 2.14.5.1 of Asian Guidelines)
203
(please refer to 5.6.7(ii) of existing Code)
204
(please refer to Regulation 18(5)(b) of Chapter 4 of the Protocol)
205
(please refer to 2.14.7 of Asian Guidelines)
206
Please refer to 5.6.9 of existing Code.
207
Please refer to 2.14.6.2 of Asian Guidelines.
201

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4.18.11 The housing of an accumulator battery should be constructed and ventilated to the
satisfaction of the competent authority.208
4.18.12 Electrical and other equipment which may constitute a source of ignition of flammable
vapours should not be permitted in these compartments except as permitted in 4.18.14.209
4.18.13 An accumulator battery should not be located in accommodation spaces unless installed
in a hermetically sealed container.210
4.18.14 In spaces where flammable mixtures are liable to collect and in any compartment
assigned principally to the containment of an accumulator battery, no electrical equipment should
be installed unless the competent authority is satisfied that it 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.211

4.18.15 Where a potential explosion risk exists in or near any space, all electrical equipment and
fittings installed in those spaces should be either explosion-proof or intrinsically safe to the
satisfaction of the competent authority.212
4.18.16 Cable systems and electrical equipment should be so installed as to avoid or reduce
interference with radio reception.213
PART D - PERIODICALLY UNATTENDED
MACHINERY SPACES
4.19 Fire safety Fire prevention
4.19.1 Special consideration should be given to high-pressure fuel oil pipes. Where practicable,
leakages from such piping systems should be collected in a suitable drain tank, which should be
provided with a high level alarm.
4.19.2 Where daily service fuel oil tanks are filled automatically or by remote control, means
should be provided to prevent overflow spillages. Similar consideration should be given to other
equipment which treats flammable liquids automatically, e.g. fuel oil purifier, which, whenever
practicable, should be installed in a special space reserved for purifiers and their heaters.

208

Please refer to 2.14.8.1 of Asian Guidelines.

Please refer to 2.14.8.2 of Asian Guidelines.
210
Please refer to 2.14.8.3 of Asian Guidelines.
211
Please refer to 2.14.9 of Asian Guidelines.
212
Please refer to 5.6.13 of existing Code.
213
Please refer to 5.6.14 of existing Code.
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4.19.3 Where fuel oil daily service tanks or settling tanks are fitted with heating arrangements, a
high temperature alarm should be provided if the flashpoint of the fuel oil can be exceeded.
Fire detection
4.19.4 An approved fire detection system based on a self monitoring principle and including
facilities for periodical testing should be installed in machinery spaces.
4.19.5 The detection system should initiate both audible and visual alarm in the wheelhouse and
in sufficient appropriate spaces to be heard and observed by persons on board, when the vessel is
in harbour.
4.19.6 The fire detection system should be fed automatically from an emergency source of power
if the main source of power fails.
4.19.7 Internal combustion engines of 2,500 kilowatts and over should be provided with
crankcase oil mist detectors or engine bearing temperature detectors or equivalent devices.
Fire fighting
4.19.8 A fixed fire-extinguishing system should be provided to the satisfaction of the competent
authority, which should be in compliance with the requirements of 5.22 and 5.40.
4.19.9 In vessels of 75 m in length and over provisions should be made for immediate water
delivery from the fire main system either by:
(a) remote starting arrangements of one of the main fire pumps in the wheelhouse and the
fire control station, if any; or
(b) permanent pressurization of the fire main system, due regard being paid to the
possibility of freezing.
4.19.10 The competent authority should be satisfied with the maintenance of the fire integrity of
the machinery spaces, the location and centralization of the fire-extinguishing system controls,
the shut-down arrangements referred to in 4.24, e.g. ventilation, fuel pumps, etc., and may
require fire-extinguishing appliances and other firefighting equipment and breathing apparatus in
addition to the relevant requirements of chapter V.214
4.20 Protection against flooding215
Bilges in machinery spaces should be provided with a high level alarm in such a way that the
accumulation of liquids is detected at normal angles of trim and heel. The detection system
should initiate an audible and visual alarm in the places where continuous watch is maintained.

See the Guidance for Precautions Against Freezing of Fire Mains contained in recommendation 6 of attachment 3
to the Final Act of the Conference.
214
Please refer to regulation IV/19 of the Protocol.
215
Please refer to 2.16 of Asian Guidelines.
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[The controls of any valve serving a sea inlet or discharge below the waterline or a bilge injection
system should be so sited as to allow adequate time for operation in case of influx of water to the
space.]216
4.21

Communications

In vessels of 75 m in length and over one of the two separate means of communication referred to
in 4.6 should be a reliable vocal communication. An additional reliable means of vocal
communication should be provided between the wheelhouse and the engineers'
accommodation.217
4.22 Alarm system218
4.22.1 An alarm system should be provided which should indicate any fault requiring attention.
4.22.2.1 The alarm system should be capable of sounding an audible alarm in the machinery
space and should indicate visually each separate alarm function at a suitable position. However,
the competent authority may permit the system to be capable of sounding and indicating visually
each separate alarm function in the wheelhouse only.
4.22.2.2 Audible and visual alarms should be activated in the wheelhouse for any situation
requiring action by the responsible person on watch or which should be brought to his attention.
4.22.2.3 The alarm system should, as far as is practicable, be designed on the fail-safe principle.
4.22.3 The alarm system should be:
.l

continuously powered with automatic change-over to a stand-by power supply in

case of loss of normal power supply; and

.2

activated by failure of the normal power supply.

4.22.4.1 The alarm system should be able to indicate at the same time more than one fault and the
acceptance of any alarm should not inhibit another alarm.
4.22.4.2 Acceptance at the position referred to in 4.22.2.1 of any alarm condition should be
indicated at the positions where it was shown. Alarms should be maintained until they are
accepted and the visual indications should remain until the fault has been corrected. All alarms
should automatically reset when the fault has been rectified.
4.23 Special requirements for machinery, boiler and electrical installations219
4.23.1 In vessels of 75 m in length and over the main source of electrical power should comply
with the applicable provisions of the Protocol 220

216

Proposal by FAO to insert this new paragraph. Please refer also to regulation IV/20(2).
Please refer to regulation IV/21 of the Protocol.
218
Please refer to 2.17 of Asian Guidelines.
219
Please refer to 2.18 of Asian Guidelines.
220
Please refer to regulation IV/23(1) of the Protocol.
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4.23.2 Where required to be duplicated, other auxiliary machinery essential to propulsion should
be fitted with automatic change-over devices allowing transfer to a standby machine. An alarm
should be given on automatic change-over.
4.23.3 Automatic control and alarm systems should be provided as follows:
.l

the control system should be such that through the necessary automatic
arrangements the services needed for the operation of the main propulsion
machinery and its auxiliaries are ensured;

.2

means should be provided to keep the starting air pressure at the required level
where internal combustion engines are used for main propulsion;

.3

an alarm system complying with 4.18 should be provided for all important
pressures, temperatures, fluid levels, etc.; and

.4

where appropriate, an adequate central position should be arranged with the

necessary alarm panels and instrumentation indicating any alarmed fault.

4.24 Safety system221

A safety system should be provided so that serious malfunction in machinery or boiler
operations, which presents an immediate danger, should initiate the automatic shutdown of that
part of the plant and an alarm should be given. Shut-down of the propulsion system should 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 should be such as to preclude inadvertent activation. Visual
means should be provided to show whether or not it has been activated.

221

Please refer to 2.19 of Asian Guidelines.

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CHAPTER V222
FIRE PROTECTION, FIRE DETECTION, FIRE EXTINCTION AND FIRE FIGHTING
(See also 4.19)
PART A - General Fire Protection Provisions
5.1 General
One of the following methods of protection should be adopted in accommodation and service
spaces:
(a)

Method IF - The construction of all internal divisional bulkheads of noncombustible "B" or "C" Class divisions generally without the installation of a
detection or sprinkler system in the accommodation and service spaces; or

(b)

Method IIF - The fitting of an automatic sprinkler and fire alarm system for the
detection and extinction of fire in all spaces in which fire might be expected to
originate, generally with no restriction on the type of internal divisional
bulkheads; or

(c)

Method IIIF - The fitting of an automatic fire alarm and detection system in all
spaces in which a fire might be expected to originate, generally with no restriction
on the type of internal divisional bulkheads, except that in no case should the area
of any accommodation space or spaces bounded by an "A" or "B" Class division
exceed 50 m2. However, the competent authority could increase this area for
public spaces [up to not more than 75 m2.]223The recommendations for the use of
non-combustible materials in construction and insulation for the boundary
bulkheads of machinery spaces, control stations, etc. and the protection of
stairway enclosures and corridors should be common to all three methods.

5.2 Definitions
5.2.1 "Non-combustible material" means a material, which neither burns nor gives off
flammable vapours in sufficient quantity for self-ignition when heated to approximately 750C,
this being determined in accordance with the IMO Fire Test Procedures Code. Any other material
is a combustible material.
5.2.2 "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 timetemperature curve. The fire test method should be in accordance with the IMO Fire Test
Procedures Code.
5.2.3 ""A" class divisions" are those divisions formed by bulkheads and decks, which comply
with the following:
(a)

222

they should be constructed of steel or other equivalent material;

The existing chapter VI is replaced by this revised draft text which is based on the chapter V of the Protocol.
The text within square brackets is proposed by Denmark.
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(b)

they should be suitably stiffened;

(c)

they should 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; and

(d)

they should be insulated with approved non-combustible materials such that the
average temperature of the unexposed side will not rise more than 139C above
the original temperature, nor will the temperature, at any one point, including any
joint, rise more than 180C above the original temperature, within the time listed
below:
Class "A-60"
Class "A-30"
Class "A-15"
Class "A-0"

60 minutes
30 minutes
15 minutes
0 minutes

The competent authority should 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 Fire
Test Procedures Code.
5.2.4 ""B" class divisions" are those divisions formed by bulkheads, decks, ceilings or linings,
which comply with the following:
(a)

they should be so constructed as to be capable of preventing the passage of flame

to the end of the first one-half hour of the standard fire test,

(b)

they should have an insulation value such that the average temperature of the
unexposed side will not rise more than 139C above the original temperature, nor
will the temperature at any one point, including any joint, rise more than 225C
above the original temperature, within the time listed below:
Class "B-15" 15 minutes
Class "B-0" 0 minutes,

(c)

they should be constructed of approved non-combustible materials and all

materials entering into the construction and erection of "B" class divisions should
be non-combustible with the exception that combustible veneers could be
permitted provided they meet the relevant recommendations of this chapter.

The competent authority should require a test of a prototype division to ensure that it meets the
above requirements for integrity and temperature rise in accordance with the IMO Fire Test
Procedures Code.
5.2.5 ""C" class divisions" are those divisions constructed of approved non-combustible
materials. They do not need to meet requirements relative to the passage of smoke and flame nor
the limiting of temperature rise. Combustible veneers could be used provided they meet other
requirements of this chapter.
5.2.6 ""F" class divisions" are those divisions formed by bulkheads, decks, ceilings or linings
which comply with the following:
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(a)

they should be so constructed as to be capable of preventing the passage of flame

to the end of the first one-half hour of the standard fire test; and

(b)

they should have an insulation value such that the average temperature of the
unexposed side will not rise more than 139C above the original temperature, nor
will the temperature at any one point, including any joint, rise more than 225C
above the original temperature, up to the end of the first one-half hour of the
standard fire test.

The competent authority should require a test of a prototype division to ensure that it meets the
above requirements for integrity and temperature rise in accordance with the IMO Fire Test
Procedures Code.
5.2.7 "Continuous "B" class ceilings or linings" are those "B" class ceilings or linings, which
terminate only at an "A" or "B" class division.
5.2.8 "Steel or other equivalent material" means steel or any material which, by itself or due to
insulation provided, has structural and integrity properties equivalent to steel at the end of the
applicable fire exposure to the standard fire test (e.g. aluminium alloy with appropriate
insulation).
5.2.9 "Low flame-spread" means that the surface thus described will adequately restrict the
spread of flame, this being determined in accordance with the IMO Fire Test Procedures Code.
5.2.10 "Accommodation spaces" are those spaces used for public spaces, corridors, lavatories,
cabins, offices, hospitals, cinemas, games and hobbies rooms and pantries containing no cooking
appliances and similar spaces.
5.2.11 "Public spaces" are those portions of the accommodation spaces, which are used for halls,
dining rooms, lounges, and similar permanently enclosed spaces.
5.2.12 "Service spaces" are those spaces used for galleys, pantries containing cooking
appliances, lockers and store-rooms, workshops other than those forming part of the machinery
spaces and similar spaces and trunks to such spaces.
5.2.13 "Control stations" are those spaces in which the vessel's radio or main navigation
equipment or the emergency source of power is located, or where the fire recording or fire
control equipment is centralized.
5.2.14 "Machinery spaces of category A" are those spaces and trunks to such spaces, which
contain internal combustion type machinery, used either:

224

(a)

for main propulsion; or

(b)

for other purposes where such machinery has in the aggregate a total power output
of not less than 375224 225 kilowatts;

Please refer to Council Directive 97/70/EC, Annex II, V/2(14)(b).

Japan is proposing the figure to be changed to 750 kW
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(c)

or which contain any oil-fired boiler or fuel oil unit.

5.2.15 "Machinery spaces" are those machinery spaces of category A and all other spaces
containing propulsion machinery, boilers, fuel oil units, steam and internal combustion engines,
generators, steering gear, major electrical machinery, oil filling stations, refrigerating, stabilizing,
ventilating and air conditioning machinery and similar spaces, and trunks to such spaces.
PART B - Fire Safety Measures in Vessels of a length of 60 m and above
5.3 Structure
5.3.1 The hull, superstructure, structural bulkheads, decks and deckhouses should be
constructed of steel or other equivalent material except as otherwise specified in 5.3.4.
5.3.2 The insulation of aluminium alloy components of "A" or "B" Class divisions, except
structures which, in the opinion of the competent authority, are non-load-bearing, should be such
that the temperature of the structural core does not rise more than 200C above the ambient
temperature at any time during the applicable fire exposure to the standard fire test.
5.3.3 Special attention should be given to the insulation of aluminium alloy components of
columns, stanchions and other structural members required to support survival craft stowage,
launching and embarkation areas, and "A" and "B" Class divisions, to ensure:
(a)

that for such members supporting survival craft areas and "A" Class divisions the
temperature rise limitation specified in 5.3.2 should apply at the end of one hour;
and

(b)

that for such members required to support "B" Class divisions, the temperature
rise limitation specified in 5.3.2 should apply at the end of one half-hour.

5.3.4 Crowns and casings of machinery spaces of category A should be of steel construction
adequately insulated and any openings therein should be suitably arranged and protected to
prevent the spread of fire.
5.4 Bulkheads within the accommodation and service spaces
[5.4.1 Within the accommodation and service spaces, all bulkheads required to be "B" Class
divisions should extend from deck to deck and to the shell or other boundaries. unless continuous
"B" Class ceilings or linings, or both, are fitted on both sides of the bulkheads in which case the
bulkhead could terminate at the continuous ceiling or lining.
5.4.2 Method IF. All bulkheads not required by this or other sections of this Part to be "A" or
"B" Class divisions should be at least "C" Class divisions.
5.4.3 Method IIF. There should be no restriction on the construction of bulkheads not required
by this or other sections of this Part to be "A" or "B" Class divisions except in individual cases
where "C" Class bulkheads are required in accordance with Table l in 5.7.

The text in square brackets under this section was to be deleted but not the title. To be developed by the
FP Sub-Committee if necessary, otherwise to be deleted.

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5.4.4 Method IIIF. There should be no restriction on the construction of bulkheads not required
by this or other sections of this Part to be "A" or "B'' Class divisions. In no case should the area
of any accommodation space or spaces bounded by a continuous "A" or "B" Class division
exceed 50 square metres, except in individual cases where "C" Class bulkheads are required in
accordance with Table l in 5.7. However, the Administration could increase this area for public
spaces up to 75 square metres.]
5.5

Protection of stairways and lift trunks in accommodation spaces, service spaces and
control stations

5.5.1 Stairways, which penetrate only a single deck, should be protected at least at one level by
at least "B-O" Class divisions and self-closing doors. Lifts, which penetrate only a single deck,
should be enclosed by "A-O" Class divisions with steel doors at both levels. Stairways and lift
trunks which penetrate more than a single deck should be enclosed by at least "A-O" Class
divisions and protected by self-closing doors at all levels.
5.5.2 All stairways should be of steel frame construction except where the competent authority
permits the use of other equivalent material.
5.6 Doors in fire-resistant divisions
5.6.1 Doors should have resistance to fire as far as practicable, equivalent to the division in
which they are fitted. Doors and doorframes in "A" Class divisions should be constructed of
steel. Doors in "B" Class divisions should be non-combustible. Doors fitted in boundary
bulkheads of machinery spaces of category A should be self-closing and reasonably gastight. The
competent authority could permit the use of combustible materials in doors separating cabins
from the individual interior sanitary accommodation, such as showers, if constructed according to
Method IF.
5.6.2 Doors required to be self-closing should not be fitted with holdback hooks. However,
holdback arrangements fitted with remote release fittings of the fail-safe type could be used.
5.6.3 Ventilation openings could be permitted in and under the doors in corridor bulkheads
except that such openings should not be permitted in and under stairway enclosure doors. The
openings should be provided only in the lower half of a door. Where such opening is in or under
a door the total net area of any such opening or openings should not exceed 0.05 m2. When such
opening is cut in a door it should be fitted with a grille made of non-combustible material.
5.6.4 Watertight doors need not be insulated.
5.7 Fire integrity of bulkheads and decks
5.7.1 In addition to the specific provisions for fire integrity of bulkheads and decks required
elsewhere in this part the minimum fire integrity of bulkheads and decks should be as prescribed
in table l and table 2 of this section.

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5.7.2 The following requirements should govern application of the tables:
(a)

tables l and 2 should apply respectively to bulkheads and decks separating

adjacent spaces; and

(b)

for determining the appropriate fire integrity standards to be applied to divisions

between adjacent spaces, such spaces are classified according to their fire risk as
follows:
(i)

Control Stations (1)

Spaces containing emergency sources of power and lighting.
Wheelhouse and chartroom.
Spaces containing the vessel's radio equipment.
Fire-extinguishing rooms, fire-control rooms and fire recording stations.
Control room for propulsion machinery when located outside the
machinery space.
Spaces containing centralized fire alarm equipment.

(ii)

Corridors (2)
Corridors and lobbies.

(iii)

Accommodation Spaces (3)

Spaces as defined in 5.2.10 and 5.2.11 excluding corridors.

(iv)

Stairways (4)
Interior stairways, lifts and escalators other than those wholly contained
within the machinery spaces and enclosures thereto. In this connection, a
stairway, which is enclosed only at one level, should be regarded as part of
the space from which it is not separated by a fire door.

(v)

Service Spaces of Low Fire Risk (5)

Lockers and storerooms having areas of less than 2 m2, drying rooms and
laundries.

(vi)

Machinery Spaces of category A (6)

Spaces as defined in 5.2.14.

(vii)

Other Machinery Spaces (7)

Spaces as defined in 5.2.15 including fishmeal processing spaces, but
excluding machinery spaces of category A.

(viii) Cargo Spaces (8)

All spaces used for cargo, including cargo oil tanks, and trunkways and
hatchways to such spaces.
(ix)

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Service Spaces of High Fire Risk (9)

Galleys, pantries containing cooking appliances, paint rooms, lamp rooms,
lockers and store-rooms having areas of 2 m2or more, and workshops other
than those forming part of the machinery spaces.

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(x)

Open Decks (l0)

Open deck spaces and enclosed promenades, spaces for processing fish in
the raw state, fish washing spaces and similar spaces containing no fire
risk. The air spaces outside superstructures and deckhouses.

The title of each category is intended to be typical rather than restrictive. The number in
parenthesis following each category refers to the applicable column or row in the tables.

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Table 1

Fire Integrity Of Bulkheads Separating Adjacent Spaces

Spaces
Control Stations
(l)
Corridors

(1)

(2)

(3)

(4)

(5)

(6)

(7)

(8)

(9)

(10)

A-0 e

A-0

A-60

A-0

A-15

A-60

A-15

A-60

A-60

B-0

B-0
A-0c

B-0

A-60

A-0

A-0

A-0

Ca,b

B-0
A-0c

B-0

A-60

A-0

A-0

A-0

B-0
A-0c

B-0
A-0c

A-60

A-0

A-0

A-0

A-60

A-0

A-0

A-0

A-0

A-0

A-60

A-0d

A-0

A-0

A-0

A-0d

(2)

Accommodation
Spaces
(3)
Stairways

(4)

Service Spaces of Low

Fire Risk
(5)
Machinery Spaces of
Category A
(6)
Other Machinery
Spaces
(7)
Cargo Spaces

(8)

Service Spaces of
High Fire Risk (9)
Open Decks

(10)

*
Where an asterisk appears in the tables the division should be of steel or equivalent material but do not need to be of
A class standard.
[Where a deck is penetrated for the passage of electrical cables, pipes and went ducks, such penetration should be made
tight to prevent the passage of flames and smoke.]a

Table 2

Fire Integrity Of Decks Separating Adjacent Spaces

Space Above
Space below

(1)

(2)

(3)

(4)

(5)

(6)

(7)

(8)

(9)

(10)

Control Stations
(1)

A-0

A-0

A-0

A-0

A-0

A-60

A-0

A-0

A-0

Corridors

(2)

A-0

A-0

A-60

A-0

A-0

A-0

Accommodation
(3)

A-60

A-0

A-0

A-60

A-0

A-0

A-0

Stairways

A-0

A-0

A-0

A-0

A-60

A-0

A-0

A-0

Service Spaces of Low A-15

Fire Risk
(5)

A-0

A-0

A-0

A-60

A-0

A-0

A-0

Machinery Spaces of
Category A
(6)

A-60

A-60

A-60

A-60

A-60

A-30

A-60

(4)

A-60

Please refer to Council Directive 97/70/EC, Harmonized interpretations.

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Other Machinery
Spaces
(7)

A-15

A-0

A-0

A-0

A-0

A-0

A-0

A-0

Cargo Spaces

A-60

A-0

A-0

A-0

A-0

A-0

A-0

A-0

Service Spaces of High A-60

Fire Risk
(9)

A-0

A-0

A-0

A-0

A-0

A-0

A-0

A-0d

Open Decks

(8)

(10)

*
Where an asterisk appears in the tables the division should be of steel or equivalent material but do not need to be of
A class standard.
Where a deck is penetrated for the passage of electrical cables, pipes and went ducks, such penetration should be made
tight to prevent the passage of flames and smoke.
Notes: To be applied to both Tables 1 and 2, as appropriate.
(a)
No special requirements are imposed upon these bulkheads in Methods IIF and IIIF fire protection.
(b)
In case of Method IIIF "B" Class bulkheads of "B-0" rating should be provided between spaces or groups of
spaces of 50 m2and over in area.
(c)
For clarification as to which applies see 5.4 and 5.5.
(d)
Where spaces are of the same numerical category and superscript d appears, a bulkhead or deck of the
rating shown in the Tables is only required when the adjacent spaces are for a different purpose, e.g. in
category (9). A galley next to a galley does not require a bulkhead but a galley next to a paint room requires
an "A-0" bulkhead.
(e)
Bulkheads separating the wheelhouse, chartroom and radio room from each other could be "B-0" rating.
(f)
Fire insulation need not be fitted if the machinery space in category (7), in the opinion of the competent
authority, has little or no fire risk.

5.7.3 Continuous "B" Class ceilings or linings, in association with the relevant decks or
bulkheads, could be accepted as contributing, wholly or in part, to the required insulation and
integrity of a division.
5.7.4 Windows and skylights to machinery spaces should be as follows:
(a)

where skylights can be opened they should be capable of being closed from
outside the space. Skylights containing glass panels should be fitted with external
shutters of steel or other equivalent material permanently attached;

(b)

glass or similar materials should not be fitted in machinery space boundaries. This
does not preclude the use of wire-reinforced glass for skylights and glass in
control rooms within the machinery spaces; and

(c)

in skylights referred to in sub-paragraph (a) wire-reinforced glass should be used.

5.7.5 External boundaries which are required by 5.3.1 to be of steel or equivalent material
could be pierced for the fitting of windows and sidescuttles provided that there is no requirement
elsewhere in this Part for such boundaries to have "A" Class integrity. Similarly, in such
boundaries, which are not required to have "A" Class integrity, doors could be of materials to the
satisfaction of the competent authority.
5.8 Details of construction
5.8.1 Method IF. In accommodation and service spaces and control stations all linings, draught
stops, ceilings and their associated grounds should be of non-combustible materials.
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5.8.2 Methods IIF and IIIF. In corridors and stairway enclosures serving accommodation and
service spaces and control stations, ceilings, linings, draught stops and their associated grounds
should be of non-combustible materials.
5.8.3 Methods IF, IIF and IIIF
(a)

Except in cargo spaces or refrigerated compartments of service spaces insulating

materials should be non-combustible. Vapour barriers and adhesives used in
conjunction with insulation, as well as the insulation of pipe fittings, for cold
service systems need not be of non-combustible material, but they should be kept
to the minimum quantity practicable and their exposed surfaces should have low
flame-spread characteristics, this being determined in accordance with the IMO
Fire Test Procedures Code. In spaces where penetration of oil products is possible,
the surface of insulation should be impervious to oil or oil vapour.

(b)

Where non-combustible bulkheads, linings and ceilings are fitted in

accommodation and service spaces they could have a combustible veneer not
exceeding 2.0 mm in thickness within any such space except corridors, stairway
enclosures and control stations, where it should not exceed 1.5 mm in thickness.

(c)

Air spaces enclosed behind ceilings, panellings, or linings should be divided by

close-fitting draught stops spaced not more than 14 m apart. In the vertical
direction, such spaces, including those behind linings of stairways, trunks, etc.,
should be closed at each deck.

5.9 Ventilation systems

5.9.1 (a)

(b)

226

Ventilation ducts should be of non-combustible material. Short ducts, however,

not generally exceeding 2 m in length and with a cross section not exceeding
0.02 m2 need not be non-combustible, subject to the following conditions:
(i)

these ducts should be of a material which [has low flame-spread

characteristics, this being determined in accordance with the IMO Fire
Test Procedures Code]226;

(ii)

they should only be used at the end of the ventilation device; and

(iii)

they should not be situated less than 600 mm, measured along the duct,
from an opening in an "A" or "B" Class division including continuous "B"
Class ceilings.

Where the ventilation ducts with a free cross-sectional area exceeding 0.02 m2 pass
through "A" Class bulkheads or decks, the opening should be lined with a steel
sheet sleeve unless the ducts passing through the bulkheads or decks are of steel in
the vicinity of passage through the deck or bulkhead and comply in that portion of
the duct with the following:

Please refer to Council Directive 97/70/EC, Harmonized interpretations.

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(i)

for ducts with a free cross-sectional area exceeding 0.02 m2 the sleeves
should have a thickness of at least 3 mm and a length of at least 900 mm.
When passing through bulkheads this length should preferably be divided
evenly on each side of the bulkhead. Ducts with free cross-sectional area
exceeding 0.02 m2 should be provided with fire insulation. The insulation
should have at least the same fire integrity as the bulkhead or deck through
which the duct passes. Equivalent penetration protection should be
provided to the satisfaction of the competent authority; and

(ii)

ducts with a free cross-sectional area exceeding 0.085 m2 should be fitted

with fire dampers in addition to the recommendations of sub-paragraph
(b)(i). The fire damper should operate automatically but should also be
capable of being closed manually from both sides of the bulkhead or deck.
The damper should be provided with an indicator, which shows whether
the damper is open or closed. Fire dampers are not required, however,
where ducts pass through spaces surrounded by "A" Class divisions,
without serving those spaces, provided those ducts have the same fire
integrity as the bulkheads which they penetrate.

(c)

Ventilation ducts for machinery spaces of category A or galleys should not in

general pass through accommodation spaces, service spaces or control stations.
Where the competent authority permits this arrangement, the ducts should be
constructed of steel or equivalent material and so arranged as to preserve the
integrity of the divisions.

(d)

Ventilation ducts of accommodation spaces, service spaces or control stations

should not in general pass through machinery spaces of category A or through
galleys. Where the competent authority permits this arrangement the ducts should
be constructed of steel or equivalent material and so arranged as to preserve the
integrity of the divisions.

(e)

Where ventilation ducts with a free cross-sectional area exceeding 0.02 m2 pass
through "B" Class bulkheads the openings should be lined with steel sheet sleeves
of at least 900 mm in length, unless the ducts are of steel for this length in way of
the bulkheads. When passing through a "B" Class bulkhead this length should
preferably be divided evenly on each side of the bulkhead.

(f)

Such measures as are practicable should be taken in respect of control stations

outside machinery spaces in order to ensure that ventilation, visibility and freedom
from smoke are maintained, so that in the event of fire the machinery and
equipment contained therein may be supervised and continue to function
effectively. Alternative and separate means of air supply should be provided; air
inlets of the two sources of supply should be so disposed that the risk of both
inlets drawing in smoke simultaneously is minimized. At the discretion of the
competent authority, such requirements need not apply to control stations situated
on, and opening on to, an open deck, or where local closing arrangements are
equally effective.

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(g)

Where they pass through accommodation spaces or spaces containing combustible

materials, the exhaust ducts from galley ranges should be constructed of "A" Class
divisions. Each exhaust duct should be fitted with:
(i)

a grease trap readily removable for cleaning;

(ii)

a fire damper located in the lower end of the duct;

(iii)

arrangements, operable from within the galley, for shutting off the exhaust
fan; and

(iv)

fixed means for extinguishing a fire within the duct, except where the
competent authority considers such fittings impractical in a vessel of less
than 75 m in length.

5.9.2 The main inlets and outlets of all ventilation systems should be capable of being closed
from outside the spaces being ventilated. Power ventilation of accommodation spaces, service
spaces, control stations and machinery spaces should be capable of being stopped from an easily
accessible position outside the space being served. This position should not be readily cut off in
the event of a fire in the spaces served. The means provided for stopping the power ventilation of
the machinery spaces should be entirely separate from the means provided for stopping
ventilation of other spaces.
5.9.3 Means should be provided for closing, from a safe position, the annular spaces around
funnels.
5.9.4 Ventilation systems serving machinery spaces should be independent of systems serving
other spaces.
5.9.5 Storerooms containing appreciable quantities of highly flammable products should be
provided with ventilation arrangements which are separate from other ventilation systems.
Ventilation should be arranged at high and low levels and the inlets and outlets of ventilators
should be positioned in safe areas and fitted with spark arresters.
5.10 Heating installations
5.10.1 Electric radiators should be fixed in position and so constructed as to reduce fire risks to a
minimum. No such radiator should be fitted with an element so exposed that clothing, curtains or
other similar materials can be scorched or set on fire by heat from the element.
5.10.2 Heating by means of open fires should not be permitted. Heating stoves and other similar
appliances should be firmly secured and adequate protection and insulation against fire should be
provided beneath and around such appliances and in way of their uptakes. Uptakes of stoves,
which burn solid fuel should be so arranged and designed as to minimize the possibility of
becoming blocked by combustion products and should have a ready means for cleaning. Dampers
for limiting draughts in uptakes should, when in the closed position, still leave an adequate area
open. Spaces in which stoves are installed should be provided with ventilators of sufficient area
to provide adequate combustion-air for the stove. Such ventilators should have no means of
closure and their position should be such that closing appliances in accordance with 2.9 are not
required.
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5.10.3 Open flame gas appliances, except cooking stoves and water heaters, should not be
permitted. Spaces containing any such stoves or water heaters should have adequate ventilation
to remove fumes and possible gas leakage to a safe place. All pipes conveying gas from container
to stove or water heater should be of steel or other approved material. Automatic safety gas shutoff devices should be fitted to operate on loss of pressure in the gas main pipe or flame failure on
any appliance.
5.10.4 Where gaseous fuel is used for domestic purposes, the arrangements, storage, distribution
and use of the fuel should be to the satisfaction of the competent authority and in accordance
with 5.12.
5.11 Miscellaneous items
5.11.1 All exposed surfaces in corridors and stairway enclosures and surfaces including grounds
in concealed or inaccessible spaces in accommodation and service spaces and control stations
should have low flame-spread characteristics. Exposed surfaces of ceilings in accommodation
and service spaces and control stations should have low flame-spread characteristics.
5.11.2 Paints, varnishes and other finishes used on exposed interior surfaces should not be
capable of producing excessive quantities of smoke or toxic gases or vapours [to be determined
in accordance with the IMO Fire Test Procedures Code]227.
5.11.3 Primary deck coverings within accommodation and service spaces and control stations,
should be of approved material which will not readily ignite or give rise to toxic or explosive
hazards at elevated temperatures.
5.11.4 Where "A" or "B" Class divisions are penetrated for the passage of electrical cables,
pipes, trunks, ducts, etc., or for the fitting of ventilation terminals, lighting fixtures and similar
devices, arrangements should be made to ensure that the fire integrity of the divisions is not
impaired.
5.11.5 (a)

In accommodation and service spaces and control stations, pipes penetrating "A"
or "B" Class divisions should be of approved materials having regard to the
temperature that such divisions are required to withstand. Where the competent
authority permits the conveying of oil and combustible liquids through
accommodation and service spaces, the pipes conveying oil or combustible liquids
should be of an approved material having regard to the fire risk.

See the Guidance concerning the Use of Certain Plastic Materials contained in Recommendation 7 of attachment 3
to the Final Act of the Conference.

See the Guidelines for the Evaluation of Fire Hazard Properties of Materials adopted by the Organization by
resolution A.166 (ES.IV) and the Recommendation on Improved Fire Test Procedures for Surface Flammability of
Bulkhead, Ceiling and Deck Finish Materials adopted by the Organization by resolution A.653(16).
227
Please refer to Council Directive 97/70/EC, Harmonized interpretations.

See the Recommendation on Fire Test Procedures for Ignitability of Primary Deck Coverings adopted by the
Organization by resolution A.687(17).
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(b)

Materials readily rendered ineffective by heat should not be used for overboard
scuppers, sanitary discharges, and other outlets which are close to the waterline
and where the failure of the material in the event of fire would give rise to danger
of flooding.

5.11.6 Cellulose-nitrate-based film should not be used in cinematography installations.

5.11.7 All waste receptacles other than those used in fish processing should be constructed of
non-combustible materials with no openings in the sides or bottom.
5.11.8 Machinery driving fuel oil transfer pumps, fuel oil unit pumps and other similar fuel
pumps should be fitted with remote controls situated outside the space concerned so that they can
be stopped in the event of a fire arising in the space in which they are located.
5.11.9 Drip trays should be fitted where necessary to prevent oil leaking into bilges.
5.11.10 Within compartments used for stowage of fish, combustible insulation should be
protected by close-fitting cladding.
5.12 Storage of gas cylinders and dangerous materials
5.12.1 Cylinders for compressed, liquefied or dissolved gases should be clearly marked by
means of prescribed identifying colours, have a clearly legible identification of the name and
chemical formula of their contents and should be properly secured.
5.12.2 Cylinders containing flammable or other dangerous gases and expended cylinders should
be stored, properly secured, on open decks and all valves, pressure regulators and pipes leading
from such cylinders should be protected against damage. Cylinders should be protected against
excessive variations in temperature, direct rays of the sun, and accumulation of snow. However,
the competent authority could permit such cylinders to be stored in compartments complying
with the recommendations of 5.12.3 to 5.12.5.
5.12.3 Spaces containing highly flammable liquids, such as volatile paints, paraffin, benzole,
etc., and where permitted, liquefied gas, should have direct access from open decks only.
Pressure adjusting devices and relief valves should exhaust within the compartment. Where
boundary bulkheads of such compartments adjoin other enclosed spaces they should be gastight.
5.12.4 Except as necessary for service within the space, electrical wiring and fittings should not
be permitted within compartments used for the storage of highly flammable liquids or liquefied
gases. Where such electrical fittings are installed, they should be of a certified safe type and
comply with the relevant provisions of the International Standard IEC Publication 79. (Electrical
apparatus for explosive gas atmosphere). Sources of heat should be kept clear of such spaces and
"No Smoking" and "No Naked Light" notices should be displayed in a prominent position.
5.12.5 Separate storage should be provided for each type of compressed gas. Compartments used
for the storage of such gases should not be used for storage of other combustible products nor for
tools or objects not part of the gas distribution system. However, the competent authority could
derogate from these recommendations considering the characteristics, volume and intended use
of such compressed gases.
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5.13 Means of escape
5.13.1 Stairways and ladders leading to and from all accommodation spaces and in spaces, in
which the crew is normally employed, other than machinery spaces, should be so arranged as to
provide ready means of escape to the open deck and thence to the survival craft. In particular in
relation to these spaces:
(a)

at all levels of accommodation at least two widely separated means of escape

should be provided which could include the normal means of access from each
restricted space or group of spaces;

(b)

(i)

below the weather deck the main means of escape should be a stairway
and the second escape could be a trunk or a stairway; and

(ii)

above the weather deck the means of escape should be stairways or doors
to an open deck or a combination thereof;

(c)

exceptionally the competent authority could permit only one means of escape, due
regard being paid to the nature and location of spaces and to the number of
persons who normally might be accommodated or employed there;

(d)

a corridor or part of a corridor from which there is only one route of escape,
should not exceed 7 m in length; and

(e)

the continuity of the means of escape should be to the satisfaction of the

competent authority. [Stairways and corridors used as means for escape should be
not less than 600 mm in clear width and should have a handrail on at least one
side. Doorways which give access to a stairway should be not less than 600 mm
in clear width]228.

5.13.2 Two means of escape should be provided from every machinery space of category A by
one of the following means:

228

(a)

two sets of steel ladders as widely separated as possible leading to doors in the
upper part of the space similarly separated and from which access is provided to
the open deck. In general, one of these ladders should provide continuous fire
shelter from the lower part of the space to a safe position outside the space.
However, the competent authority should not require such shelter if, due to special
arrangements or dimensions of the machinery space, a safe escape route from the
lower part of this space is provided. This shelter should be of steel, insulated [to
A - 60 class standard] and be provided with a [A 60 class]229 self-closing
steel door at the lower end; or

(b)

one steel ladder leading to a door in the upper part of the space from which access
is provided to the open deck and additionally, in the lower part of the space and in
a position well separated from the ladder referred to, a steel door capable of being
operated from each side and which provides access to a safe escape route from the
lower part of the space to the open deck.

Please refer to Council Directive 97/70/EC, Harmonized interpretations. This text was amended by the WG.
Please refer to Council Directive 97/70/EC, Harmonized interpretations.
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5.13.3 From machinery spaces other than those of category A, escape routes should be provided
to the satisfaction of the competent authority having regard to the nature and location of the space
and whether persons are normally employed in that space.
5.13.4 Lifts should not be considered as forming one of the required means of escape.
5.14 Automatic sprinkler and fire alarm and fire detection systems (Method IIF)
5.14.1 In vessels in which method IIF is adopted an automatic sprinkler and fire alarm system of
an approved type and complying with the recommendations of this section should be installed.
Alternatively sprinklers and fire alarm systems not complying with this section may be accepted,
provided that those systems comply with this section can be accepted, provided that those
systems comply with the requirements of IMO Resolution A.800 (19) revised guidelines for
approval of sprinkler systems equivalent to that referred to in SOLAS regulation II 2/12. [All
systems should be230 so arranged as to protect accommodation spaces and service spaces except
spaces which afford no substantial fire risks, such as void spaces and sanitary spaces.]
5.14.2 (a)

The system should be capable of immediate operation at all times and no action by
the crew should be necessary to set it in operation. It should be of the wet pipe
type but small exposed sections could be of the dry pipe type where in the opinion
of the competent authority this is a necessary precaution. Any parts of the system
which may be subjected to freezing temperatures in service should be suitably
protected against freezing. It should be kept charged at the necessary pressure
and should have provision for a continuous supply of water as required in
5.14.6(b).

(b)

Each section of sprinklers should include means for giving a visible and audible
alarm signal automatically at one or more indicating units whenever any sprinkler
comes into operation. Such units should indicate in which section served by the
system, fire has occurred and should be centralized in the wheelhouse and in
addition, visible and audible alarms from the unit should be placed in a position
other than in the wheelhouse, so as to ensure that the indication of fire is
immediately received by the crew. Such an alarm system should be so constructed
as to indicate if any fault occurs in the system.

5.14.3 (a)

Sprinklers should be grouped into separate sections, each of which should contain
not more than 200 sprinklers.

(b)

Each section of sprinklers should be capable of being isolated by one stop valve
only. The stop valve in each section should be readily accessible and its location
should be clearly and permanently indicated. Means should be provided to prevent
the operation of the stop valves by any unauthorized person.

(c)

A gauge indicating the pressure in the system should be provided at each section
stop valve and at a central station.

230

Please refer to Council Directive 97/70/EC, Harmonized interpretations.

See the Guidance on Precautions Against Freezing of Fire Mains contained in recommendation 6 of attachment to
the Final Act of the Conference.

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(d)

The sprinklers should be resistant to corrosion. In accommodation and service

spaces the sprinklers should come into operation within the temperature range of
68C and 79C, except that in locations such as drying rooms, where high ambient
temperatures might be expected, the operating temperature could be increased by
not more than 30C above the maximum deck head temperature.

(e)

A list or plan should be displayed at each indicating unit showing the spaces
covered and the location of the zone in respect of each section. Suitable
instructions for testing and maintenance should be available.

5.14.4 Sprinklers should be placed in an overhead position and spaced in a suitable pattern to
maintain an average application rate of not less than 5 l per m2 per minute over the nominal area
covered by the sprinklers. Alternatively, the competent authority could permit the use of
sprinklers providing such quantity of water suitably distributed as has been shown to the
satisfaction of the competent authority to be not less effective.
5.14.5 (a)

(b)

A pressure tank having a volume equal to at least twice that of the charge of water
specified in this sub-paragraph should be provided. The tank should contain a
standing charge of fresh water, equivalent to the amount of water which would be
discharged in one minute by the pump referred to in 5.14.6(b) and the
arrangements should provide for maintaining such air pressure in the tank as to
ensure that, where the standing charge of fresh water in the tank has been used,
the pressure will be not less than the working pressure of the sprinkler, plus the
pressure due to a head of water measured from the bottom of the tank to the
highest sprinkler in the system. Suitable means of replenishing the air under
pressure and of replenishing the fresh water charge in the tank should be provided.
A glass gauge should be provided to indicate the correct level of the water in the
tank.
Means should be provided to prevent the passage of seawater into the tank.

5.14.6 (a)

An independent power pump should be provided solely for the purpose of

continuing automatically the discharge of water from the sprinklers. The pump
should be brought into action automatically by the pressure drop in the system
before the standing fresh water charge in the pressure tank is completely
exhausted.

(b)

The pump and the piping system should be capable of maintaining the necessary
pressure at the level of the highest sprinkler to ensure a continuous output of water
sufficient for the simultaneous coverage of the maximum area separated by fireresisting bulkheads of "A" and "B" Class divisions or an area of 280 m2 whichever
is the less at the application rate specified in 5.14.4.

(c)

The pump should have fitted on the delivery side a test valve with a short openended discharge pipe. The effective area through the valve and pipe should be
adequate to permit the release of the required pump output while maintaining the
pressure in the system specified in 5.14.5(a).

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(d)

The sea inlet to the pump should wherever possible be in the space containing the
pump and should be so arranged that when the vessel is afloat it will not be
necessary to shut off the supply of sea-water to the pump for any purpose other
than the inspection or repair of the pump.

5.14.7 The sprinkler pump and tank should be situated in a position reasonably remote from any
machinery space of category A and should not be situated in any space required to be protected
by the sprinkler system.
5.14.8 (a)

There should not be less than two sources of power supply for the seawater pump
and the automatic fire alarm and fire detection system. If the pump is electrically
driven it should be connected to the main source of electrical power, which should
be capable of being supplied by at least two generators.

(b)

The feeders should be arranged so as to avoid galleys, machinery spaces and other
enclosed spaces of high fire risk except in so far as it is necessary to reach the
appropriate switchboard. One of the sources of power supply for the fire alarm
and fire detection system should be an emergency source. Where one of the
sources of power for the pump is an internal combustion-type engine it should, in
addition to complying with the provisions of 5.14.7, be so situated that a fire in
any protected space will not affect the air supply to that engine.

5.14.9 The sprinkler system should have a connection from the vessel's fire main by way of a
lockable screw-down non-return valve at the connection, which will prevent a backflow from the
sprinkler system to the fire main.
5.14.10 (a)

A test valve should be provided for testing the automatic alarm for each section of
sprinklers by a discharge of water equivalent to the operation of one sprinkler. The
test valve for each section should be situated near the stop valve for that section.

(b)

Means should be provided for testing the automatic operation of the pump on
reduction of pressure in the system.

(c)

Switches should be provided at one of the indicating positions referred to in sub5.14.2(b), which will enable the alarm and the indicators for each section of
sprinklers to be tested.

5.14.11 Spare sprinkler heads should be provided for each section of sprinklers. [Spare sprinkler
heads should include all types and ratings installed in the vessel and should be at least 6 spare
head if the numbers of sprinklers are less than 300 or else at least 12 spare head]231.
5.15 Automatic fire alarm and fire detection systems (Method IIIF)
5.15.1 In vessels in which Method IIIF is adopted an automatic fire alarm and fire detection
system of an approved type and complying with the recommendations of this section should be
installed and so arranged as to detect the presence of fire in all accommodation spaces and
service spaces except spaces which afford no substantial fire risk, such as void spaces and
sanitary spaces.
231

Please refer to Council Directive 97/70/EC, Harmonized interpretations.

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5.15.2 (a)

The system should be capable of immediate operation at all times and no action of
the crew should be necessary to set it in operation.

(b)

Each section of detectors should include means for giving a visible and audible
alarm signal automatically at one or more indicating units whenever any detector
comes into operation. Such units should indicate in which section served by the
system a fire has occurred and should be centralized on the wheelhouse and such
other positions as will ensure that any alarm from the system is immediately
received by the crew. Additionally, arrangements should be provided to ensure
that an alarm is sounded on the deck on which the fire has been detected. Such an
alarm and detection system should be so constructed as to indicate if any fault
occurs in the system.

5.15.3 Detectors should be grouped into separate sections, each covering not more than 50
rooms served by such a system and containing not more than 100 detectors. Detectors should be
zoned to indicate on which deck a fire has occurred.
5.15.4 The system should be operated by an abnormal air temperature, by an abnormal
concentration of smoke or by other factors indicative of incipient fire in any one of the spaces to
be protected. Systems, which are sensitive to air temperature, should not operate at less than 54C
and should operate at a temperature not greater than 78C when the temperature increase to those
levels is not more than 1C per minute. At the discretion of the competent authority the
permissible temperature of operation could be increased to 30C above the maximum deckhead
temperature in drying rooms and similar places of a normally high ambient temperature.
Systems, which are sensitive to smoke concentration, should operate on the reduction of the
intensity of a transmitted light beam. [Smoke detectors should be certified to operate before the
smoke density exceeds 12,5% obscuration per metre, but not until the smoke density exceeds 2%
obscuration per metre.]232 Other equally effective methods of operation could be accepted at the
discretion of the competent authority. The detection system should not be used for any purpose
other than fire detection.
5.15.5 The detectors should be arranged to operate the alarm by the opening or closing of
contacts or by other appropriate methods. They should be fitted in an overhead position and
should be suitably protected against impact and physical damage. They should be suitable for use
in a marine atmosphere. They should be placed in an open position clear of beams and other
objects likely to obstruct the flow of hot gases or smoke to the sensitive element. Detectors
operated by the closing of contacts should be of the sealed contact type and the circuit should be
continuously monitored to indicate fault conditions.
5.15.6 At least one detector should be installed in each space where detection facilities are
required and there should be not less than one detector for each 37 m2 of deck area
approximately. In large spaces the detectors should be arranged in a regular pattern so that no
detector is more than 9 m from another detector or more than 4.5 m from a bulkhead.
5.15.7 There should be not less than two sources of power supply for the electrical equipment
used in the operation of the fire alarm and fire detection system, one of which should be an
emergency source. The supply should be provided by separate feeders reserved solely for that
purpose. Such feeders should run to a changeover switch situated in the control station for the
232

Please refer to Council Directive 97/70/EC, Harmonized interpretations.

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fire detection system. The wiring system should be so arranged as to avoid galleys, machinery
spaces and other enclosed spaces having a high fire risk except in so far as it is necessary to
provide for fire detection in such spaces or to reach the appropriate switchboard.
5.15.8 (a)

A list or plan should be displayed adjacent to each indicating unit showing the
spaces covered and the location of the zone in respect of each system. Suitable
instructions for testing and maintenance should be available.

(b)

Provision should be made for testing the correct operation of the detectors and the
indicating units by supplying means for applying hot air or smoke at detector
positions.

5.15.9 Spare detector heads should be provided for each section of detectors to the satisfaction of
the competent authority.
5.16 Fixed fire-extinguishing arrangements in cargo spaces of high fire risk
Cargo spaces of high fire risk should be protected by a fixed gas fire-extinguishing system or by
a fire-extinguishing system, which gives equivalent protection, to the satisfaction of the
competent authority.
5.17 Fire pumps
5.17.1 At least two fire pumps should be provided.
5.17.2 If a fire in any one compartment could put all the fire pumps out of action there should be
an alternative means of providing water for fire fighting. In vessels of 75 m in length and over
this alternative means should be a fixed emergency fire pump independently driven. This
emergency fire pump should be capable of supplying two jets of water [at a minimum pressure of
0.25 Newtons per mm2]233.
5.17.3 (a)

The fire pumps, other than the emergency pump should be capable of delivering
for fire-fighting purposes a quantity of water at a minimum pressure of 0.25
Newton per mm2, with a total capacity (Q) of at least:

Q = 0.15

L ( B + D ) + 2.25 2 m3/ hour

where L, B and D are in metres.

However, the total required capacity of the fire pumps need not exceed l80 m3 per
hour.
(b)

233

Each of the required fire pumps other than any emergency pump should have a
capacity not less than 40% of the total capacity of fire pumps required by
sub-paragraph (a) and should in any event be capable of delivering at least the jets
of water required by 5.19.2(a). These fire pumps should be capable of supplying
the fire main systems under the required conditions. Where more than two pumps

Please refer to Council Directive 97/70/EC, Harmonized interpretations.

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are installed the capacity of such additional pumps should be to the satisfaction of
the competent authority.
5.17.4 (a)

Fire pumps should be independently driven power pumps. Sanitary, ballast, bilge
or general service pumps can be accepted as fire pumps, provided that they are not
normally used for pumping oil and that, if they are subject to occasional duty for
the transfer or pumping of fuel oil, suitable change-over arrangements are fitted.

(b)

Relief valves should be provided in conjunction with all fire pumps if the pumps
are capable of developing a pressure exceeding the design pressure of the water
service pipes, hydrants and hoses. These valves should be so placed and adjusted
as to prevent excessive pressure in any of the fire main systems.

(c)

Emergency power-operated fire pumps should be independently driven selfcontained pumps either with their own diesel engine prime mover and fuel supply
fitted in an accessible position outside the compartment which contains the main
fire pumps, or be driven by a self-contained generator, which can be the
emergency generator referred to in 4.17, of sufficient capacity and which is
positioned in a safe place outside the engine room and preferably above the
working deck. The emergency fire pump should be capable of operating for a
period of at least 3 hours.

(d)

Emergency fire pumps, sea-suction valves and other necessary valves should be
operable from outside compartments containing main fire pumps in a position not
likely to be cut off by a fire in those compartments.

5.18 Fire mains

5.18.1 (a)

Where more than one hydrant is required to provide the number of jets specified
in 5.19.2(a) a fire main should be provided.

(b)

Fire mains should have no connections other than those required for fire fighting,
except for the purpose of washing the deck and anchor chains and operation of
bilge ejectors, subject to the efficiency of the fire-fighting system being
maintained.

(c)

Where fire mains are not self-draining, suitable drain cocks should be fitted where
frost damage could be expected.

5.18.2 (a)

The diameter of the fire main and water service pipes should be sufficient for the
effective distribution of the maximum required discharge from two fire pumps
operating simultaneously or of 140 m3 per hour, whichever is the less.

(b)

With the two pumps simultaneously delivering through nozzles specified in 5.19.5
the quantity of water specified in sub-paragraph (a) of this section, through any
adjacent hydrants, the minimum pressure of 0.25 Newton per mm2 should be
maintained at all hydrants.

See the Guidance on Precautions Against Freezing of Fire Mains contained in recommendation 6 of attachment to
the Final Act of the Conference.
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5.19 Fire hydrants, fire hoses and nozzles
5.19.1 (a)

The number of fire hoses provided should be equal to the number of fire hydrants
arranged according to 5.19.2 and one spare hose. This number does not include
any fire hoses required in any engine or boiler room. The competent authority can
increase the number of fire hoses required so as to ensure that hoses in sufficient
number are available and accessible at all times, having regard to the size of the
vessel.

(b)

Fire hoses should be of approved material and sufficient in length to project a jet
of water to any of the spaces in which they may be required to be used. Their
maximum length should be 20 m. Every fire hose should be provided with a
nozzle and the necessary couplings. Fire hoses should together with any necessary
fittings and tools be kept ready for use in conspicuous positions near the water
service hydrants or connections.

5.19.2 (a)

The number and position of the hydrants should be such that at least two jets of
water not emanating from the same hydrant, one of which should be from a single
length of fire hose, may reach any part of the vessel normally accessible to the
crew while the vessel is being navigated.

(b)

All required hydrants should be fitted with fire hoses having dual-purpose nozzles
as required by 5.19.5. One hydrant should be located near the entrance of the
space to be protected.

5.19.3 Materials readily rendered ineffective by heat should not be used for fire mains and
hydrants unless adequately protected. The pipes and hydrants should be so placed that the fire
hoses may be easily coupled to them. In vessels where deck cargo can be carried, the positions of
the hydrants should be such that they are always readily accessible and the pipes should be
arranged as far as practicable to avoid risk of damage by such cargo. Unless one fire hose and
nozzle is provided for each hydrant, there should be complete interchangeability of fire hose
couplings and nozzles.
5.19.4 A cock or valve should be fitted to serve each fire hose so that any fire hose may be
removed while the fire pumps are operating.
5.19.5 (a)

Standard nozzle sizes should be 12 mm, 16 mm and 19 mm or as near to as

possible. Larger diameter nozzles can be permitted at the discretion of the
competent authority.

(b)

For accommodation and service spaces, a nozzle size greater than 12 mm need not
be used.

(c)

For machinery spaces and exterior locations, the nozzle size should be such as to
obtain the maximum discharge possible from two jets at the pressure specified in
5.18.2(b) from the smallest pump, provided that a nozzle size greater than 19 mm
need not be used.

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5.20 Fire extinguishers
5.20.1 Fire extinguishers should be of approved types. The capacity of required portable fluid
extinguishers should be not more than 13.5 l and not less than 9 l. Other extinguishers should not
be in excess of the equivalent portability of the 13.5 l fluid extinguisher and should not be less
than the fire-extinguishing equivalent of a 9 l fluid extinguisher. The competent authority should
determine the equivalents of fire extinguishers.
[5.20.2 For each type of fire extinguisher carried, capable of being recharged on board, at least
50 % spare charges should be provided.
For fire extinguishers, which cannot be recharged by the crew, at least 50 % additional portable
extinguishers of the same type and capacity should be provided in lieu of spare charges.
Instructions for recharging should be carried on board. Only refills approved for the fire
extinguisher in question should be used for recharging.]234
5.20.3 Fire extinguishers containing an extinguishing medium, which, in the opinion of the
competent authority, either by itself or under expected conditions of use, gives off toxic gases in
such quantities as to endanger persons should not be permitted.
5.20.4 Fire extinguishers should be examined annually by a competent person, authorised by the
competent authority.
[Each fire extinguisher should be provided with a sign indicating that it has been examined.
All containers of permanently pressurised fire extinguisher and propellant bottles of nonpressured extinguisher should be periodically hydraulic pressure tested.]235
5.20.5 Normally, one of the portable fire extinguishers intended for use in any space should be
stowed near an entrance to that space.
5.21 Portable fire extinguishers in control stations and accommodation and service spaces
5.21.1 At least five approved portable fire extinguishers should be provided in control stations
and accommodation and service spaces to the satisfaction of the competent authority.
[5.21.2 For each type of fire extinguisher carried, capable of being recharged on board, at least
50 % spare charges should be provided. For fire extinguishers which cannot be recharged by the
crew, at least 50 % additional portable extinguishers of the same type and capacity should be
provided in lieu of spare charges. Instructions for recharging should be carried on board. Only
refills approved for the fire extinguisher in question should be used for recharging.]236

See the Revised Guidelines for Marine Portable Fire Extinguishers adopted by the Organization by resolution
A.602(15).
234
Please refer to Council Directive 97/70/EC, Harmonized interpretations.
235
Please refer to Council Directive 97/70/EC, Harmonized interpretations. The text was amended by the WG.
236
Please refer to Council Directive 97/70/EC, Harmonized interpretations.
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5.22 Fire-extinguishing appliances in machinery spaces
5.22.1 (a)

Spaces containing oil-fired boilers or fuel oil units should be provided with one of
the following fixed fire-extinguishing systems, to the satisfaction of the competent
authority:
(i)

a pressure water-spraying installation;

(ii)

a fire-smothering gas installation;

(iii)

a fire-extinguishing installation using vapours from low toxicity

vapourizing liquids; or

(iv)

a fire-extinguishing installation using high expansion foam.

Where the engine and boiler rooms are not entirely separate, or if fuel oil can
drain from the boiler room into the engine room, the combined engine and boiler
rooms should be considered as one compartment.
(b)

New installations of halogenated hydrocarbon systems used as fire-extinguishing

media should be prohibited on new and existing vessels.

(c)

Every boiler room should be provided with at least one set of portable air-foam
equipment to the satisfaction of the competent authority.

(d)

At least two approved portable extinguishers discharging foam or equivalent

should be provided in each firing space in each boiler room and each space in
which a part of the fuel oil installation is situated. At least one approved foamtype extinguisher of at least 135 l capacity or equivalent should be provided in
each boiler room. These extinguishers should be provided with hoses on reels
suitable for reaching any part of the boiler room. The competent authority can
relax the recommendations of this sub-paragraph, having regard to the size and
nature of the space to be protected.

(e)

In each firing space there should be a receptacle containing sand, sawdust

impregnated with soda or other approved dry material, in such quantity as may be
required by the competent authority. Alternatively an approved portable
extinguisher could be provided.

5.22.2 Spaces containing internal combustion machinery used either for main propulsion or for
other purposes, when such machinery has a total power output of not less than 750 kilowatts,
should be provided with the following arrangements:
(a)

one of the fire-extinguishing systems required by 5.22.1(a);

(b)

at least one set of portable air-foam equipment to the satisfaction of the

competent authority; and

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(c)

in each such space, approved foam-type fire extinguishers each of at least 45 l

capacity, or equivalent, sufficient in number to enable foam or its equivalent to be
directed on to any part of the fuel and lubricating oil pressure systems, gearing and
other fire hazards. In addition, there should be provided a sufficient number of
portable foam extinguishers or equivalent which should be so located that an
extinguisher is not more than 10 m walking distance from any point in the space;
provided that there should be at least two such extinguishers in each such space.
For smaller spaces the competent authority can relax these recommendations.

5.22.3 Spaces containing steam turbines or enclosed steam engines used either for main
propulsion, or for other purposes, when such machinery has a total power output of not less than
750 kilowatts should be provided with the following arrangements:
(a)

foam fire extinguishers each of at least 45 l capacity, or equivalent, sufficient in

number to enable foam or its equivalent to be directed on to any part of the
pressure lubrication system, on to any part of the casings enclosing pressure
lubricated parts of the turbines, engines or associated gearing, and any other fire
hazards. Provided that such extinguishers should not be required if protection at
least equivalent to that of this sub-paragraph is provided in such spaces by a fixed
fire-extinguishing system fitted in compliance with 5.22.1(a); and

(b)

a sufficient number of portable foam extinguishers, or equivalent, which should be

so located that an extinguisher is not more than 10 m walking distance from any
point in the space; provided that there should be at least two such extinguishers in
each such space, and such extinguishers should not be required in addition to any
provided in compliance with 5.22.2(c).

5.22.4 Where, in the opinion of the competent authority, a fire hazard exists in any machinery
space for which no specific provisions for fire-extinguishing appliances are prescribed in 5.22.1,
5.22.2 and 5.22.3 there should be provided in, or adjacent to, that space a number of approved
portable fire extinguishers or other means of fire extinction to the satisfaction of the competent
authority.
5.22.5 Where fixed fire-extinguishing systems not required by this part are installed, such
systems should be to the satisfaction of the competent authority.
5.22.6 For any machinery space of category A to which access is provided at a low level from an
adjacent shaft tunnel, there should be provided in addition to any watertight door and on the side
remote from that machinery space a light steel fire-screen door which should be capable of being
operated from each side of the door.
5.23 International shore connection
5.23.1 At least one international shore connection, complying with 5.23.2 should be provided.

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5.23.2 Standard dimensions of flanges for the international shore connection should be in
accordance with the following table:
Description
Outside diameter
Inner diameter
Bolt circle diameter
Slots in flange
Flange thickness
Bolts and nuts

Dimension
178 mm
64 mm
132 mm
4 holes 19 mm in diameter equidistantly placed on a bolt
circle of the above diameter, slotted to the flange periphery
14.5 mm minimum
4 each of 16 mm in diameter and 50 mm in length

5.23.3 This connection should be constructed of material suitable for 1.0 Newton per mm2
service pressure.
5.23.4 The flange should have a flat face on one side and the other should have a coupling
permanently attached thereto that will fit the vessel's hydrant and hose. The connection should be
kept aboard the vessel together with a gasket of any material suitable for 1.0 Newton per mm2
service pressure together with four 16-mm bolts 50 mm in length and eight washers.
5.23.5 Facilities should be available enabling such a connection to be used on either side of the
vessel.
5.24 Firemans outfits
5.24.1 At least two fireman's outfits should be carried. [The firemans outfits should be in
accordance with the IMO Fire Safety Systems Code, Chapter III, reg. 2.1, 2.1.1 and 2.1.2. Two
spare charges should be provided for each required breathing apparatus]237.
5.24.2 The fireman's outfits should be stored so as to be easily accessible and ready for use and
should be stored in widely separated positions.
5.25 Fire control plan
There should be a permanently exhibited fire control plan. [The content of this plan should be in
accordance with IMO Resolution A.654(16) Graphical symbols for fire control plans and IMO
Resolution A.756(18) Guidelines on the information to be provided with the fire control
plan.]238
5.26 Ready availability of fire-extinguishing appliances
Fire-extinguishing appliances should be kept in good order and available for immediate use at all
times.

237

Please refer to Council Directive 97/70/EC, Harmonized interpretations. The amendments are proposed by
Denmark.
238
Please refer to Council Directive 97/70/EC, Harmonized interpretations.
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5.27 Acceptance of substitutes
Where in this part any special type of appliance, apparatus, extinguishing medium or
arrangement is specified, any other type of appliance, etc., can be allowed, provided the
competent authority is satisfied that it is not less effective.
PART C - Fire safety measures in vessels of 24 m in length and over but less than 60 m
5.28

Structural fire protection

5.28.1 The hull, superstructure, structural bulkheads, decks and deckhouses should be
constructed of non-combustible materials. The competent authority can permit combustible
construction provided the requirements of this section and the additional fire-extinguishing
requirements of 5.40.3 are complied with.
5.28.2 (a)

In vessels, the hull of which is constructed of non-combustible materials, the

decks and bulkheads separating machinery spaces of category A from
accommodation spaces, service spaces or control stations should be constructed to
"A-60" Class standard where the machinery space of category A is not provided
with a fixed fire-extinguishing system and to "A-30" Class standard where such a
system is fitted. Decks and bulkheads separating other machinery spaces from
accommodation, service spaces and control stations should be constructed to
"A-O" Class standard. Decks and bulkheads separating control stations from
accommodation and service spaces should be constructed to "A" Class standard,
[in accordance with the tables in 5.7 of this Chapter], except that a competent
authority can permit the fitting of "B-15" Class divisions for separating such
spaces as skipper's cabin from the wheelhouse, [where such spaces are considered
to be part of the wheelhouse]239.

(b)

In vessels, the hull of which is constructed of combustible materials, the decks and
bulkheads separating machinery spaces from accommodation spaces, service
spaces or control stations should be constructed to "F" Class or "B-15" Class
standard. In addition, machinery space boundaries should as far as practicable
prevent the passage of smoke. Decks and bulkheads separating control stations
from accommodation and service spaces should be constructed to "F" Class
standard.

5.28.3 (a)

In vessels, the hull of which is constructed of non-combustible materials,

bulkheads of corridors serving accommodation spaces, service spaces and control
stations should be of "B-15" Class divisions.

(b)

In vessels, the hull of which is constructed of combustible materials, bulkheads of

corridors serving accommodation spaces, service spaces and control stations,
should be of "F" Class divisions.

(c)

Any bulkhead required by sub-paragraph (a) or (b) should extend from deck to
deck unless a continuous ceiling of the same Class as the bulkhead is fitted on
both sides of the bulkhead, in which case the bulkhead can terminate at the
continuous ceiling.

239

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5.28.4 Interior stairways serving accommodation spaces, service spaces or control stations
should be of steel or other equivalent material. Such stairways should be within enclosures
constructed of "F" Class divisions in vessels the hull of which is constructed of combustible
materials, or "B-15" Class divisions in vessels the hull of which is constructed of noncombustible materials, provided that where a stairway penetrates only one deck it need be
enclosed at one level only.
5.28.5 Doors and other closures of openings in bulkheads and decks referred to in 5.28.2
and 5.28.3, doors fitted to stairway enclosures referred to in 5.28.4 and doors fitted in engine and
boiler casings, should be as far as practicable equivalent in resisting fire to the divisions in which
they are fitted. Doors to machinery spaces of category A should be self-closing.
5.28.6 Lift trunks, which pass through the accommodation and service spaces, should be
constructed of steel or equivalent material and should be provided with means of closing which
will permit control of draught and smoke.
5.28.7 (a)

In vessels, the hull of which is constructed of combustible materials, the boundary

bulkheads and decks of spaces containing any emergency source of power and
bulkheads and decks between galleys, paint rooms, lamp rooms or any storerooms which contain appreciable quantities of highly flammable materials, and
accommodation spaces, service spaces or control stations should be constructed of
"F" Class or "B-15" Class divisions.

(b)

In vessels, the hull of which is constructed of non-combustible materials, the

decks and bulkheads referred to in sub-paragraph (a) should be of "A" Class
divisions insulated to the satisfaction of the competent authority, having in mind
the risk of fire, except that the competent authority can accept "B-15" Class
divisions between galley and accommodation spaces, service spaces and control
stations when the galley contains electrically heated furnaces, electrically heated
hot water appliances or other electrically heated appliances only.

(c)

Highly flammable products should be carried in suitably sealed containers.

5.28.8 Where bulkheads or decks required by 5.28.2, 5.28.3, 5.28.5 or 5.28.7 to be of "A" Class,
"B" Class or "F" Class divisions, are penetrated for the passage of electrical cables, pipes, trunks,
ducts, etc., arrangements should be made to ensure that the fire integrity of the division is not
impaired.
5.28.9 Air spaces enclosed behind ceilings, panellings or linings in accommodation spaces,
service spaces and control stations should be divided by close-fitting draught stops spaced not
more than 7 m apart.
5.28.10 Windows and skylights to machinery spaces should be as follows:
(a)

where skylights can be opened they should be capable of being closed from
outside the space. Skylights containing glass panels should be fitted with external
shutters of steel or other equivalent material permanently attached.

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(b)

glass or similar materials should not be fitted in machinery space boundaries. This
does not preclude the use of wire-reinforced glass for skylights and glass in
control rooms within the machinery spaces; and

(c)

In skylights referred to in sub-paragraph (a) wire-reinforced glass should be used.

5.28.11 Insulating materials in accommodation spaces, service spaces except domestic

refrigerating compartments, control stations and machinery space should be non-combustible.
The surface of insulation fitted on the internal boundaries of machinery spaces of category A
should be impervious to oil or oil vapours.
5.28.12 Within compartments used for stowage of fish, combustible insulation should be
protected by close-fitting cladding.
5.28.13 Notwithstanding the requirements of this section, the competent authority can accept
"A-0" class divisions in lieu of "B-15" or "F" class divisions, having regard to the amount of
combustible materials used in adjacent spaces.
5.29 Ventilation systems
5.29.1 Except as provided for in 5.30.2, means should be provided to stop fans and close main
openings to ventilation systems from outside the spaces served.
5.29.2 Means should be provided for closing, from a safe position, the annular spaces around
funnels.
5.29.3 Ventilation openings can be permitted in and under the doors in corridor bulkheads
except that such openings should not be permitted in and under stairway enclosure doors. The
openings should be provided only in the lower half of a door. Where such opening is in or under
a door the total net area of any such opening or openings should not exceed 0.05 m2. When such
opening is cut in a door it should be fitted with a grille made of non-combustible material.
5.29.4 Ventilation ducts for machinery spaces of category A or galleys should not in general
pass through accommodation spaces, service spaces or control stations. Where the competent
authority permits this arrangement, the ducts should be constructed of steel or equivalent material
and arranged to preserve the integrity of the divisions.
5.29.5 Ventilation ducts of accommodation spaces, service spaces or control stations should not
in general pass through machinery spaces of category A or through galleys. Where the competent
authority permits this arrangement the ducts should be constructed of steel or equivalent material
and arranged to preserve the integrity of the divisions.
5.29.6 Storerooms containing appreciable quantities of highly flammable products should be
provided with ventilation arrangements, which are separate from other ventilation systems.
Ventilation should be arranged at high and low levels and the inlets and outlets of ventilators
should be positioned in safe areas. Suitable wire mesh guards to arrest sparks should be fitted
over inlet and outlet ventilation openings.
5.29.7 Ventilation systems serving machinery spaces should be independent of systems serving
other spaces.
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5.29.8 Where trunks or ducts serve spaces on both sides of "A" Class bulkheads or decks
dampers should be fitted so as to prevent the spread of fire and smoke between compartments.
Manual dampers should be operable from both sides of the bulkhead or the deck. Where the
trunks or ducts with a free cross-sectional area exceeding 0.02 m2 pass through "A" Class
bulkheads or decks, automatic self-closing dampers should be fitted. Trunks serving
compartments situated only on one side of such bulkheads should comply with 5.9.1(b).
5.30 Heating installations
5.30.1 Electric radiators should be fixed in position and so constructed as to reduce fire risks to a
minimum. No such radiator should be fitted with an element so exposed that clothing, curtains or
other similar materials can be scorched or set on fire by heat from the element.
5.30.2 Heating by means of open fires should not be permitted. Heating stoves and other similar
appliances should be firmly secured and adequate protection and insulation against fire should be
provided beneath and around such appliances and in way of their uptakes. Uptakes of stoves,
which burn solid fuel, should be so arranged and designed as to minimize the possibility of
becoming blocked by combustion products and should have a ready means for cleaning. Dampers
for limiting draughts in uptakes should, when in the closed position, still leave an adequate area
open. Spaces in which stoves are installed should be provided with ventilators of sufficient area
to provide adequate combustion-air for the stove. Such ventilators should have no means of
closure and their position should be such that no closing appliances in accordance with 2.9 are
required.
5.30.3 Open flame gas appliances, except cooking stoves and water heaters, should not be
permitted. Spaces containing any such stoves or water heaters should have adequate ventilation
to remove fumes and possible gas leakage to a safe place. All pipes conveying gas from container
to stove or water heater should be of steel or other approved material. Automatic safety gas shutoff devices should be fitted to operate on loss of pressure in the gas main pipe or flame failure on
any appliance.
5.31 Miscellaneous items
5.31.1 Exposed surfaces within accommodation spaces, service spaces, control stations, corridor
and stairway enclosures and the concealed surfaces behind bulkheads, ceilings, panellings and
linings in accommodation spaces, service spaces, and control stations should have low flamespread characteristics, [this being determined in accordance with the IMO Fire Test Procedures
Code]240.
5.31.2 All exposed surfaces of glass reinforced plastic construction within accommodation and
service spaces, control stations, machinery spaces of category A and other machinery spaces of
similar fire risk should have the final lay-up layer of approved resin having inherent fire-retardant
properties or be coated with an approved fire-retardant paint or be protected by non-combustible
materials.

See the Guidance concerning the Use of Certain Plastic Materials contained in recommendation 7 of attachment 3
to the Final Act of the Conference.
240
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5.31.3 Paints, varnishes and other finishes used on exposed interior surfaces should not be
capable of producing excessive quantities of smoke or toxic gases or vapours, [this being
determined in accordance with the IMO Fire Test Procedures Code]241.
5.31.4 Primary deck coverings within accommodation and service spaces and control stations
should be of approved material which will not readily ignite or give rise to toxic or explosive
hazards at elevated temperatures.
5.31.5 (a)

In accommodation and service spaces and control stations, pipes penetrating "A"
or "B" Class divisions should be of approved materials having regard to the
temperature that such divisions are required to withstand. Where the competent
authority permits the conveying of oil and combustible liquids through
accommodation and service spaces, the pipes conveying oil or combustible liquids
should be of an approved material having regard to the fire risk.

(b)

Materials readily rendered ineffective by heat should not be used for overboard
scuppers, sanitary discharges, and other outlets which are close to the waterline
and where the failure of the material in the event of fire would give rise to danger
of flooding.

5.31.6 All waste receptacles other than those used in fish processing should be constructed of
non-combustible materials with no openings in the sides and bottom.
5.31.7 Machinery driving fuel oil transfer pumps, fuel oil unit pumps and other similar fuel
pumps should be fitted with remote controls situated outside the space concerned so that they can
be stopped in the event of a fire arising in the space in which they are located.
5.31.8 Drip trays should be fitted where necessary to prevent oil leaking into bilges.
5.32 Storage of gas cylinders and dangerous materials
5.32.1 Cylinders for compressed, liquefied or dissolved gases should be clearly marked by
means of prescribed identifying colours, have a clearly legible identification of the name and
chemical formula of their contents and should be properly secured.
5.32.2 Cylinders containing flammable or other dangerous gases and expended cylinders should
be stored, properly secured, on open decks and all valves, pressure regulators and pipes leading
from such cylinders should be protected against damage. Cylinders should be protected against
excessive variations in temperature, direct rays of the sun, and accumulation of snow. However,
the competent authority can permit such cylinders to be stored in compartments complying with
the requirements of 5.32.3 to 5.32.5.
5.32.3 Spaces containing highly flammable liquids, such as volatile paints, paraffin, benzole,
etc., and, where permitted, liquefied gas should have direct access from open decks only.
Pressure-adjusting devices and relief valves should exhaust within the compartment. Where
boundary bulkheads of such compartments adjoin other enclosed spaces they should be gastight.

241

Please refer to Council Directive 97/70/EC, Harmonized interpretations.

For vessels the deck of which are constructed of steel, see the Recommendation on Fire Test Procedures for
Ignitability of Primary Deck Coverings adopted by the Organization by resolution A.687(17).
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5.32.4 Except as necessary for service within the space, electrical wiring and fittings should not
be permitted within compartments used for the storage of highly flammable liquids or liquefied
gases. Where such electrical fittings are installed, they should be of a certified safe type and
comply with the relevant provisions of the International Standard IEC Publication 79. (Electrical
apparatus for explosive gas atmosphere ). Sources of heat should be kept clear of such spaces and
"No Smoking" and "No Naked Light" notices should be displayed in a prominent position.
5.32.5 Separate storage should be provided for each type of compressed gas. Compartments used
for the storage of such gases should not be used for storage of other combustible products nor for
tools or objects not part of the gas distribution system. However, the competent authority can
relax these requirements considering the characteristics, volume and intended use of such
compressed gases.
5.33 Means of escape
5.33.1 Stairways and ladders leading to and from all accommodation spaces and in spaces, in
which the crew is normally employed, other than machinery spaces, should be so arranged as to
provide ready means of escape to the open deck and thence to the survival craft. In particular in
relation to these spaces:
(a)

at all levels of accommodation at least two widely separated means of escape

should be provided which can include the normal means of access from each
restricted space or group of spaces;

(b)

(i)

below the weather deck the means of escape should be a stairway and the
second escape can be a trunk or a stairway; and

(ii)

above the weather deck the means of escape should be stairways or doors
to an open deck or a combination thereof. Where it is not practicable to fit
stairways or doors, one of these means of escape can be by means of
adequately sized portholes or hatches protected where necessary against
ice accretion;

(c)

exceptionally the competent authority can permit only one means of escape, due
regard being paid to the nature and location of spaces and to the number of
persons who normally might be accommodated or employed there;

(d)

a corridor or part of a corridor from which there is only one route of escape should
preferably not exceed 2.5 m in length and in no case be greater than 5.0 m in
length; and

(e)

the width and continuity of the means of escape should be to the satisfaction of the
competent authority.

5.33.2 Two means of escape should be provided from every machinery space of category A,
which should be as widely separated as possible. Vertical escapes should be by means of steel
ladders. Where the size of the machinery spaces makes it impracticable, one of these means of
escape can be omitted. In such cases special consideration should be given to the remaining exit.
5.33.3 Lifts should not be considered as forming one of the required means of escape.
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5.34 Automatic fire alarm and fire detection systems
Where the competent authority has permitted under 5.28.1 a combustible construction, or where
otherwise appreciable amounts of combustible materials are used on the construction of
accommodation spaces, service spaces and control stations, special consideration should be given
to the installation of an automatic fire alarm and fire detection system in those spaces, having due
regard to the size of those spaces, their arrangement and location relative to control stations as
well as, where applicable, the flame-spread characteristics of the installed furniture.
5.35 Fire pumps
5.35.1 The minimum number and type of fire pumps to be fitted should be as follows:
(a)

one power pump not dependent upon the main machinery for its motive power; or

(b)

one power pump driven by main machinery provided that the propeller shafting
can be readily disconnected or provided that a controllable pitch propeller is fitted.

5.35.2 Sanitary, bilge, ballast, general service or any other pumps can be used as fire pumps if
they comply with the requirements of this Chapter and do not affect the ability to cope with
pumping of the bilges. Fire pumps should be so connected that they cannot be used for pumping
oil or other flammable liquids.
5.35.3 Centrifugal pumps or other pumps connected to the fire main through which back flow
could occur should be fitted with non-return valves.
5.35.4 Vessels not fitted with a power-operated emergency fire pump and without a fixed fireextinguishing system in the machinery spaces should be provided with additional fireextinguishing means to the satisfaction of the competent authority.
5.35.5 When fitted, emergency power-operated fire pumps should be independently driven selfcontained pumps either with their own prime mover and fuel supply fitted in an accessible
position outside the compartment which contains the main fire pumps, or be driven by a selfcontained generator which can be an emergency generator of sufficient capacity and which is
positioned in a safe place outside the engine room and preferably above the working deck.
5.35.6 For any emergency fire pump, where fitted, the pump, sea-suction valves and other
necessary valves should be operable from outside compartments containing main fire pumps in a
position not likely to be cut off by a fire in those compartments.
5.35.7 The total capacity (Q) of main power-operated fire pumps should be at least:

Q = 0.15

L ( B + D ) + 2.25 2 m3/ hour

where L, B and D are in metres.

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5.35.8 Where two independent power-operated fire pumps are fitted, the capacity of each pump
should not be less than 40 % of the quantity required by 5.35.7242.
5.35.9 When main power fire pumps are delivering the quantity of water required by 5.35.7
through the fire main, fire hoses and nozzles, the pressure maintained at any hydrant should be
not less than 0.25 Newton per mm2.
5.35.10 Where power-operated emergency fire pumps are delivering the maximum quantity of
water through the jet required by 5.37.1, the pressure maintained at any hydrant should be to the
satisfaction of the competent authority.
5.36 Fire mains
5.36.1 Where more than one hydrant is required to provide the number of jets required by 5.37.1,
a fire main should be provided.
5.36.2 Materials readily rendered ineffective by heat should not be used for fire mains, unless
adequately protected.
5.36.3 Where fire pump delivery pressure can exceed the designed working pressure of fire
mains, relief valves should be fitted.
5.36.4 Fire mains should have no connections other than those required for fire fighting, except
for the purpose of washing the deck and anchor chains or operation of bilge ejectors, subject to
the efficiency of the fire-fighting system being maintained.
5.36.5 Where fire mains are not self-draining, suitable drain cocks should be fitted where frost
damage may be expected.
5.37 Fire hydrants, fire hoses and nozzles
5.37.1 Fire hydrants should be positioned so as to allow easy and quick connection of fire hoses
and so that at least one jet can be directed into any part of the vessel which is normally accessible
during navigation.
5.37.2 The jet required in 5.37.1 should be from a single length of fire hose.
5.37.3 In addition to the requirements of 5.37.1, machinery spaces of category A should be
provided with at least one fire hydrant complete with fire hose and dual-purpose nozzle. This fire
hydrant should be located outside the space and near the entrance.
5.37.4 For every required fire hydrant there should be one fire hose. At least one spare fire hose
should be provided in addition to this requirement.
5.37.5 Single lengths of fire hose should not exceed 20 m.

242

Please refer to Council Directive 97/70/EC. Deletion agreed by the WG.

See the Guidance for Precautions Against Freezing of Fire Mains contained in recommendation 6 of attachment 3
to the Final Act of the Conference.

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5.37.6 Fire hoses should be of an approved material. Each fire hose should be provided with
couplings and a dual-purpose nozzle.
5.37.7 Except where fire hoses are permanently attached to the fire main, the couplings of fire
hoses and nozzles should be completely interchangeable.
5.37.8 The nozzles as required by 5.37.6 should be appropriate to the delivery capacity of the
fire pumps fitted, but in any case should have a diameter of not less than 12 mm.
5.38 Fire extinguishers
5.38.1 Fire extinguishers should be of approved types. The capacity of required portable fluid
extinguishers should be not more than 13.5 l and not less than 9 l. Other extinguishers should not
be in excess of the equivalent portability of the 13.5 l fluid extinguisher and should not be less
than the fire-extinguishing equivalent of a 9 l fluid extinguisher. The competent authority should
determine the equivalents of fire extinguishers.
5.38.2.1 [Except in the cases mentioned under 5.38.2 for each type of fire extinguisher carried,
capable of being recharged on board, 100% spare charges for the first 10 extinguishers should be
provided and 50% for the remaining extinguishers, but not more than 60.
5.38.2.2 For vessels with a length of less than 45 m and for fire extinguishers which cannot be
recharged on board, at least 50% additional fire extinguishers of the same type and capacity
should be provided in lieu of spare charges.
5.38.2.3 Instructions for recharging should be carried on board. Only refills approved for the fire
extinguishers in question should be used for recharging.]243
5.38.3 Fire extinguishers containing an extinguishing medium, which, in the opinion of the
competent authority, either by itself or under expected conditions of use, gives off toxic gases in
such quantities as to endanger persons should not be permitted.
5.38.4 Fire extinguishers should be examined [annually by a competent person, authorised by
the competent authority. Each fire extinguisher should be provided with a sign indicating that it
has been examined.
All containers of permanently pressurised fire extinguisher and propellant bottles of nonpressured extinguisher should be periodically hydraulic pressure tested to the satisfaction of the
competent authority]244.
5.38.5 Normally, one of the portable fire extinguishers intended for use in any space should be
stowed near an entrance to that space.

See the Revised Guidelines for Marine Portable Fire Extinguishers adopted by the Organization by resolution
A.602(15).
243
Please refer to Council Directive 97/70/EC, Harmonized interpretations. Amendment proposed by Denmark.
244
Please refer to Council Directive 97/70/EC, Harmonized interpretations. Amendments agreed by the WG.
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5.39

Portable fire extinguishers in control stations and accommodation and service

spaces

5.39.1 A sufficient number of approved portable fire extinguishers should be provided in control
stations and accommodation and service spaces to ensure that at least one extinguisher of a
suitable type is readily available for use in any part of such spaces. The total number of
extinguishers in these spaces, however, should not be less than three.
5.39.2.1 [Except in the cases mentioned under 5.38.2 for each type of fire extinguisher carried,
capable of being recharged on board, 100% spare charges for the first 10 extinguishers should be
provided and 50% for the remaining extinguishers, but not more than 60.
5.39.2.2 For vessels with a length of less than 45 m for fire extinguishers which cannot be
recharged on board, at least 50 % additional fire extinguishers of the same type and capacity
should be provided in lieu of spare charges.
5.39.2.3 Instructions for recharging should be carried on board. Only refills approved for the fire
extinguishers in question should be used for recharging.]245
5.40 Fire-extinguishing appliances in machinery spaces
5.40.1 (a)

Spaces containing oil-fired boilers, fuel oil units or internal combustion machinery
having a total power output of not less than 375246 247 kilowatts should be
provided with one of the following fixed fire extinguishing systems, to the
satisfaction of the competent authority:
(i)

a pressure water-spraying installation;

(ii)

a fire-smothering gas installation;

(iii)

a fire-extinguishing installation using vapours from low toxicity

vapourizing liquids; or

(iv)

a fire-extinguishing installation using high expansion foam.

(b)

New installations of halogenated hydrocarbon systems used as fire-extinguishing

media should be prohibited on new and existing vessels.

(c)

Where the engine and boiler rooms are not entirely separated from each other or if
fuel oil can drain from the boiler room into the engine room, the combined engine
and boiler rooms should be considered as one compartment.

5.40.2 Installations listed in 5.40.1(a) should be controlled from readily accessible positions
outside such spaces not likely to be cut off by a fire in the protected space. Arrangements should
be made to ensure the supply of power and water necessary for the operation of the system in the
event of fire in the protected space.
245

Please refer to Council Directive 97/70/EC, Harmonized interpretations. Amendment proposed by Denmark.
Please refer to Council Directive 97/70/EC, Reg. V/40(1)(a).
247
Japan is proposing the figure to be changed to 750 kW
246

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5.40.3 Vessels which are constructed mainly or wholly of wood or fibre reinforced plastic and
fitted with oil-fired boilers or internal combustion machinery which are decked in way of the
machinery space with such material, should be provided with one of the extinguishing systems
referred to in 5.40.1.
5.40.4 In all machinery spaces of category A at least two portable extinguishers should be
provided, of a type suitable for extinguishing fires involving fuel oil. Where such spaces contain
machinery, which has a total power output of not less than 250 kilowatts, at least three such
extinguishers should be provided. One of the extinguishers should be stowed near the entrance to
the space.
5.40.5 Vessels having machinery spaces not protected by a fixed fire extinguishing system
should be provided with at least a 45 l foam extinguisher or its equivalent, suitable for fighting
oil fires. Where the size of the machinery spaces makes this provision impracticable, the
competent authority can accept an additional number of portable fire extinguishers.
5.41 Fireman's outfits
The number of firemans outfits and their locations should be to the satisfaction of the competent
authority. When two or more firemans outfits are carried, they should be stowed in widely
separated positions, which are not likely to be cut off in the event of fire. The firemans outfits
should be in accordance with the IMO Fire Safety Systems Code, Chapter III, reg. 2.1, 2.1.1 and
2.1.2. Two spare charges should be provided for each required breathing apparatus]248.
5.42 Fire control plan
There should be a permanently exhibited fire control plan. [The contents of such a plan should
be in accordance with IMO Resolution A.654(16) Graphical symbols for fire control plans and
IMO Resolution A.756(18) Guidelines on the information to be provided with fire control
plans. In vessels with length less than 45 m the competent authority can dispense with this
requirement.]249
5.43 Ready availability of fire-extinguishing appliances
Fire-extinguishing appliances should be kept in good order and available for immediate use at all
times.
5.44 Acceptance of substitutes
Where in this part any special type of appliance, apparatus, extinguishing medium or
arrangement is specified, any other of appliance, etc., can be allowed provided the competent
authority is satisfied that it is not less effective.

248

Please refer to Council Directive 97/70/EC, Harmonized interpretations. The amendments are proposed by
Denmark.
249
Please refer to Council Directive 97/70/EC, Harmonized interpretations. Amendments proposed by Denmark.
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CHAPTER VI
PROTECTION OF THE CREW
6.1

General protective measures

6.1.1 An adequate number of lifelines, safety belts, bo'sun's chairs and stages should be
provided.
6.1.2 A lifeline system should be designed to be effective for all needs and the necessary wires,
ropes, shackles, eye boltsand cleats should be provided.
6.1.3 Where there is a danger of personnel falling through deck openings, the coamings or sills
should have a suitable height; otherwise, such openings should be provided with suitable guards,
such as hinged or portable railings or netting. The competent authority should take into
consideration the position and operational use of small openings such as fish and ice scuttles
before deciding whether or not they should be provided with guards.
6.1.4 Where there is a danger of personnel falling through skylights, or other similar openings,
such openings should be fitted with protective bars not more than 350 mm apart.
6.1.5 The surface of decks throughout a vessel should be specially designed or treated to
minimize the possibility of personnel slipping. In particular, the decks and working spaces on
board, such as machinery spaces, galleys and fish-handling and winch areas as well as deck areas
at the foot and head of ladders and just outside the doors, should be specially prepared or
designed as anti-skid surfaces.
6.1.6 The competent authority should be satisfied that consistent with safety and operational
procedures, working arrangements on board should provide for adequate rest periods for the
crew.
6.2

Deck Openings

6.2.1 Hinged covers of hatchways, manholes and other openings should be protected against
accidental closing. In particular, heavy covers on escape hatches should be equipped with
counterweights. The hatch should be so constructed that it can be opened from each side of the
cover.
6.2.2 Dimensions of access hatches should not be less than 600 mm by 600 mm or 600 mm in
diameter.
6.2.3 Where practical, handholds should be provided above the level of the deck over escape
openings.
6.2.4 External hatches and doors should be closed when the vessel is at sea. All openings
occasionally required to be kept open during fishing and which may lead to flooding should be
closed immediately if such danger of filling occurs with subsequent loss of buoyancy and
stability.

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6.3

Bulwarks, rails and guards

6.3.1 Efficient bulwarks or guardrails should be fitted on all exposed parts of the working deck
and on superstructure and deckhouse decks if they are working platforms. The height above deck
of bulwarks or guardrails should be at least 1.0 m, provided that, where this would interfere with
the normal operation of the vessel, a lesser height may be approved by the competent authority if
adequate protection is provided.
6.3.2 The minimum vertical distance from the deepest operating waterline to the lowest point
of the top of the bulwark, or to the edge of the working deck if guard rails are fitted should
ensure adequate protection for the crew from water shipped on deck, taking into account the sea
states and the weather conditions in which the vessel may operate, the area of operation, type of
vessel and its method of fishing. 250
6.3.3 Clearance below the lowest course of guardrails should not exceed 230 mm. Other
courses should not be more than 380 mm apart, and the distance between stanchions should not
be more than 1.5 m. In a vessel with rounded gunwales, guardrail supports should be placed on
the flat of the deck. Rails should be free from sharp points, edges and corners and should be of
adequate strength.
6.3.4 Satisfactory means in the form of guard rails, lifelines, gangways or underdeck passages,
etc., should be provided for the protection of the crew in getting to and from their quarters,
machinery spaces and other working spaces. Storm rails should be fitted on the outside of all
deckhouses and casings.
6.3.5 A stern trawler should be provided with doors, gates or other suitable protective
arrangements at the top of the stern ramp at the same height as the adjacent bulwark or guard
rails. When such protection is not in position a chain or other means of protection shall be
provided across the ramp.
6.3.6 Where a section of a bulwark or guard rail has to be removed or swung open to facilitate
the fishing operation, as in the case of longline fishing, protection for the crew should be
provided at the opening. When it is not practical to reinstate the bulwark or guardrail between
hauling operations, chains or other means of protection should be provided across the opening.
Where chains are to be fitted, the upper chain should be level with the upper edge of the bulwark
or guardrail and at least one other chain should be fitted mid way between the upper chain and
the deck.
6.4

Stairways and ladders

6.4.1 Stairways and ladders should be provided for safe working at sea and in port. They should
be of adequate size and strength. Means of access to holds, 'tweendecks, bunkers and similar
parts of a vessel should consist of fixed ladders or stairs.
6.4.2 Stairways of more than 1.0 m in height should have handrails on both sides.
250

Drawn from Chapter VI Reg. 3 (2) of the Protocol.

See the Guidance on a Method of Calculation of the Minimum Distance from the Deepest Operating Waterline to
the Lowest Point of the Top of the Bulwark or to the Edge of the Working Deck contained in recommendation 8 of
attachment 3 to the Final Act of the International Conference on Safety of Fishing Vessels, 1993.
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6.4.3 Treads of stairways should be flat and specially prepared to minimize slipping.
6.4.4 Fixed vertical ladders should be so situated as to be protected from damage and should be
so fitted as to provide clearance of 150 mm behind. The rungs of steel vertical ladders should be
made of square section steel bars with the sharp edge upwards. Where ladders are constructed
with stringers, the rungs should pass through the stringers. Handholds should be provided where
rungs or stringers are not suitable for this purpose.
6.4.5 Rope ladders should comply with the recommended standards for pilot ladders
(reproduced at Annex IX).
6.4.6 Emergency escape ladders should normally be fixed, but may be portable provided that
they are stowed adjacent to the escape and that they can be secured in place when required
without tools or mechanical aids.
6.4.7 Ladders in machinery and boiler spaces should preferably be at least 450 mm wide.
6.5

Accommodation ladders and gangways

6.5.1 An accommodation ladder, gangway or similar appliances should normally be provided to

ensure sufficiently safe and convenient access to the vessel.
6.5.2 If an accommodation ladder or gangway is not practicable, a substantial straight ladder, of
adequate length and extending at least 900 mm above the upper landing surface, should be
provided. Where conditions are such that a ladder cannot be used, a pilot ladder meeting the
provisions of Annex IX should be provided.
6.5.3 Accommodation ladders and gangways should be of reliable material, good construction
and adequate strength, and be securely installed.
6.5.4 Accommodation ladders and gangways should be at least 550 mm wide and be fitted with
railings at least 1.0 m high measured perpendicularly to the appliance on both sides, consisting of
two rails or taut ropes, wires or chains about 500 mm apart and supported by stanchions not more
than 2 m apart which should be designed to be secured against inadvertent dislodgement.
6.5.5 Accommodation ladders should be provided with hooks or other suitable fastenings for
adequate support and securing against displacement or slipping and be able to be adjusted to the
height of the landing place.
6.5.6 When a fixed tread accommodation ladder is fitted, cleated duck boards should be
provided which can be secured over the front edges of ladder steps to form a gangway when the
ladder angle is low enough to require this for safety.
6.5.7 Gangways should be fitted with cleats (transverse treads) at suitable stepping intervals
and for the full width of the gangway.
6.5.8 Turntables of gangways which pivot or swivel horizontally on a platform, should be
adequately protected by railings or ropes.
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6.5.9 The lower end of accommodation ladders or gangways should have suitable angle plates
or guards to cover wheels or rollers and to serve as a runway to the landing surface.
6.5.10 Where the shipboard ends of the means of access rest on the top of the bulwark, steps
equipped with at least one handrail of 900 mm in height should be provided which can be
secured between the top of the bulwark and the vessel's deck.
6.6

Galleys

6.6.1 Adequate grab rails should be fitted.

6.6.2 Dangerous parts of food-processing machinery should be fitted with permanent safety
guards.
6.6.2

Cooking stoves should be fitted with guards to retain cooking utensils.

6.6.3 Galley floor areas should be adequately drained. The anti skid surface referred to in
paragraph 6.1.5 should be designed to facilitate drainage.
6.6.4 Machinery, such as pumps and domestic refrigeration compressor units situated in the
galley should be fitted with permanent safety guards.
6.7 Deck machinery, tackle and lifting gear
General
6.7.1 All elements of a fishing gear system, including warping heads, winches, tackle, nets, etc.
should be designed, arranged and installed to provide safe and convenient operation. In so far as
is possible, such components should be of a suitable strength so that in the event of an overload
strain the failure will occur on the designated weak link in the system. All crew members should
be made aware of the designated weak link in the system.
6.7.2 Warp guards should be fitted where practicable between warp lead rollers.
6.7.3 Sheaves and rollers should be guarded where practicable.
6.7.4 Where practicable, provision should be made to stop trawl boards swinging inboard, such
as the fitting of a portable prevention bar at the gallows aperture or other equally effective means.
6.7.5 Chains or other suitable devices should be provided for stoppering off.
6.7.6 Lifting and running parts of the fishing gear should be of adequate strength for the
anticipated loads.
6.7.7 Wires and warps provided should be of adequate strength for the anticipated loads.
6.7.8 Provision should be made for the stowage of purse seines and other bulky netting to allow
for drainage and to prevent lateral movement. The stowage area should be of adequate
dimensions to keep the centre of gravity of the stowed net to a minimum and to allow for the
crew to work in safety when flaking down nets.
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6.7.9 Moving parts of winches line and net hauling equipment and of warp and chain leads
which may present a hazard should be as far as practicable adequately guarded and fenced.
Transducer cables used in mid-water trawling operations should be should be kept well clear of
the working deck.
6.7.10 Controls of winches, line and net hauling equipment, should be so placed that winch
operators have ample room for their unimpeded operation and have as unobstructed a view as
possible of the working area. Where possible, control handles should be arranged to return to the
stop position when released and be provided, where necessary, with a suitable locking device in
the stop/neutral position, to prevent accidental movements or displacement or unauthorized use.
In general, winches and hauling equipment for fishing gear should be fitted with safety devices
designed to prevent accidents.
6.7.11 Quick release devices should preferably be fitted in the case of beam trawling and in
purse seining that can be activated in an emergency from the wheelhouse and at the main control
station if not in the wheelhouse.
6.7.12 The design and construction of winches, line and net hauling equipment, should be such
that the maximum effort necessary for operating handwheels, handles, crank handles, levers, etc.
should not exceed 16 kg and in the case of pedals not exceed 32 kg.
Winches
6.7.13 The design of winch systems should ensure that when power is supplied to the winch, the
control valves and or levers would always be in the stop/neutral position.
6.7.14 Winches should be provided with means to prevent overhoisting and to prevent the
accidental release of a load if power supply fails. Where practicable, winches with wire storage
drums should be fitted to avoid the need to use warping heads.
6.7.15 Winches should be equipped with brakes capable of effectively arresting and holding the
safe working load. Brakes should be proof tested with static load before installation of not less
than 1.5 times the designated safe working load to the satisfaction of the competent authority.
Brakes should be provided with simple and easily accessible means of adjustment. Every winch
drum, which could be uncoupled from the drive, should be furnished with a separate brake
independent of the brake connected with the drive.
6.7.16 Where manually operated "guiding on" gear is installed the operating wheels should be
without open spokes or protrusions that could cause injury to the operator and should be capable
of being disengaged when the warps are paying out. Preferably the "guiding on" gear should be
capable of being disengaged when the warps are paying out.
6.7.17 Where practicable, winches should be reversible.
6.7.18 Winch barrels should be provided with means for fastening wire ends, for instance
clamps, shackles or other equally effective method which should be so designed as to prevent
kinking of the wires.

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6.7.19 Where a fishing winch is controlled from the bridge, an emergency control switch at the
winch should be provided. Where a second control at the winch is required by the competent
authority, the arrangement should be such as to make simultaneous control from both control
positions impossible, as well as to show which control position is in operation. Where necessary,
emergency switches for winches should be provided remote from the winch to protect fishermen
working in places which are dangerous for operation of warps and trawl boards. Where a fishing
winch is controlled from the bridge, the arrangements should be such that the operator has a clear
view of the winch and adjacent area.
Line and net hauling equipment
6.7.20 Line and net hauling equipment should be fitted with devices to ensure that the designated
working load is not exceeded. Such devices should be tested to the satisfaction of the competent
authority.
6.7.21 Where line and net hauling equipment is intended to be blocked or braked in the stop
position, the arrangements should be tested to the satisfaction of the competent authority.
6.7.22 Where line and net hauling equipment is controlled from the wheelhouse or from a
position remote from the equipment, means should be provided at the equipment to stop hauling
and/or shooting in an emergency. In like manner, when the main controls are at the equipment,
means should be provided in the wheelhouse to stop it in an emergency.
Lifting gear
6.7.23 Cranes should be well constructed of sound material and the design should conform with
national standards that may be appropriate. They should be tested to the satisfaction of the
competent authority and the crane should be marked with the designated maximum safe working
load. In the case of a crane fitted with an extendable jib, the safe working load at various radii
should be clearly marked as close as practical to the operating controls.
6.7.24 In general, cranes adapted for carrying net hauling equipment, should be so designed that
in the fail safe condition, the hanging point of the jib should not be too high or extend so far
beyond the bulwark that retrieval of fishing gear or equipment would endanger the crew.
6.7.25 The braking or blocking arrangements of a crane should be tested to at least 1.5 times the
designated safe working load to the satisfaction of the competent authority.
6.7.26 Lifting and hoisting appliances as well as derricks and similar equipment including all
parts and working gear thereof, whether fixed or movable, and all plant should be of good
construction, reliable material, adequate strength and free from patent defect. They should be
adequately and suitably anchored, supported or suspended having regard to the purpose for which
they are used and should be marked with the safe working load. They should have easy access for
maintenance. Guards should be provided to prevent any undesirable movement of lifted or
hoisted parts, such as codend or fishing gear, which could present danger to the crew.
6.7.27 No such appliance of a kind referred to in 6.7.26 nor any part or working gear thereof,
should be taken into use for the first time or after it has undergone any substantial repair unless it
has been tested and the result entered in the record of the vessel.
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6.8

Lighting in working spaces and areas

6.8.1
(i)

All companion-ways, door or other normal access openings should be provided

with artificial lighting on both sides of the opening to facilitate safe passage.

(ii)

In all passageways and in those working areas not adequately lighted by natural
lighting, artificial lighting should be provided to the satisfaction of the competent
authority. Particular attention should be paid to Rule 20(b) of the International
Regulations for Preventing Collisions at Sea, 1972.

6.8.2 Glare, dazzle or sudden contrasts of illumination should be eliminated to the extent
possible taking into consideration the need for effective lighting for the safety of the crew
working on deck.
6.8.3 Provision should be made for some form of emergency lighting which is independent of
the normal supply.
6.8.4 Portable lights should be provided as necessary and fitted with heavy-duty cables, bulb
guards and lanyards. Portable lights for use in spaces which may contain explosive gases should
be either explosive proof or otherwise intrinsically safe to the satisfaction of the competent
authority.
6.8.5 Where necessary to prevent danger, electric lamps should be protected by guards.
6.9

Ventilation in working and storage spaces

6.9.1 Enclosed working spaces, machinery spaces and spaces used for storage, in particular, of
paints, oils, solvents and wet batteries should be adequately ventilated.
6.9.2 Where necessary to safeguard personnel, work places and storage spaces should be
provided with an adequate system of heating and/or cooling.
6.10

Dangerous areas

6.10.1 Dangerous spaces or entrances thereto should be properly illuminated and marked and
have warning signs prominently posted. Retro-reflective and fluorescent materials may be used
to increase the conspicuousness. A notice should also be posted if a first aid procedure is
appropriate.
6.10.2 A notice should be prominently displayed below radar and radio aerials warning of
danger, with an instruction that the authority of a responsible officer should be obtained before
work is done in the vicinity. A notice should also be prominently displayed at or near the
operating controls of radar and radio equipment warning that before starting up the equipment it
should be ascertained that no one is working aloft near the aerials.

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6.11

Fish Processing Equipment

6.11.1 Arrangements of fish processing equipment should ensure free access for inspection,
operation and sanitary treatment of the equipment. Working areas in way of processing
equipment should not be less than 750 mm wide.
6.11.2 Materials used to insulate fish processing equipment, including piping, should be noncombustible, durable and stable under conditions of vibration and should not have an external
surface temperature harmful to personnel on contact. The insulation should be securely fastened.
6.11.3 Machinery and installations operating under pressure should comply with requirements
of the competent authority.
6.11.4 Machinery and other installations from which vapour, gas, dust or other harmful
substances may readily escape or be emitted during operation should be fitted with exhaust
devices. Suction ends of these devices should be located as near as possible to the sources of
vapour, gas or dust or other harmful substance and the piping should be so arranged that
discharged products will not constitute a hazard to personnel.
6.11.5 Where several conveyors are working in one line, emergency switches should be
provided at intervals of not more than 1.0 m for stopping all conveyors working in the line.
Where the length of the conveyors is 15 m or more, sound or light signals should be provided for
giving warning when the conveyor starts.
6.11.6 Dampers, cocks, valves and other stopping devices should be positioned so that they are
readily accessible and safe for operation.
6.11.7 Machinery and equipment in working spaces should be fitted on strong and rigid
foundations securely connected to the vessel's structure.
6.11.8 Moving parts of machinery and other installations, as well as gears which may present a
hazard should be adequately guarded.
6.11.9 Machinery and installations which require routine servicing at a height of more than 2 m
should be equipped with platforms of 600 mm in width and guarded with rails not less than 1 m
in height.
6.12

Medicine chest

6.12.1 First aid equipment and instructions as required by the competent authorities should be
provided in all fishing vessels. International standards relating to first aid at sea laid down in the
International Medical Guide for Ships, prepared by the International Labour Organization, the
International Maritime Organization and the World Health Organization, may serve as a guide.
6.12.2 The recommended contents of the medicine chests of categories 1, 2 and 3 fishing
vessels, based on an extract from the International Medical Guide for Ships concerning the ship's
medicine chest, are given in Annex VI of this part of the Code. For vessels of categories 2 and 3
the list may be further modified if the competent authority is satisfied that adequate medical
facilities and emergency transport are available nearby (i.e. factory or processing vessels, aircraft
or high-speed surface transport).
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6.12.3 In addition to the malaria tablets referred to in Annex VI a supply of malaria tablets
considered to be suitable for the area of operation should be carried and should be included in
emergency medical kits.
6.13

Miscellaneous

6.13.1 Protective clothing and safety working equipment such as gloves, goggles, ear protectors,
respirators, safety helmets, special footwear, and/or other apparel, oilskins, explosive gas and
oxygen sufficiency indicators, etc. should be provided as appropriate to prevent injury or illness
to personnel. The protective clothing and in particular oilskins, should have a highly visible
colour, be reflectorized, and fit as closely to the body as possible. The protective clothing for
crewmembers working on deck should be capable of supporting the wearer in the water in the
event of being washed overboard. A buoyancy garment or a self-inflating working life jacket
could be used for this purpose.
6.13.2 Pound boards should be so constructed that they can be locked in position when in use
and should not hamper the discharge of shipped water.
6.13.3 Effective lightning protectors should be fitted to all wooden masts or topmasts. In vessels
built of steel, it is sufficient to fit spikes on steel masts. In vessels constructed of non-conductive
material the lightning conductors should be connected to a copper plate fixed to the vessel's hull
well below the waterline.
6.13.4 In designing and installing new machinery and equipment in vessels, measures should be
taken to reduce the effect of noise and vibration upon personnel to levels satisfactory to the
competent authority.
6.13.5 Excessive and harmful noise and vibration should, as far as possible, be eliminated. When
harmful noise cannot be eliminated, ear protectors should be available to personnel.
6.13.6 An explosive gas detector and a detector or detectors to test for the leakage of refrigerant
or refrigerants should be provided on board.
6.13.7 The competent authority should ensure that fishing vessels that carry cargo and or fishing
equipment on deck and or atop deckhouses, carry on board clear instructions in relation to:
(a)

the provisions in the stability booklet covering conditions of loading at various

freeboards;

(b)

permitted loading conditions relative to weather conditions;

(c)

ensuring that cargo/fishing gear is not stowed in a manner that would obscure
view from the bridge or obscure navigation lights and signals; and

(d)

ensuring that access to and the operation of essential equipment and machinery is
not impeded.

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CHAPTER VII
LIFE-SAVING APPLIANCES AND ARRANGEMENTS
PART A - GENERAL251
[7.1 Application252
7.1.1 Unless expressly provided otherwise, the present Chapter applies to new fishing vessels
of 24 m and over but less than 45 m in length.
7.1.2 Requirements to new fishing vessels of 45 m in length and over should comply, to the
greatest possible extent, with Chapter VII of the Torremolinos International Convention for the
Safety of Fishing Vessels, 1977, as modified by the Torremolinos Protocol of 1993 relating
thereto.]253
7.2 Definitions254
7.2.1 Float-free launching is that method of launching a survival craft whereby the craft is
automatically released from a sinking vessel and is ready for use.
7.2.2 Free-fall launching is that method of launching a survival craft whereby the craft with its
complement of persons and equipment on board is released and allowed to fall into the sea
without any restraining apparatus.
7.2.3 Inflatable appliance is an appliance which depends upon non-rigid, gas-filled chambers for
buoyancy and which is normally kept uninflated until ready for use.
7.2.4 Inflated appliance is appliance which depends upon non-rigid, gas-filled chamber for
buoyancy and which is kept inflated and ready for use at all times.
7.2.5 Launching appliance or arrangements is a means of transferring a survival craft or rescue
boat from its stowed position safety to water.
7.2.6 Novel life-saving appliance or arrangements is a life-saving appliance or arrangement
which embodies new features not fully covered by the provisions of this chapter but which
provides an equal or higher standard of safety.
7.2.7 Rescue boat is a boat designed to rescue persons in distress and to marshall survival craft.
7.2.8 Retro-reflective material is a material which reflects in the opposite direction a beam of
light directed on it.
7.2.9 Survival craft is a craft capable of sustaining the lives of persons in distress from the time
of abandoning the vessel.

251

Please refer to Part A of the Chapter VII of the Protocol.

Please refer to regulation VII/(1) of the Protocol.
253
Proposal by FAO to delete paragraphs 7.1.1 and 7.1.2.
254
Please refer to regulation VII(2) of the Protocol, see the document SLF 44/5, paragraph 3.14.
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7.3 Evaluation, testing and approval of life-saving appliances and arrangements*
7.3.1 Except as provided in paragraphs 7.3.5 and 7.3.6, life-saving appliances and arrangements
required by this chapter should be approved by the competent authority.255
7.3.2 Before giving approval to life-saving appliances and arrangements, the competent
authority should ensure that such life-saving appliances and arrangements:
(a)

are tested, to confirm that they comply with the requirements of this chapter, in
accordance with the recommendations of the Organization; or

(b)

have successfully undergone, to the satisfaction of the competent authority, tests

which are substantially equivalent to those specified in those recommendations.256

7.3.3 Before giving approval to novel life-saving appliances or arrangements, the competent
authority should ensure that such appliances or arrangements:
(a)

provide safety standards at least equivalent to the requirements of this chapter and
the applicable provisions of the Protocol and have been evaluated and tested in
accordance with the recommendations of the Organization; or

(b)

have successfully undergone, to the satisfaction of the competent authority,

evaluation and tests which are substantially equivalent to those
recommendations.257

7.3.4 Procedures adopted by the competent authority for approval should also include the
conditions whereby approval would continue or would be withdrawn.258
7.3.5 Before accepting life-saving appliances and arrangements that have not been previously
approved by the competent authority, the competent authority should be satisfied that life-saving
appliances and arrangements comply with the requirements of this chapter and the applicable
provisions of the Protocol.259
7.3.6 Notwithstanding provisions of the above paragraphs, alternative life-saving appliances
allowed to install on board instead of life-saving appliances for which specifications are included
in applicable provisions of the Protocol should be to the satisfaction of the competent
authority.260

See the Recommendations on the Testing of Life-Saving Appliances adopted by the Organization by Resolution
A.689(17) and Code of Practice for the Evaluation, Testing and Acceptance of Prototype Novel Life-Saving
Appliances and Arrangements adopted by the Organization by Resolution A.520 (13)
255
Please refer to regulation VII/ 3.1 of the Protocol.
256
Please refer to regulation VII/ 3.2 (a),(b) of the Protocol.
257
Please refer to regulation VII/ 3.3 (a),(b) of the Protocol.
258
Please refer to regulation VII/ 3.4 of the Protocol.
259
Please refer to paragraph 4.1.5 of the Asian Regional guidelines.
260
Please refer to paragraph 4.1.6 of the Asian Regional guidelines.
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7.4 Production tests
The competent authority should require life-saving appliances to be subjected to such production
tests as are necessary to ensure that the life-saving appliances are manufactured to the same
standard as the approved prototype.261
Part B VESSEL REQUIREMENTS262
7.5 Number and types of survival craft263
7.5.1 [Every vessel should be provided with survival craft of sufficient aggregate capacity to
accommodate at least the total number of persons on board.]264 265
or:
[Every vessel should be provided with survival craft of sufficient aggregate capacity to
accommodate at least 200% of the total number of persons on board. Sufficient of these survival
craft to accommodate at least the total number of persons on board should be capable of being
launched from either side of the vessel.]266
[The competent authority may admit a relaxation to this paragraph taking into account the
vessels navigation area, operational condition, size of the vessels and may permit to provide
vessels with survival craft of sufficient aggregate capacity to accommodate at least the total
number of persons on board]267 268
7.5.2 The survival craft should comply with the applicable provisions of the Protocol.
Alternatively, the competent authority may permit vessels to carry other life-saving appliances
taking into account the vessels navigational area and operational condition.269*
7.5.3 The vessel should be provided with a rescue boat. A survival craft can be used as a rescue
boat provided it is suitable for this purpose. If a competent authority admits that the vessel itself
can be used as a rescue boat, and where means for rescuing a person overboard are provided on
the vessel, a rescue boat is not necessary. A rescue boat should be capable of being easily
launched by a minimum number of crew members, easily propelled and highly manoeuvrable
and adequate for rescuing a person overboard. Normally only rigid boats are considered suitable
as a rescue craft, but permanently inflated rubber boats of strong abrasion resistant construction
with subdivided buoyancy may be accepted as rescue boat.

261

Please refer to paragraph 4.2 of the Asian Regional guidelines.

Please refer to Part B of the Chapter VII of the Protocol.
263
Please refer to regulation 4.3 of the Asian Regional guidelines.
264
Please refer to regulation 4.3.1 of the Asian Regional guidelines, Norwegian proposals for the ISCG (second
brackets) and Russian proposals for ISCG ( third brackets).
265
Proposal by the Russian Federation.
266
Proposal by Norway for an alternative text.
267
Proposal by the Russian Federation as an addition to the Norwegian proposals.
268
See Asian Regional guidelines, see paragraph 4.3 of the document MSC 68/INF.10.
269
Please refer to paragraph 4.3.2 of the Asian Regional guidelines.
*
Comment by ICFTU: The ICFTU finds that the second sentence of the proposal, which allows for unspecified
alternatives to be carried out subject to the approval of the competent authority, gives very limited guidance to the
competent authority in terms of type approval or of alternatives capacity etc. Consequently, we would like to
suggest the deletion of this sentence.
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7.6 Availability and stowage of survival craft270
7.6.1 Survival craft should:
(a)

(b)

(i)

be readily available in case of emergency;

(ii)

be capable of being launched safely and rapidly under the conditions

required by the applicable provisions of the Protocol.

be so stowed that:
(i)

the marshalling of persons at the embarkation deck is not impeded;

(ii)

their prompt handling is not impeded;

(iii) embarkation can be effected rapidly and in good order; and

(iv) the operation of any other survival craft is not interfered with.271
7.6.2 Survival craft and launching appliances should be in working order and available for
immediate use before the vessel leaves port and kept so at all times when at sea.272
7.6.3 Survival craft should be stowed to the satisfaction of the competent authority.273
7.6.4 Every lifeboat should be attached to a separate set of davits or approved launching
appliance.274
7.6.5 Survival craft should be positioned as close to accommodation and service spaces as
possible, stowed in suitable positions to ensure safe launching, with particular regard to clearance
from the propeller. Lifeboats for lowering down the vessel's side should be stowed with regard
to steeply overhanging portions of the hull, so ensuring, as far as practicable, that they can be
launched down the straight side of the vessel. If positioned forward, they should be stowed abaft
the collision bulkhead in a sheltered position and in this respect the competent authority should
give special consideration to the strength of the davits.275
7.6.6 The liferafts should be so stowed as to be readily available in case of emergency in such a
manner as to permit them to float free from their stowage, inflate and break free from the vessel
in the event of its sinking. However, davit-launched liferafts need not float free.276
7.6.7 Lashings, if used, should be fitted with an automatic (hydrostatic) release system of an
approved type.277

270

Please refer to paragraph 4.4. of the Asian Regional guidelines.

Please refer to paragraph 4.4.1 of the Asian Regional guidelines.
272
Please refer to regulation VII/ 6.3 of the Protocol.
273
Please refer to regulation VII/ 6.4 (a) of the Protocol.
274
Please refer to regulation VII/ 6.4 (b) of the Protocol.
275
Please refer to regulation VII/ 6.4 (c) of the Protocol.
276
Please refer to regulation VII/ 6.4 (f)(i) of the Protocol.
277
Please refer to regulation VII/ 6.4 (f)(ii) of the Protocol
271

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The competent authority, if it is satisfied that the constructional features of the vessel and the
method of fishing operation may render it unreasonable and impractical to apply particular
provisions of this paragraph, may accept relaxations from such provisions, provided that the
vessel is fitted with alternative launching and recovering arrangements adequate for the service
for which it is intended.278
7.7 Embarkation into survival craft279
Suitable arrangements should be made for embarkation into the survival craft which should
include:
(a)

at least one ladder, or other approved means, on each side of the vessel to afford
access to the survival craft when waterborne except where the competent authority
is satisfied that the distance from the point of embarkation to the waterborne
survival craft is such that a ladder is unnecessary;

(b)

means for illuminating the stowage position of survival craft and their launching
appliances during preparation for and the process of launching, and also for
illuminating the water into which the survival craft are launched until the process
of launching is completed, the power for which to be supplied from the emergency
source required by section 4.17;

(c)

arrangements for warning all persons on board that the vessel is about to be
abandoned; and

(d)

means for preventing any discharge of water into the survival craft.

7.8 Life-jackets
7.8.1 For every person on board, a lifejacket of an approved type should be carried.
[Alternatively, buoyant vests for working prose may be carried instead of life-jackets mentioned
above].280 281 282
7.8.2 Life-jackets should be so placed as to be readily accessible and their position should be
plainly indicated.283
7.9 Immersion suits and thermal protective aids
[7.9.1 An approved immersion suit, of an appropriate size, complying with the requirements of
regulation 25, Chapter VII, of the Protocol should be provided for every person assigned to crew
the rescue boat.
278

Please refer to paragraph 4.4.3.5 of the Asian Regional guidelines.

Please refer to regulation VII/ 7 (a)-(d) of the Protocol.
280
Please refer to regulation 4.6.1 of the Asian Regional guidelines.
281
Norway suggests deleting sentence in brackets.
282
Comment by ICFTU: We would like to express our support for the Norwegian proposal to delete the sentence in
square brackets. Buoyancy vests should never be permitted to replace lifejackets or for any relaxation in the carriage
of lifejackets. From a safety point of view lifejackets are always preferable to the vests and these should for
practical reasons only be used during work and should be replaced by lifejackets in case of an emergency.
283
Please refer to regulation VII/8.2 of the Protocol.
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7.9.2 Vessels should carry immersion suits complying with the requirements of regulation 25,
Chapter VII, of the Protocol for every person on board not accommodated in:
(a) lifeboats; or
(b) davit-launched liferafts; or
(c) liferafts served by equivalent approved appliances which do not require entry into
the water to board the liferaft.
7.9.3 In addition to paragraph 7.9.2 (a), vessels should carry for each lifeboat at least three
immersion suits complying with the requirements of regulation 25, Chapter VII, of the Protocol.
In addition to the thermal protective aids required by regulation 17(8)(xxxi), Chapter VII, of the
Protocol, vessels should carry thermal protective aids complying with the requirements of
regulation 26, Chapter VII, of the Protocol for persons to be accommodated in the lifeboats and
not provided with immersion suits.
These immersion suits and thermal protective aids need not be required if the vessel is equipped
with either totally enclosed lifeboats of such aggregate capacity as to accommodate on each side
of the vessel at least the total number of persons on board or a free-fall lifeboat of sufficient
capacity to accommodate the total number of persons on board.
7.9.4 The requirements of paragraphs 7.9.2 and 7.9.3 above do not apply to vessels constantly
engaged in warm climates, where, in the opinion of the competent authority, immersion suits and
thermal protective aids are unnecessary.
7.9.5 The immersion suits required by paragraphs 7.9.2 and 7.9.3 may be used to comply with the
requirements of paragraph 7.9.1]284
or:
[7.9.1 For vessels operating in areas where low water and air temperature can be expected, an
approved immersion suit of an appropriate size with inherent insulation should be provided for
every person on board.
7.9.2 Immersion suits should be placed as to be readily accessible and their position should be
clearly indicated.]285
7.10 Lifebuoys
7.10.1 At least 4 lifebuoys should be provided.286
7.10.2 At least half of the number of lifebuoys referred to in 7.10.1 should be provided with
self-igniting lights287
284

Please refer to regulation VII/9 of the Protocol (first brackets and the document SLF 44/5, paragraph 3.15.
Proposal by Norway for an alternative text.
286
Please refer to paragraph 4.7 1 of the Asian Regional guidelines.
287
Please refer to paragraph 4.7.2 of the Asian Regional guidelines.
285

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7.10.3 At least one of the lifebuoys provided with self-igniting lights in accordance with 7.10.2
should be provided with self-activating smoke signals.288
7.10.4 At least one lifebuoy on each side of the vessel should be fitted with a buoyant lifeline
equal in length to not less than 30 m. Such lifebuoys should not have self-igniting lights.289
7.10.5 All lifebuoys should be so placed as to be readily accessible to the persons on board and
should always be capable of being rapidly cast loose and should not be permanently secured in
any way290
7.11 Line-throwing appliances
For every vessel a line-throwing appliance of a type approved by the competent authority should
be provided, being capable of carrying with reasonable accuracy a line not less than 230 m in
length.
7.12 Distress signals
7.12.1 Every vessel should be provided, to the satisfaction of the competent authority, with
means of making effective distress signals by day and by night, including at least [4] [6] rocket
parachute flares291
7.12.2 Distress signals should be of an approved type. They should be so placed as to be readily
accessible and their position should be plainly indicated.292
7.13 Radio life-saving appliances293
At least two294 two-way VHF radiotelephone apparatus should be provided on every vessel. Such
apparatus should conform to performance standards not inferior to those adopted by the
competent authority having regard to those adopted by the Organization. If a fixed two-way
VHF radiotelephone apparatus is fitted in a survival craft it should conform to performance
standards not inferior to those adopted by the competent authority having regard to those adopted
by the Organization.
7.14 Radar transponders295
At least one radar transponder should be carried on every vessel. Such radar transponders should
conform to performance standards not inferior to those adopted by the competent authority
having regard to those adopted by the Organization. It should be stowed in a location that it can
be rapidly placed in any survival craft.

288

Please refer to paragraph 4.7.3 of the Asian Regional guidelines.

Please refer to paragraph 4.7.4 of the Asian Regional guidelines.
290
Please refer to regulation VII/10.5 of the Protocol.
291
Please refer to paragraph 4.8.1 of the Asian Regional guidelines (number in second brackets is Norwegian
proposal to the Code for ISCG).
292
Please refer to regulation VII/12.2 of the Protocol.
293
Please refer to regulation 4.9 of the Asian Regional guidelines and the document SLF 44/5, paragraph 3.17.
294
Asian Regional guidelines admit one two-way VHF radiotelephone, see paragraph 4.9 of the document
MSC 68/INF.10.

See the Recommendations on Performance Standards for Survival Craft Radar Transponders for use in Search and
Rescue Operations adopted by the Organization by Resolution A.697 (17).
295
Please refer to regulation 4.10 of the Asian Regional guidelines.
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7.15 Retro-reflective materials on life-saving appliances296
All survival craft, rescue boats, lifejackets, [immersion suits] and lifebuoys should be fitted with
retro-reflective material in accordance with the recommendations of the Organization.
7.16 Operational readiness, maintenance and inspections
7.16.1 Operational readiness
Before the vessel leaves port and at all times during the voyage, all life-saving appliances should
be in working order and ready for immediate use.297
7.16.2 Maintenance

7.16.3

(a)

Instructions for on-board maintenance of life-saving appliances approved by the

competent authority should be provided and maintenance should be carried out
accordingly;298

(b)

The competent authority may accept, in lieu of the instructions required by

subparagraph (a), a shipboard planned maintenance programme.299

Maintenance of falls

Falls used in launching should be turned end for end at intervals of not more than 30 months and
be renewed when necessary due to deterioration of the falls or at intervals of not more than
5 years, whichever is the earlier.300
7.16.4

Spares and repair equipment

Spares and repair equipment should be provided for life-saving appliances and their components
which are subject to excessive wear or consumption and need to be replaced regularly.301
7.16.5

Weekly inspection302
The following tests and inspections should be carried out weekly:
(a)

all survival craft and launching appliances should be visually inspected to ensure
that they are ready for use;

296

Please refer to regulation VII/15 of the Protocol (words immersion suits in brackets is Norwegian proposal to the
Code for the ISCG).
297
Please refer to regulation VII/16.1 of the Protocol.
298
Please refer to regulation VII/16.2(a) of the Protocol.
299
Please refer to regulation VII/16.2(b) of the Protocol.
300
Please refer to regulation VII/16.3 of the Protocol.
301
Please refer to regulation VII/16.4 of the Protocol.
302
Please refer to regulation VII/16.5 (a)-(c) of the Protocol.
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7.16.6

(b)

all engines in lifeboats should be run ahead and astern for a total period of not less
than 3 minutes provided the ambient temperature is above the minimum
temperature required for starting the engine;

(c)

the general emergency alarm system should be tested.

Monthly inspections

Inspection of the life-saving appliances, including lifeboat equipment, should be carried out
monthly using a checklist to ensure that they are complete and in good order. A report of the
inspection should be entered in the log-book.303
7.16.7 Servicing of inflatable liferafts, inflatable life-jackets.304
Every inflatable liferaft and inflatable life-jacket should be serviced:

7.16.8

(a)

at intervals not exceeding 12 months. However, in cases where it appears proper

and reasonable, the competent authority may extend this period to l7 months;

(b)

at an approved servicing station which is competent to service them, maintains

proper servicing facilities and uses only properly trained personnel.

Periodic servicing of hydrostatic release units305

Hydrostatic release units should be serviced:

(a)

at intervals not exceeding l2 months. However, in cases where it appears proper

and reasonable, the competent authority may extend this period to 17 months;

(b)

at a servicing station which is competent to service them, maintains proper

servicing facilities and uses only properly trained personnel.

7.16.9 In cases of vessels where the nature of fishing operations may cause difficulty for
compliance with the requirements of paragraphs 7.16.7 and 7.16.8, the competent authority may
allow the extension of the service intervals to 24 months, provided that the competent authority is
satisfied that such appliances are so manufactured and arranged that they will remain in
satisfactory condition until the next period of servicing.306

303

Please refer to regulation VII/16.6 of the Protocol

Please refer to paragraph 4.12.7 of the Asian Regional guidelines.
305
Please refer to paragraph 4.12.8 of the Asian Regional guidelines.
306
Please refer to regulation VII/16.9 of the Protocol.
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[7.17 Miscellaneous
To facilitate aerial rescue operations, wheelhouse tops or other prominent horizontal surfaces
should be painted in a highly visible colour and should bear the vessels registration or other
identification marks in letters and/or numerals in contrasting colours. Similar marks on the sides
of the wheelhouse would also facilitate search and identification by high speed aircraft.]307

Part LIFE-SAVING APPLIANCES REQUIREMENTS308

Part C of Chapter VII of the Torremolinos International Convention for the Safety of
Fishing Vessels, 1977, as modified by the Torremolinos Protocol of 1993 relating thereto should
be used as a guidance for requirements for life-saving appliances.

Marking of fishing vessels and fishing gear for identification should be in accordance with uniform and
internationally recognizable vessel and gear marking systems, such as the Food and Agriculture Organization of the
United Nations Standard Specifications for the Marking and Identification of Fishing Vessels.
307
Proposal by FAO for this additional text to be inserted in appropriate place in this chapter.
308
Please refer to Part C of the Chapter VII of the Protocol and document SLF 44/5, paragraph 3.18.
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CHAPTER VIII309
EMERGENCY PROCEDURES, MUSTERS AND DRILLS
[8.1

Application

The provisions of this chapter should apply to new and existing vessels of 24 m in length and
over.]310
8.2

General emergency alarm system, muster list and emergency instructions

8.2.1 The general emergency alarm system should be capable of sounding the general alarm
signal consisting of seven or more short blasts followed by one long blast on the vessel's whistle
or siren and additionally on an electrically operated bell or klaxon or other equivalent warning
system which should be powered from the vessel's main supply and the emergency source of
electrical power required by section 4.17.
8.2.2 All vessels should be provided with clear instructions for each crew member which
should be followed in case of emergency.
8.2.3 The muster list should be posted up in several parts of the vessel and, in particular, in the
wheelhouse, the engine room and in the crew accommodation and should include the information
specified in the following paragraphs.
8.2.4 The muster list should specify details of the general alarm signal prescribed by 8.2.1 and
also the action to be taken by the crew when this alarm is sounded. The muster list should also
specify how the order to abandon ship will be given.
8.2.5 The muster list should show the duties assigned to the different members of the crew
including:
(a)

closing of watertight doors, fire doors, valves, scuppers, overboard shoots,

sidescuttles, skylights, portholes and other similar openings in the vessel;

(b)

equipping the survival craft and other life-saving appliances;

(c)

preparation and launching of survival craft;

(d)

general preparation of other life-saving appliances;

(e)

use of communication equipment; and

(f)

manning of fire parties assigned to deal with fires.

8.2.6 In vessels of less than 45 m in length the competent authority may permit relaxation of
the requirements of 8.2.5 if satisfied that, due to the small number of crew members, no muster
list is necessary.

309

Please refer to Chapter VIII of the Protocol.

Proposal by FAO to delete.
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8.2.7 The muster list should specify which officers are assigned to ensure that the life-saving
and fire appliances are maintained in good condition and are ready for immediate use.
8.2.8 The muster list should specify substitutes for key persons who may become disabled,
taking into account that different emergencies may call for different actions.
8.2.9 The muster list should be prepared before the vessel proceeds to sea. After the muster list
has been prepared, if any change takes place in the crew which necessitates an alteration in the
muster list, the skipper should either revise the list or prepare a new list.
8.3

Abandon ship training and drills

8.3.1 Practice musters and drills

(a)

Each member of the crew should participate in at least one abandon ship drill and
one fire drill every month. However, on vessels less than 45 m in length, the
competent authority may modify this requirement, provided that at least one
abandon ship and one fire drill is held at least every three months. The drills of
the crew should take place within 24 hours of the vessel leaving a port if more
than 25% of the crew have not participated in abandon ship and fire drills on
board that particular vessel in the previous muster. The competent authority may
accept other arrangements that are at least equivalent for those classes of vessel
for which this is impracticable.

(b)

Each abandon ship drill should include:

(c)

(i)

summoning of crew to muster stations with the general emergency alarm

and ensuring that they are made aware of the order to abandon ship
specified in the muster list;

(ii)

reporting to stations and preparing for the duties described in the muster
list;

(iii)

checking that crew are suitably dressed;

(iv)

checking that lifejackets are correctly donned;

(v)

lowering of at least one lifeboat after any necessary preparation for

launching;

(vi)

starting and operating the lifeboat engine;

(vii)

operation of davits used for launching liferafts.

Each fire drill should include:

(i)

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reporting to stations and preparing for the duties described in the fire
muster list;

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(ii)

starting of a fire pump, using at least the two required jets of water to show
that the system is in proper working order;

(iii)

checking of firemans outfit and other personal rescue equipment;

(iv)

checking of relevant communication equipment;

(v)

checking the operation of watertight doors, fire doors, fire dampers and
means of escape;

(vi)

checking the necessary arrangements for subsequent abandoning of the

vessel.

(d)

Different lifeboats should, as far as practicable, be lowered in compliance with the

requirements of subparagraph (b)(v) at successive drills.

(e)

Drills should, as far as practicable, be conducted as if there were an actual

emergency.

(f)

Each lifeboat should be launched with its assigned operating crew aboard and
manoeuvred in the water at least once every 3 months during an abandon ship
drill.

(g)

As far as is reasonable and practicable, rescue boats other than lifeboats which are
also rescue boats, should be launched each month with their assigned crew aboard
and manoeuvred in the water. In all cases this requirement should be complied
with at least once every 3 months.

(h)

If lifeboat and rescue boat launching drills are carried out with the vessel making
headway, such drills should, because of the dangers involved, be practised in
sheltered waters only and under the supervision of an officer experienced in such
drills.

(i)

Emergency lighting for mustering and abandonment should be tested at each

abandon ship drill.

(j)

The drills may be adjusted according to the relevant equipment required by those
regulations. However, if equipment is carried on a voluntary basis, it should be
used in the drills and the drills should be adjusted accordingly.

8.3.2 On-board training and instructions

(a)

On-board training in the use of the vessels life-saving appliances, including

survival craft equipment, should be given as soon as possible but not later than
2 weeks after a crew member joins the vessel. However, if the crew member is on
a regularly scheduled rotating assignment to the vessel, such training should be
given not later than 2 weeks after the time of first joining the vessel.

(b)

Instructions in the use of the vessel's life-saving appliances and in survival at sea
should be given at the same intervals as the drills. Individual instruction may

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cover different parts of the vessel's life-saving system, but all the vessel's
life-saving equipment and appliances should be covered within any period of 2
months. Each member of the crew should be given instructions which should
include but not necessarily be limited to:

(c)

(i)

operation and use of the vessel's inflatable liferafts, including precautions

concerning nailed shoes and other sharp objects;

(ii)

problems of hypothermia, first-aid treatment for hypothermia and other

appropriate first-aid procedures;

(iii)

special instructions necessary for use of the vessel's life-saving appliances

in severe weather and severe sea conditions.

On-board training in the use of davit-launched liferafts should take place at

intervals of not more than 4 months on every vessel fitted with such appliances.
Whenever practicable this should include the inflation and lowering of a liferaft.
This liferaft may be a special liferaft intended for training purposes only, which is
not part of the vessel's life-saving equipment; such a special liferaft should be
conspicuously marked.

8.3.3 Records
The date when musters are held, details of abandon ship drills and fire drills, drills of other lifesaving appliances and on-board training should be recorded in such logbook as may be
prescribed by the competent authority. If a full muster, drill or training session is not held at the
appointed time, an entry should be made in the logbook stating the circumstances and the extent
of the muster, drill or training session held.
8.3.4 Training manual
(a)

A training manual should be provided in each crew messroom and recreation

room or in each crew cabin. The training manual, which may comprise several
volumes, should contain instructions and information, in easily understood terms
illustrated wherever possible, on the life-saving appliances provided in the vessel
and on the best methods of survival. Any part of such information may be
provided in the form of audio-visual aids in lieu of the manual. The following
should be explained in detail:
(i)

donning of lifejackets and immersion suits, as appropriate;

(ii)

muster at the assigned stations;

(iii)

boarding, launching, and clearing the survival craft and rescue boats;

(iv)

method of launching from within the survival craft;

(v)

release from launching appliances;

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(vi)

methods and use of devices for protection in launching areas, where

appropriate;

(vii)

illumination in launching areas;

(viii) use of all survival equipment;

(ix)

use of all detection equipment;

(x)

with the assistance of illustrations, the use of radio life-saving appliances;

(xi)

use of drogues;

(xii)

use of engine and accessories;

(xiii) recovery of survival craft and rescue boats including stowage and securing;
(xiv)

hazards of exposure and the need for warm clothing;

(xv)

best use of the survival craft facilities in order to survive;

(xvi)

methods of retrieval, including the use of helicopter rescue gear (slings,

baskets, stretchers), breeches-buoy and shore life-saving apparatus and
vessel's line-throwing apparatus;

(xvii) all other functions contained in the muster list and emergency instructions;
(xviii) instructions for emergency repair of the life-saving appliances.
(b)

8.4

On vessels of less than 45 m in length the competent authority may permit

relaxation of the requirements of paragraph (a). However, appropriate safety
information should be carried on board.

Training in emergency procedures

The competent authority should take such measures as it may deem necessary to ensure that
crews are adequately trained in their duties in the event of emergencies. Such training should
include, as appropriate:
(a)

types of emergencies which may occur, such as collisions, fire and foundering;

(b)

types of life-saving appliances normally carried on vessels;

(c)

need to adhere to the principles of survival;

(d)

value of training and drills;

(e)

need to be ready for any emergency and to be constantly aware of:

(i)

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each crew members specific duties in any emergency;

each crew members own survival station; and

the signals calling the crew to their survival craft or fire stations;

(ii)

location of each crew member's own and spare lifejackets;

(iii)

location of fire alarm controls;

(iv)

means of escape;

(v)

consequences of panic;

(f)

actions to be taken in respect to lifting persons from vessels and survival craft by
helicopter;

(g)

actions to be taken when called to survival craft stations, including:

(h)

(i)

putting on suitable clothing;

(ii)

donning of lifejacket; and

(iii)

collecting additional protection such as blankets, time permitting;

actions to be taken when required to abandon ship, such as:

(i)
(ii)

(i)

how to board survival craft from vessel and water; and

how to jump into the sea from a height and reduce the risk of injury when
entering the water;

actions to be taken when in the water, such as:

(i)

(ii)
(j)

how to survive in circumstances of:

-

fire or oil on the water;

cold conditions; and

shark-infested waters;

how to right a capsized survival craft;

actions to be taken when aboard a survival craft, such as:

(i)

getting the survival craft quickly clear of the vessel;

(ii)

protection against cold or extreme heat;

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(iii)

using a drogue or sea anchor;

(iv)

keeping a look-out;

(v)

recovering and caring for survivors;

(vi)

facilitating detection by others;

(vii)

checking equipment available for use in the survival craft and using it
correctly; and

(viii) remaining, so far as possible, in the vicinity;

(k)

main dangers to survivors and the general principles of survival, including:

(i)

precautions to be taken in cold climates;

(ii)

precautions to be taken in tropical climates;

(iii)

exposure to sun, wind, rain and sea;

(iv)

importance of wearing suitable clothing;

(v)

protective measures in survival craft;

(vi)

effects of immersion in the water and of hypothermia;

(vii)

importance of preserving body fluids;

(viii) protection against seasickness;

(l)

(ix)

proper use of fresh water and food;

(x)

effects of drinking sea-water;

(xi)

means available for facilitating detection by others; and

(xii)

importance of maintaining morale;

actions to be taken in respect to fire fighting:

(i)

the use of fire hoses with different nozzles;

(ii)

the use of fire extinguishers;

(iii)

knowledge of the location of fire doors; and

(iv)

the use of breathing apparatus.

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CHAPTER IX311
RADIOCOMMUNICATIONS
PART A - GENERAL
9.1 Application and definition
9.1.1 This chapter should apply to new and existing fishing vessels.
9.1.2 No provision in this chapter should prevent the use by any vessel, survival craft or person
in distress of any means at its disposal to attract attention, make known its position and obtain
help.
9.1.3 Reference is made to Chapter IV, Regulation 2 of the International Convention for the
Safety Life at Sea, 1974 (SOLAS) and Regulation IX/2 of the Torremolinos Protocol, definitions
of Sea Areas:
Area A1- an area within the radiotelephone coverage of a least one VHF coast station in
which continuous DSC alerting is available, as may be defined by a Contracting
Government;312
Area A2 an area, excluding Sea Area A1, defined above, within the radiotelephone
coverage of at least one MF coast station in which continuous DSC alerting is available,
as may be defined by a Contracting Government;313
Area A3 an area, excluding Sea Area A1 and A2, defined above, within the coverage of
an INMARSAT geostationary satellite in which continuous alerting is available;314
Area A4 an area outside of Sea Areas A1, A2, and A3, as defined above;315
9.2

Exemptions

9.2.1 It is highly desirable not to deviate from the requirements of this chapter; nevertheless the
competent authority may grant partial or conditional exemptions to individual vessels from the
requirements of 9.5 to 9.9 provided:
.1

such vessels comply with the functional requirements of 9.3; and

311

The existing chapter IX is replaced by this revised draft text.

Note of clarification: Area A1 is defined as within range of VHF coast stations with continuous DSC alerting
available, approximately 20-30 miles;
313
Note of clarification: beyond area A1, but within range of MF coastal stations with continuous DSC alerting
available, approximately 100 miles;
314
Note of clarification: beyond the first two areas, but within coverage of geostationary maritime communication
satellites [in practice this means INMARSAT]; this covers the area between roughly 70 deg N and 70 deg S;
315
Note of clarification: the remaining sea areas. The most important of these is the sea around the North Pole [the
area around the South Pole is mostly land]; geostationary satellites, which are positioned above the equator, cannot
reach this far.
312

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.2

the competent authority has taken into account the effect such exemption may
have upon the general efficiency of the service for the safety of all ships and
vessels.

9.2.2 An exemption may be permitted under paragraph 9.2.1 only:

.1

if the conditions affecting safety are such as to render the full application of 9.5 to
9.9 unreasonable or unnecessary; or

.2

in exceptional circumstances, for a single voyage outside the sea area or sea areas
for which the vessel is equipped.

9.2.3 The competent authority may exempt vessels operating always together in pair or in
groups from being fully equipped in accordance with the requirements provided that:
.1

The vessel in command fully comply with the requirements of the actual Sea area:

.2

The other vessels in pair or in groups carry radio equipment sufficient for short
distance distress alert and radiocommunications with the vessel in command, to
the satisfaction of the competent authority. Vessels operating in a pair or group
is defined as two or more vessels operating collaboratively within a 100 nautical
miles of each other except for extremely brief periods;

.3

This exemption does not apply to EPIRB carriage requirements.

9.3 Functional requirements

Every vessel, while at sea, should be capable:
.1

except as provided in 9.6.1.1 and 9.8.1.4.3, of transmitting ship-to-shore distress

alerts by at least two separate and independent means, each using a different
radiocommunication service;

.2

of receiving shore-to-ship distress alerts;

.3

of transmitting and receiving ship-to-ship distress alerts;

.4

of transmitting and receiving search and rescue co-ordinating communications;

.5

of transmitting and receiving on-scene communications;

.6

of transmitting and, as required by regulation X/3(6) of the Protocol, receiving

signals for locating;

.7

of transmitting and receiving maritime safety information;

.8

of transmitting and receiving general radiocommunications to and from shorebased radio systems or networks subject to 9.13.7; and

.9

of transmitting and receiving bridge-to-bridge communications.

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PART B - SHIP REQUIREMENTS
9.4

Radio installations

9.4.1 Every vessel should be provided with radio installations capable of complying with the
functional requirements prescribed by 9.3 throughout its intended voyage and, unless relaxed
under 9.2, complying with the requirements of 9.5 and, as appropriate for the sea area or areas
through which it will pass during its intended voyage, the requirements of either 9.5, 9.6, 9.7,
or 9.8.
9.4.2

Every radio installation should:

.1

be so located that no harmful interference of mechanical, electrical or other origin

affects its proper use, and so as to ensure electromagnetic compatibility and
avoidance of harmful interaction with other equipment and systems;

.2

be so located as to ensure the greatest possible degree of safety and operational

availability,

.3

be protected against harmful effects of water, extremes of temperature and other

adverse environmental conditions;

.4

be provided with reliable, permanently arranged electrical lighting, independent of

the main and emergency sources of electrical power, for the adequate illumination
of the radio controls for operating the radio installation; and

.5

be clearly marked with the call sign, the ship station identity and other codes as
applicable for the use of the radio installation. This includes the Maritime Mobile
Service Identifier (MMSI).

9.4.3 Control of the VHF radiotelephone channels, required for navigational safety, should be
immediately available on the navigation bridge convenient to the conning position and, where
necessary, facilities should be available to permit radiocommunications from the wings of the
navigation bridge. Portable VHF equipment may be used to meet the latter provision.
9.5

Radio equipment - General

9.5.1 Every vessel should be provided with:

.1

a VHF radio installation capable of transmitting and receiving:

.1

DSC on the frequency 156.525 MHz (channel 70). It should be possible to

initiate the transmission of distress alerts on channel 70 from the position
from which the vessel is normally navigated; and

.2

radiotelephone on the frequencies 156.300 MHz (channel 6), 156.650

MHz (channel 13) and 156.800 MHz (channel 16);

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.2

a VHF DSC watch receiver which may be separate from, or combined with, that
required by 9.5.1.1.1;

.3

a radar transponder capable of operating in the 9 GHz band, which:

.1

should be so stowed that it can be easily utilised; and

.2

may be one of those required by [7.14] for a survival craft;

.4

a receiver capable of receiving international NAVTEX service broadcasts if the

ship is engaged on voyages in any area in which an international NAVTEX
service is provided. However, if a NAVTEX service is not established in the
actual area the competent authority may permit vessels to receive navigational
warnings and safety messages by other means of reception, to the satisfaction of
the competent authority.

.5

a radio facility for reception of maritime safety information by the INMARSAT

enhanced group calling system if the vessel is engaged on voyages in any area of
INMARSAT coverage but in which a NAVTEX or an alternative service is not
provided. However, vessels engaged exclusively on voyages in areas where an
HF direct-printing telegraphy maritime safety information service is provided and
fitted with equipment capable of receiving such service, may be exempted from
this requirement;

.6

a satellite emergency position-indicating radio beacon (satellite EPIRB) which

should be:
.1

capable of transmitting a distress alert either through the polar orbiting

satellite service operating in the 406 MHz band or, if the vessel is engaged
only on voyages within INMARSAT coverage, through the INMARSAT
geostationary satellite service operating in the 1.6 GHz band;

.2

installed in an easily accessible position;

.3

ready to be manually released and capable of being carried by one person

into a survival craft;

.4

capable of floating free if the vessel sinks and of being automatically

activated when afloat; and

.5

capable of being activated manually.

9.6 Radio equipment - Sea Area A1 or Sea Areas within the coverage of a VHF coast
station (without DSC) operating on a 24 hours a day, 7 days a week basis
9.6.1 In addition to meeting the requirements of 9.5, every vessel engaged on voyages
exclusively in sea area A1 should be provided with a radio installation capable of initiating the
transmission of ship-to-shore distress alerts from the position from which the vessel is normally
navigated, operating either:
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.1

on VHF using DSC; this requirement may be fulfilled by the EPIRB prescribed by
9.5.1.6, either by installing the EPIRB close to, or by remote activation from, the
position from which the vessel is normally navigated; or

.2

through the polar orbiting satellite service on 406 MHz; this requirement may be
fulfilled by the satellite EPIRB, required by 9.5.1.6, either by installing the
satellite EPIRB close to, or by remote activation from, the position from which the
vessel is normally navigated; or

.3

if the vessel is engaged on voyages within coverage of MF coast stations equipped

with DSC, on MF using DSC; or

.4

on HF using DSC; or

.5

through the INMARSAT geostationary satellite service; this requirement may be

fulfilled by:
.1

an INMARSAT ship earth station; or

.2

the satellite EPIRB, required by 9.5.1.6, either by installing the satellite

EPIRB close to, or by remote activation from, the position from which the
vessel is normally navigated.

9.6.2 The VHF radio installation, required by 9.5.1.1, should also be capable of transmitting
and receiving general radiocommunications using radiotelephony.
9.6.3 Vessels engaged on voyages exclusively in sea area A1 may carry, in lieu of the satellite
EPIRB required by 9.5.1.6, an EPIRB which should be:
.1

capable of transmitting a distress alert using DSC on VHF channel 70 and

providing for locating by means of a radar transponder operating in the 9 GHz
band;

.2

installed in an easily accessible position;

.3

ready to be manually released and capable of being carried by one person into a
survival craft;

.4

capable of floating free if the vessel sinks and being automatically activated when
afloat; and

.5

capable of being activated manually.

9.6.4 If the vessel is operating exclusively within the radiotelephone coverage of at least one
continuously operating VHF coast station in which continuous DSC alerting is not available, the
vessel need not to be equipped with the DSC functions mentioned above in paragraph 9.5.1.1,
9.5.1.2, 9.6.1.1 to 9.6.1.4.

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9.7
Radio equipment - Sea Areas A1 and A2 or Sea Areas within the coverage of a MF coast
station (without DSC) providing a continuous watch on 2182 kHz as well as a continuously
operating VHF station
9.7.1 In addition to meeting the requirements of 9.5 and 9.6, every vessel engaged on voyages
beyond sea area A1, but remaining within sea area A2, should be provided with:
.1

an MF radio installation capable of transmitting and receiving, for distress and

safety purposes, on the frequencies:
.1

2,187.5 kHz using DSC; and

.2

2,182 kHz using radiotelephony;

.2

a radio installation capable of maintaining a continuous DSC watch on the

frequency 2,187.5 kHz which may be separate from or combined with, that
required by 9.7.1.1; and

.3

means of initiating the transmission of ship-to-shore distress alerts by a radio

service other than MF operating either:
.1

through the polar orbiting satellite service on 406 MHz; this requirement
may be fulfilled by the satellite EPIRB, required by 9.5.1.6, either by
installing the satellite EPIRB close to, or by remote activation from, the
position from which the vessel is normally navigated; or

.2

on HF using DSC; or

.3

through the INMARSAT geostationary satellite service; this requirement

may be fulfilled by an INMARSAT ship earth station, or by the satellite
EPIRB, required by 9.5.1.6, either by installing the satellite EPIRB close
to, or by remote activation from, the position from which the vessel is
normally navigated.

9.7.2 It should be possible to initiate transmission of distress alerts by the radio installations
specified in 9.7.1.1 and 9.7.1.3 from the position from which the vessel is normally navigated.
9.7.3 The vessel should, in addition, be capable of transmitting and receiving general
radiocommunications using radiotelephony or direct-printing telegraphy by either:
.1

a radio installation operating on working frequencies in the bands between 1,605

kHz and 4,000 kHz or between 4,000 kHz and 27,500 kHz. This requirement may
be fulfilled by the addition of this capability in the equipment required by 9.7.1.1;
or

.2

an INMARSAT ship earth station.

9.7.4 If the vessel is operating exclusively within the radiotelephone coverage of at least one
MF coast station in which continuous DSC alerting is not available, but is providing a continuous
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watch on 2182 kHz, the vessel need not to be equipped with the DSC functions mentioned above
in paragraph 9.5.1.1, 9.5.1.2, 9.7.1.1 to 9.7.1.3.
9.8

Radio equipment - Sea Area A1, A2 and A3

9.8.1 In addition to meeting the requirements of 9.5, 9.6, and 9.7, every vessel engaged on
voyages beyond sea areas A1 and A2, but remaining within sea area A3, should, if it does not
comply with the requirements of 9.8.2, be provided with:
.1

.2

an INMARSAT ship earth station capable of:

.1

transmitting and receiving distress and safety communications using either

radiotelephony or direct-printing telegraphy;

.2

initiating and receiving distress priority calls;

.3

maintaining watch for shore-to-ship distress alerts, including those

directed to specifically defined geographical areas;

.4

transmitting and receiving general radiocommunications, using either

radiotelephony or direct-printing telegraphy; and

an MF radio installation capable of transmitting and receiving, for distress and

safety purposes, on the frequencies:
.1

2,187.5 kHz using DSC; and

.2

2,182 kHz using radiotelephony, and

.3

a radio installation capable of maintaining a continuous DSC watch on the

frequency 2,187.5 kHz which may be separate from or combined with that
required by 9.8.1.2.1; and

.4

means of initiating the transmission of ship-to-shore distress alerts by a radio

service operating either:
.1

through the polar orbiting satellite service on 406 MHz; this requirement
may be fulfilled by the satellite EPIRB, required by 9.5.1.6, either by
installing the satellite EPIRB close to, or by remote activation from, the
position from which the vessel is normally navigated; or

.2

on HF using DSC; or

.3

through the INMARSAT geostationary satellite service, by an additional

ship earth station or by the satellite EPIRB required by 9.5.1.6, either by
installing the satellite EPIRB close to, or by remote activation from, the
position from which the vessel is normally navigated.

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9.8.2 In addition to meeting the requirements of 9.5, 9.6, and 9.7, every vessel engaged on
voyages beyond sea areas A1 and A2, but remaining within sea area A3, should, if it does not
comply with the requirements of 9.8.1, be provided with:
.1

an MF/HF radio installation capable of transmitting and receiving, for distress and
safety purposes, on all distress and safety frequencies in the bands between
1,609 kHz and 4,000 kHz and between 4,000 kHz and 27,900 kHz:
.1

using DSC;

.2

using radiotelephony; and

.3

using direct-printing telegraphy;

.2

equipment capable of maintaining DSC watch on 2,187.5 kHz, 8,414.5 kHz and
on at least one of the distress and safety DSC frequencies 4,207.5 kHz, 6,312 kHz,
12,577 kHz or 16,804.5 kHz; at any time, it should be possible to select any of
these DSC distress and safety frequencies. This equipment may be separate from,
or combined with, the equipment required by 9.8.2.1; and

.3

means of initiating the transmission of ship-to-shore distress alerts by a

radiocommunication service other than HF operating either:

.4

.1

through the polar orbiting satellite service on 406 MHz; this requirement
may be fulfilled by the satellite EPIRB, required by 9.5.1.6, either by
installing the satellite EPIRB close to, or by remote activation from, the
position from which the vessel is normally navigated; or

.2

through the INMARSAT geostationary satellite service; this requirement

may be fulfilled by an INMARSAT ship earth station or the satellite
EPIRB, required by 9.5.1.6, either by installing the satellite EPIRB close
to, or by remote activation from, the position from which the vessel is
normally navigated; and

in addition, vessels should be capable of transmitting and receiving general

radiocommunications using radiotelephony or direct-printing telegraphy by an
MF/HF radio installation operating on working frequencies in the bands between
1,605 kHz and 4,000 kHz and between 4,000 kHz and 27,500 kHz. This
requirement may be fulfilled by the addition of this capability in the equipment
required by 9.8.2.1.

9.8.3 It should be possible to initiate transmission of distress alerts by the radio installations
specified in 9.8.1.1, 9.8.1.2, 9.8.1.4, 9.8.2.1 and 9.8.2.3 from the position from which the vessel
is normally navigated.

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9.9

Additional Note on Relaxation - Sea area A3

9.9.1 Notwithstanding the provisions of 9.5, the competent authority may permit exemption of
the provision of 9.5.1.1. and 9.5.1.2 in areas where such shore-based services are not
available.316
9.10

Watches

9.10.1 Every vessel, while at sea, should maintain either a continuous watch:
.1

on VHF DSC channel 70, if the vessel, in accordance with the requirements of
9.5.1.2, is fitted with a VHF radio installation;

.2

on the distress and safety DSC frequency 2,187.5 kHz, if the vessel, in accordance
with the requirements of 9.7.1.2 or 9.8.1.3, is fitted with an MF radio installation;

.3

on the distress and safety DSC frequencies 2,187.5 kHz and 8,414.5 kHz and also
on at least one of the distress and safety DSC frequencies 4,207.5 kHz, 6,312 kHz,
12,577 kHz or 16,804.5 kHz, appropriate to the time of day and the geographical
position of the vessel, if the vessel, in accordance with the requirements of 9.8.2.2,
is fitted with an MF/HF radio installation. This watch may be kept by means of a
scanning receiver;

.4

for satellite shore-to-ship distress alerts, if the vessel, in accordance with the
requirements of 9.8.1.1, is fitted with an INMARSAT ship earth station; or

9.10.2 Every vessel, while at sea, should maintain a radio watch for broadcasts of maritime
safety information on the appropriate frequency or frequencies on which such information is
broadcast for the area in which the vessel is navigating.
9.11

Sources of energy

9.11.1 There should be available at all times, while the vessel is at sea, a supply of electrical
energy sufficient to operate the radio installations and to charge any batteries used as part of a
reserve source or sources of energy for the radio installations.
9.11.2 A reserve source or sources of energy should be provided on every vessel, to the
satisfaction of the competent authority, to supply radio installations, for the purpose of
conducting distress and safety radiocommunications, in the event of failure of the vessel's main
and emergency source of electrical power. The reserve source of energy should be capable of
simultaneously operating:
.1

the VHF radio installation in Sea Area A1;

.2

the VHF radio installation and the MF or MF/HF installation in Sea Area A2;

316

Clarification that VHF with DSC should be recommended/required if the vessel is operating within the coverage
of a coast station with such services.

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.3

the VHF radio installation and the MF or MF/HF installation or the INMARSAT
station in Sea Area A3;

.4

for a period of at least 3 h.

The reserve source of energy need not supply independent HF and MF radio installation
at the same time.
9.11.3 The reserve source or sources of energy should be independent of the propelling power of
the vessel and the vessel's electrical system.
9.11.4 The reserve source or sources of energy may be used to supply the electrical lighting
required by 9.4.2.4.
9.11.5 Where a reserve source of energy consists of a rechargeable accumulator battery or
batteries:

9.12

.1

a means of automatically charging such batteries should be provided which should

be capable of recharging them to minimum capacity requirements within
10 hours; and

.2

the capacity of the battery or batteries should be checked using an appropriate

method, at intervals not exceeding 12 months.

Performance standards

All equipment to which this chapter applies should be of a type approved by the competent
authority. Such equipment, except for the domestic radio installation and its ancillary equipment,
should conform to appropriate performance standards approved by the competent authority
having regard to those adopted by the Organization.
9.13

Maintenance requirements

9.13.1 Equipment should be so designed that the main units can be replaced readily, without
elaborate re-calibration or readjustment.
9.13.2 Where applicable, equipment should be so constructed and installed that it is readily
accessible for inspection and onboard maintenance purposes.
9.13.3 Adequate information should be provided to enable the equipment to be properly operated
and maintained taking into account the recommendations of the Organization.
9.13.4 Adequate tools and spares should be provided to enable the equipment to be maintained.
9.13.5 The competent authority should ensure that radio equipment required by this chapter is
maintained to provide the availability of the functional requirements specified in 9.3 and to meet
the recommended performance standards of such equipment.
9.13.6 On vessels engaged on voyages in sea area A3, the availability should be ensured by
using such methods as duplication of equipment, shore-based maintenance or at-sea electronic
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maintenance capability, or a combination of these, as may be approved by the competent
authority.
9.13.7 While all reasonable steps should be taken to maintain the equipment in efficient working
order to ensure compliance with all the functional requirements specified in 9.3, malfunction of
the equipment for providing the general radiocommunications required by 9.3.8 should not be
considered as making a vessel unseaworthy or as a reason for delaying the vessel in ports where
repair facilities are not readily available, provided the vessel is capable of performing all distress
and safety functions.
9.14 Radio personnel
Every vessel should carry personnel qualified for distress and safety radiocommunications
purposes to the satisfaction of the competent authority any one of whom should be designated to
have primary responsibility for radiocommunications during distress incidents. The personnel
should be holders of certificates specified in the Radio Regulation as appropriate. Alternatively,
national certificates based on the same requirements as the Radio Regulation, but taking account
of particular local circumstances, may be issued.
9.15 Radio records
A record should be kept, to the satisfaction of the competent authority and as required by the
Radio Regulations, of all incidents connected with the radiocommunication service which appear
to be of importance to safety of life at sea.

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CHAPTER X
SHIPBORNE NAVIGATIONAL EQUIPMENT AND ARRANGEMENTS
10.1 Shipborne navigational equipment*.317
10.1.1 Vessels should be fitted with:
(i)

a standard magnetic compass, except as provided in 10.1.4;

(ii)

a steering magnetic compass, unless heading information provided by the standard

compass required under (i) is made available and is clearly readable by the
helmsman at the main steering position;

(iii) adequate means of communication between the standard compass position and the
normal navigation control position to the satisfaction of the competent authority;
and
(iv) means for taking bearings as nearly as practicable over an arc of the horizon of
360.318
10.1.2 Each magnetic compass referred to in 10.1.1 should be properly adjusted and its table or
curve of residual deviations should be available at all times.319
10.1.3 A spare magnetic compass, interchangeable with the standard compass, should be carried,
unless the steering compass mentioned in 10.1.1 subparagraph (ii) or a gyro-compass is fitted.320
10.1.4 It should be possible to read the compasses by day and by night. It should also be
possible to take bearings by day or by night using the standard or steering compass or a pelorus.
Magnetic compasses should be provided with means for adjustment; securing devices for
compasses and compensators should be made of non magnetic materials. Compasses should be
sited as near the fore-and-aft line of the vessel as practicable, with the lubber line, as accurately
as possible, parallel with the fore-and-aft line. Compasses should comply with the requirements
of the competent authority.321
10.1.5 The competent authority, if it considers it unreasonable or unnecessary to require a
standard magnetic compass, may exempt individual vessels or classes of vessels from these
requirements if the nature of the voyage, the vessel's proximity to land or the type of vessel does
not warrant a standard compass, provided that a suitable steering compass is in all cases
carried.322 323
*

See the Recommendation on the Carriage of Electronic Position-Fixing Equipment adopted by the Organization by
resolution A.156(ES.IV) and the World-Wide Radionavigation System adopted by the Organization by resolution
A.666(16).
317
Please refer to paragraph 10.1.1 of the existing Code.
318
Please refer to regulation X/3(1)(a) of the Protocol.
319
Please refer to regulation X/3(1)(b) of the Protocol.
320
Please refer to regulation X/3(1)(c) of the Protocol.
321
Please refer to paragraph 10.1.2 of the existing Code and to paragraph 9.2.2 of the existing Guidelines.
322
Please refer to regulation X/3(1)(d) of the Protocol.
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10.1.6 Vessels intended for operation at high latitudes and vessels of 45 m in length and over
should be fitted with a gyro-compass complying with the requirements of regulation X/3(3) of
the 1993 Torremolinos Protocol.324
10.1.7 Vessels with emergency steering positions should at least be provided with a telephone or
other means of communication for relaying heading information to such positions. In addition,
vessels of 45 m in length and over should be provided with arrangements for supplying visual
compass readings to the emergency steering position.325
10.1.8 In vessels equipped with an auto-pilot system actuated by a magnetic compass, there
should be installed another magnetic compass so positioned that the course of both compasses
might be read from the main steering position.
In vessels equipped with a gyro-compass, the course of the standard magnetic compass should be
readable from the main steering position. To comply with the requirement that magnetic
compasses should be properly compensated, all magnetic compasses should be placed in a
binnacle of such size that vertical and horizontal magnetic fields can be compensated. Auto-pilot
systems should comply with the requirements of the competent authority.326
10.1.9 Vessels of 24 m in length and over should be fitted with a radar installation. The radar
installation should be capable of operating in the 9 GHz frequency band. Vessels of 24 m in
length and over but less than 45 m may be exempted from compliance with the requirements of
10.1.17 at the discretion of the competent authority, provided that the equipment is fully
compatible with the radar transponder for search and rescue.327
10.1.11 Facilities for plotting radar readings should be provided on the navigating bridge of
vessels required by 10.1.9 to be fitted with a radar installation. In vessels of 75 m in length and
over the plotting facilities should be at least as effective as a reflection plotter.328
10.1.12 Vessels of 45 m in length and over should be fitted with an echo-sounding device.329
10.1.13 Vessels of less than 45 m in length should be provided with suitable means to the
satisfaction of the competent authority for determining the depth of water under the vessel.330
Where fish-finding devices are fitted they could be used for that purpose.
10.1.14 Vessels of 45 m in length and over should be fitted with a device to indicate speed and
distance.331
323

Proposal by Norway: It should be further considered to delete this sub-paragraph, as we believe all vessels
should be provided with a magnetic compass. A magnetic compass is of particular importance in fog, which could
just as well occur near the coast as on the open sea. Alternatively, a similar provision as 10.1 in the Guideline and
X/2 in the Protocol should be considered, as this will give the competent authority a general discretion to exempt
vessels from navigational equipment.
324
Please refer to paragraph 10.1.1 of the existing Code and to regulation X/3(3) and X/3(4) of the Protocol.
325
Please refer to regulation X/3(5) of the Protocol.
326
Please refer to paragraph 10.1.3 of the existing Code.
327
Please refer to paragraph 10.1.5 of the existing Code and to regulation X/3(6) of the Protocol.
328
Please refer to regulation X/3(8) of the Protocol.
329
Please refer to regulation X/3(9) of the Protocol.
330
Please refer to regulation X/3(10) of the Protocol.
331
Please refer to regulation X/3(11) of the Protocol.
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10.1.15 Vessels of 45 m in length and over should be fitted with indicators showing the rudder
angle, the rate of revolution of each propeller and in addition, if fitted with variable pitch
propellers or lateral thrust propellers, the pitch and operational mode of such propellers. All
these indicators should be readable from the conning position.332
10.1.16 Vessels of 75 m in length and over should be fitted with a radio direction-finding
apparatus. The competent authority may exempt a vessel from this requirement if it considers it
unreasonable or unnecessary for such apparatus to be carried or if the vessel is provided with
other radionavigation equipment suitable for use throughout its intended voyages.333
10.1.17 All equipment fitted in compliance with this section should be of a type approved by the
competent authority. Equipment installed on board vessels should conform to appropriate
performance standards not inferior to those adopted by the Organization.334*
10.2 Nautical instruments and publications
Suitable nautical instruments, adequate and up-to-date charts, sailing directions, lists of lights,
notices to mariners, tide tables and all other nautical publications necessary for the intended
voyage, to the satisfaction of the competent authority, should be carried on board.335
10.3 Signalling equipment
10.3.1 Attention is drawn to the need to provide the equipment to comply in every respect with
the requirements of the Regulations for Preventing Collisions at Sea, 1972.336
10.3.2 Lights, shapes and flags should be provided to indicate that the vessel is engaged in any
specific operation for which such signals are used.337
10.3.3 A daylight signalling lamp should be provided, the operation of which is not solely
dependent upon the main source of electrical power. The power supply should in any case
include a portable battery.338
332

Please refer to regulation X/3(12) of the Protocol.

Please refer to regulation X/3(14) of the Protocol.
334
Please refer to regulation X/3(16) of the Protocol.
*
See the following resolutions adopted by the Assembly of the Organization:
.1 Resolution A 694(17), Recommendation on General Requirements for Shipborne Radio Equipment Forming Part
of the GMDSS and for Electronic Navigational Aids;
.2 Resolution. A.382(X), Recommendation on Performance Standard for Magnetic Compasses;
.3 Resolution A.424(XI), Recommendation on Performance Standards for Gyro-Compasses;
.4 Resolutions A.477(XII) and A.278(VIII), Recommendation on Performance Standards for Radar Equipment;
.5 Resolution A.823(19), Performance standards for automatic radar plotting aids (ARPAs);
.6 Resolution A.224(VII), Recommendation on Performance Standards for Echo-Sounding Equipment;
.7 Resolution A.824(19), Performance standards for devices to indicate speed and distance;
.8 Resolution A.526(13), Performance Standards for Rate-of-Turn Indicators;
.9 Resolution A.575(14), Recommendation on Unification Performance Standards for Navigational Equipment;
.10 Resolution A. 665(16), Performance Standards for Radio Direction-Finding Systems;
.11 Resolution A.479(XII), Recommendation on Performance Standard for Shipborne Receivers for Use with
Differential OMEGA;
.12 Resolution A.343(IX), Recommendation on Methods of Measuring Noise Levels at Listening Posts.
Regarding unification of ARPA signals, see MSC/Circ.563 and IEC Publication 872.
335
Please refer to regulation X/4 of the Protocol.
336
Please refer to paragraph 10.3.1 of the existing Code and to paragraph 9.4.1 of the existing Guidelines.
337
Please refer to paragraph 10.3.2 of the existing Code.
338
Please refer to regulation X/5(1) of the Protocol.
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10.3.4 Vessels of category 1 and vessels of 45 m in length and over should be provided with a
full complement of flags and pendants to enable communications to be sent using the
International Code of Signals.339
10.3.5 All vessels which are required to carry radio installations should carry the International
Code of Signals. This publication should also be carried by any other vessel which, in the
opinion of the competent authority, has a need to use it.340
10.4 Navigating bridge visibility341
10.4.1 New vessels of 24 m in length and over should meet the following requirements:
(a)

The view of the sea surface from the conning position should not be obscured by
more than two vessel lengths, or 500 m, whichever is less, forward of the bow to
10 degrees on either side irrespective of the vessel's draught and trim;

(b)

No blind sector caused by fishing gear or other obstructions outside of the

wheelhouse forward of the beam which obstructs the view of the sea surface as
seen from the conning position, should exceed 10. The total arc of blind sectors
should not exceed 20. The clear sectors between blind sectors should be at least
5. However, in the view described in subparagraph (a) each individual blind
sector should not exceed 5;

(c)

The height of the lower edge of the navigation bridge front windows above the
bridge deck should be kept as low as possible. In no case should the lower edge
present an obstruction to the forward view as described in this regulation;

(d)

The upper edge of the navigation bridge front windows should allow a forward
view of the horizon for a person with a height of eye of 1,800 mm above the
bridge deck at the conning position when the vessel is pitching in heavy seas.
However, the competent authority, being satisfied that a 1,800 mm height of eye is
unreasonable and impractical, may reduce the height of eye but not to less than
1,600 mm;

(e)

The horizontal field of vision from the conning position should extend over an arc
of not less than 225, that is from right ahead to not less than 22.5 abaft the beam
on either side of the vessel;

(f)

From each bridge wing the horizontal field of vision should extend over an arc of
at least 225, that is from at least 45 on the opposite bow through right ahead and
then from right ahead to right astern through 180 on the same side of the vessel;

(g)

From the main steering position the horizontal field of vision should extend over
an arc from right ahead to at least 60 on each side of the vessel;

339

Please refer to paragraph 10.3.4 of the existing Code and to regulation X/5(2) of the Protocol.
Please refer to regulation X/5(3) of the Protocol.
341
Please refer to regulation X/6 of the Protocol.
340

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(h)

The vessel's side should be visible from the bridge wing; and

(i)

Windows should meet the following requirements:

(i)

Framing between navigation bridge windows should be kept to a minimum

and not be installed immediately forward of any workstation;

(ii)

To help avoid reflections, the bridge front windows should be inclined from
the vertical plane top out, at an angle of not less than 10 and not more than
25;

(iii) Polarized and tinted windows should not be fitted; and

(iv) A clear view through at least two of the navigating bridge front windows
and depending on the bridge configuration, an additional number of clear
view windows should be provided at all times regardless of weather
conditions.
10.4.2 Existing vessels should, where practicable, meet the requirements of 10.4.1(a) and (b).
However, structural alterations or additional equipment need not be required.
10.4.3 On vessels of unconventional design which, in the opinion of the competent authority
cannot comply with this regulation, arrangements should be provided to achieve a level of
visibility that is as near as practicable to that prescribed in this regulation.
10.5 Pilot transfer arrangements
Where pilots are embarking or disembarking, pilot transfer arrangements should be provided
complying with SOLAS regulation V/17.342
10.6 Documents
Vessels should be supplied with appropriate logs, certificates and other documents in accordance
with the provisions of international and national regulations.343

342

Please refer to paragraph 10.4 of the existing Code.

Please refer to paragraph 10.5 of the existing Code.
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CHAPTER Xl
CREW ACCOMMODATION
11.1

General

11.1.1 Before the construction of a fishing vessel, and before the crew accommodation of an
existing fishing vessel is substantially altered or reconstructed, detailed plans of, and information
concerning the accommodation should be submitted to the competent authority, or an entity
authorized by the competent authority, for approval.
11.1.2 In vessels intended for fishing on the high seas or for distant water fishing in waters of
States other than those of the flag State, and carrying a crew of more than 20, consideration
should be given to the provision of separate mess room accommodation for the skipper and
officers and, where applicable, observers and scientists.
11.1.3 Location, structure and arrangement of crew accommodation spaces and means of
access thereto, should be such as to ensure adequate security, protection against weather and sea
and insulation from heat and cold, undue noise, vibration or effluvia from other spaces. In
particular, the insulation material to be applied to bulkheads and deckheads of machinery spaces
adjacent to crew accommodation should be of a type approved by the competent authority.
11.1.4 Where in view of operational requirements the competent authority has permitted
sleeping rooms to be placed in the fore part of the vessel, they should be placed aft of the
collision bulkhead and to the extent possible, not below the working deck.
11.1.5 Bulkheads and decks between accommodation spaces and fish-holds; machinery spaces;
fuel tanks; galleys, engine, deck and other store-rooms; drying rooms, communal wash-places or
water-closets, should be so constructed as to prevent the infiltration of fumes and odours. Direct
openings into sleeping rooms from such places should be avoided wherever reasonable or
practicable. That part of bulkheads separating such places from sleeping rooms, and also external
bulkheads, should be gas-tight and, where necessary, should prevent the passage of water.
11.1.6 Where corridors are provided in crew accommodation these should be as wide as
possible but should not be less than 700 mm. Where doors open outwards into a passageway,
there should be sufficient space to pass the door when it is open at a right angle to the
passageway.
11.1.7 Accommodation spaces should be adequately insulated to prevent loss of heat,
condensation or overheating. Care should be taken to provide protection from heat effects of
steam and/or hot-water service pipes.
11.1.8 Fuel oil, sounding and hydraulic oil pipes, high voltage electrical wiring for winch
machinery or steam piping, except steam heating systems, should not be led through
accommodation spaces unless such arrangement is approved by the competent authority.
11.1.9 In the choice of materials used for construction of accommodation spaces, account
should be taken of properties potentially harmful to the health of personnel, or likely to harbour
vermin and mould. Surfaces, including decks, of accommodation and furnishings should be of a
kind easily kept clean and hygienic, as well as impervious to damp. Bulkhead and deckhead
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surfaces, if painted, should be light in colour and the paint specification should be to the approval
of the competent authority. Other surface coverings, such as lime wash, should not be used.
11.1.10 Where the deck covering is of composition material, the connection to side of the
vessel, bulkheads and partitions should be rounded to prevent to avoid crevices.
11.1.11 All practical measures should be taken to protect crew accommodation and furnishings
against the admission of insects and other pests.
11.1.12 Overhead exposed decks over crew accommodation should be sheathed with wood or
equivalent insulation.
11.1.13 The electrical switchboard should be so arranged that when the shore power connection
is made, power would be available for crew accommodation lighting, ventilation systems and
where applicable heating and cooking facilities.
[11.1.14 Access to ordinary exits and emergency exits should be marked with direction
indicators. Exits should be marked in a conspicuous manner above or beside the door.
11.2

Lighting, heating and ventilation

11.2.1 All crew accommodation spaces should be adequately lit, as far as possible by natural
lighting. Such spaces should also be equipped with adequate artificial light. Artificial lighting
should be in accordance with accepted standards of visual comfort in living spaces.
11.2.2 The minimum standards for natural lighting in crew accommodation should be such as
to permit a person with normal vision to read an ordinary newspaper on a clear day.
11.2.3 If there are not two independent sources of electricity for lighting, additional fighting
should be provided by properly constructed lamps or lighting apparatus for emergency use.
11.2.4 An adequate reading light should be provided for every berth in addition to the normal
lighting of the cabin.
11.2.5 A permanent night light should, in addition to the normal lighting, be provided in
sleeping rooms during the night. Mess rooms and alleyways, that contain emergency escapes
facilities from the crew accommodation, should also be provided with a permanent night light
during the night.
11.2.6 Methods of lighting should not endanger the health or safety of the crew or the safety of
the vessel.
11.2.7 Adequate heating facilities in accommodation spaces should be provided as required by
climatic conditions. Heating facilities should be capable of maintaining a satisfactory air
temperature in crew accommodation under normal conditions of service of a fishing vessel and as
prescribed by the competent authority. The accommodation should be capable of being heated
sufficiently to maintain a minimum temperature of +22C in all day rooms at an outside
temperature of -15C.

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11.2.8 Facilities for heating should be designed so as not to endanger health or safety of the
crew or the safety of the vessel.
11.2.9

Heating by means of open fires should be prohibited.

11.2.10 Accommodation spaces should be adequately ventilated at all times when the crew is
expected to remain on board. Ventilation systems should be capable of control so as to maintain
the air in a satisfactory condition and to ensure a sufficiency of air movement in all conditions of
weather and climate. The ventilation of galley, sanitary and hospital spaces should be to the
open-air and unless fitted with a mechanical ventilation system approved by the competent
authority, be independent from that for other crew accommodation.
11.2.11 Accommodation spaces of vessels regularly engaged on voyages in the tropics and in
similar climatic conditions, except in deckhouses with satisfactory natural ventilation, should be
equipped with mechanical ventilation and, if necessary, with additional electric fans or air
conditioning, in particular in mess rooms. When necessary to ensure satisfactory ventilation,
vessels engaged elsewhere should be equipped either with mechanical means of ventilation or
with electric fans.
11.2.12 Vessels fitted with air conditioning should carry a suitable gas detector.
11.2.13 Drying rooms or lockers for working clothes and oilskin lockers should have adequate
ventilation that is independent of other spaces. The exhaust from such spaces should be well
clear of the air intakes of the ventilation systems for other spaces.
11.3

Sleeping rooms

11.3.1 Direct access to sleeping rooms through fish rooms, machinery space, galleys or storage
spaces should be avoided.
11.3.2 Sleeping rooms should be so planned and equipped as to ensure reasonable comfort for
the occupants and to facilitate tidiness. The clear headroom should, whenever possible, be not
less than 2.0 m.
11.3.3 [The floor area per person of sleeping rooms, excluding space occupied by berths and
lockers, should not be less than:
(i)

1.0 m in vessels of 24 m but below 45 m in length; and

(ii)

1.5 m in vessels of 45 m in length or over.

11.3.4 Wherever reasonable and practicable with respect to the size, type or intended service
of a vessel, the number of persons allowed to occupy each sleeping room should not be more
than four persons in vessels of 35 m in length and over and six persons in vessels of less than
35 m in length. Sleeping rooms for officers should be for one person wherever possible and in
no case should the sleeping room contain more than two berths.
11.3.5 The maximum number of persons to be accommodated in any sleeping room should be
clearly and indelibly marked in the room where it could be conveniently seen. Where
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appropriate, a notice should also be posted in a language understood by the majority of the
occupants.
11.3.6 Each member of the crew should be provided with an individual berth, the minimum
inside dimensions of which should, wherever practicable, be 1.90 m by 680 mm.
11.3.7 Berths should not be placed side by side in such a way that access to one berth can be
obtained only over another. Berths should not be arranged in tiers of more than two. The lower
berth in a double tier should not be less than 300 mm above the deck; the upper berth should be
placed approximately midway between the bottom of the lower berth and the lower side of the
deck head beams.
11.3.8 Where the upper berth in a tier overlaps a lower berth, the underside of the upper berth
should be fitted with a dust proof bottom of wood, canvas or other material.
11.3.9 The framework and the lee-board, if any, of a berth should be of approved material,
hard, smooth and not likely to corrode or to harbour vermin.
11.3.10 If tubular frames are used for the construction of berths, they should be completely
sealed and without perforations that would give access to vermin.
11.3.11 Suitable bedding should be provided for the crew. Mattresses should not be of a type
that is liable to develop toxic fumes in case of fire or harbour vermin. Mattresses should be
provided with a cover of fire retardant material.
11.3.12 Wherever reasonable and practicable with respect to the size, type or intended service
of a vessel, the furnishings of sleeping rooms should include both a fitted cupboard preferably
with an integral lock and a drawer for each occupant. Sleeping rooms should also be fitted with a
satisfactory table or desk, adequate and proper seating, curtains for sidelights, a mirror, cabinets
for toilet requisites, a book rack and coat hooks.
11.3.13 Where fishers are carried on board for the sole purpose of operating from small boats
carried by the fishing vessel and are not part of the crew, suitable sleeping accommodation,
sanitary and mess-room facilities should be provided. Due to the different nature and frequency
of their operations to those of the crew, such facilities should preferable be separate to those
provided for the crew normally assigned watchkeeping duties.
11.4

Mess rooms

11.4.1 Mess room accommodation separate from sleeping quarters should be provided in all
vessels regularly carrying a crew of more than ten persons. Wherever reasonable and practicable
it should be provided also in vessels carrying a smaller crew.
11.4.2

Mess rooms should be as close as practicable to the galley.

11.4.3 The dimensions and equipment of each mess room should be sufficient for the number
of persons likely to use it at any one time.

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11.4.4 The furnishings of mess rooms should include tables and approved seats sufficient for
the numbers of persons likely to use them at any one time. The tops of tables and seats should be
free of sharp edges and be of damp resisting material without cracks and easily kept clean.
11.4.5 Where pantries are not accessible to mess rooms, adequate lockers for mess utensils and
proper facilities for washing should be provided.
11.4.6 Mess rooms should be planned, furnished and equipped to provide appropriate facilities
for recreation.
11.4.7

Whenever possible, a separate recreation room should be provided for the crew.

11.5

Sanitary facilities

11.5.1 Sufficient sanitary facilities including washbasins and tubs and/or shower baths and
water closets should be provided on a scale approved by the competent authority. Wherever
practicable, such facilities should be provided as follows:
(i)

one tub and/or shower-bath for every eight persons;

(ii)

one water-closet for every eight persons or less;

(iii)

one wash-basin for every six persons or less.

Provided that when the number of persons exceeds an even multiple of the specified number by
less than one half of the specified number, this surplus may be ignored for the purpose of this
paragraph.
11.5.2 Where there is more than one water closet in a compartment, they should be adequately
screened to ensure privacy.
11.5.3 In general, water closets should be situated convenient to, but separate from sleeping
rooms, mess rooms and wash rooms.
11.5.4 In cases where a water closet is provided with direct access from sleeping places that
are intended for not more than two persons, the access should be so constructed as to provide a
reasonable seal when closed. Such water closets may also house washing facilities and should be
provided with a separate means of ventilation and should not ventilate to or through the adjacent
sleeping space.
11.5.5 Cold fresh water and hot fresh water or means of heating fresh water should be
available in all wash-places.
11.5.6 The deck area of wash places should have a covering of durable material, easily cleaned
and impervious to damp and properly drained. The deck covering should be carried up the sides
of the compartment to a height of not less than 0.20 m and adequately sealed at all joints to
prevent the ingress of water and damp.
11.5.7 The bulkheads should be of steel or other approved material and should be water tight
to a height of at least 0.25 m above the deck to allow for effective sealing of the deck covering.
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11.5.8 All sanitary equipment and systems should be of a design, construction and size
approved by the competent authority. In particular, showers should have anti-scalding valves of
an approved type, sufficient drainage should be provided, and soil and waste discharge pipes
should be of adequate dimensions and constructed so as to facilitate cleaning. International
standards concerning shipboard sanitary facilities contained in the WHO Guide to Ship
Sanitation, 1967 (as or as may be amended)344 may serve as guidance.
11.5.9 Soil and waste discharge pipes should not pass through fresh water or drinking water
tanks or, where practicable, provision stores. Neither should they, where practicable, pass
overhead in mess rooms or sleeping accommodation. Such pipes should be fitted with antisyphon closures.
11.5.10 Facilities for washing and drying clothes should be provided on a scale appropriate to
the number of the crew and the duration of intended voyages. These facilities should include an
adequate supply of cold fresh water and hot fresh water or means of heating fresh water.
Wherever reasonable and practicable, separate laundry accommodation should be provided.
11.6

Potable water facilities

11.6.1 Filling, storage and distribution for potable water should be designed to preclude any
possibility of water contamination or overheating. In this connection, the relevant international
standards laid down by the WHO in Guide to Ship Sanitation, 1967, should be followed.
11.7

Provision stores

11.7.1 Provision storerooms of adequate capacity should be provided which can be kept cool,
dry and well ventilated' in order to avoid deterioration of the stores. Where necessary, taking into
consideration the area of operation and the duration of the voyage, refrigerators or other lowtemperature storage space should be provided. It should be possible to keep a temperature in
refrigerating rooms or similar rooms of between -1C and +4C in all climatic conditions.
Vessels whose area of operation requires foodstuffs to be frozen during storage should be fitted
with chest freezers, upright freezers or freezing rooms. It should be possible to keep a
temperature of -25C or lower in all climatic conditions and store fish separate from other
foodstuffs. The temperature in refrigerating and freezing rooms should be capable of being read
from the outside. Doors to refrigerating and freezing rooms should be capable of being opened
from either side. An alarm system should be arranged from the refrigerating and freezing room to
the galley or other appropriate location if such rooms are large enough for personnel to enter
them
11.8

Cooking and beverage facilities

11.8.1 Satisfactory cooking appliances and equipment should be provided and should,
wherever practicable, be fitted in a separate galley.
11.8.2 Cooking appliances should be fitted with fail safe devices in the event of failure of the
power source or fuel. Supplies of fuel in the form of gas or oil should not be stored in the galley.

344

Although modifications were made after 1967, WHO plans a more thorough undertaking.
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11.8.3 Galleys should be of adequate dimensions for the purpose and have sufficient storage
space and satisfactory drainage. International standards concerning shipboard food sanitation laid
down in the WHO Guide to Ship Sanitation, 1967, (as or as may be amended) may serve as
guidance.
11.8.4 The galley should be equipped with cooking utensils, the necessary number of
cupboards and shelves and sinks and dish racks of rust proof material and with satisfactory
drainage. Drinking water should be supplied to the galley by means of pipes, where it is supplied
under pressure, the system should be protected against backflow. Where hot water is not
supplied to the galley, a water heater should be fitted.
11.8.5 The galley should be fitted with suitable facilities for the preparation of hot drinks for
the crew at all times.
11.8.6 A domestic refrigerator of sufficient capacity for the number of persons using each
mess room. facilities should be provided for hot beverages and cool water should also be
provided for the benefit of the crew.
11.9

Hospital accommodation345

11.9.1 A sick bay or equivalent should be provided in vessels of categories 1 and 2 of 45 m in

length and over. In vessels of 100 m in length or over the sick bay should be equipped with a
detachable and portable swivel bed and should be designed to facilitate removal of a patient in
the portable bed.

***

345

Hospital accommodation has been moved to the end of the Chapter to facilitate alignment of revised Chapter 11
(previously Chapter 10) the Voluntary Guidelines with the Code.

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DRAFT TEXT OF THE REVISED FAO/ILO/IMO VOLUNTARY GUIDELINES
FOR THE DESIGN, CONSTRUCTION AND EQUIPMENT OF
SMALL FISHING VESSELS
CHAPTER 1
GENERAL PROVISIONS
1.1

Purpose and scope

1.1.1 The purpose of these guidelines is to provide information on design, construction and
equipment of small fishing vessels with a view to promoting the safety of the vessel and safety
and health of the crew. They are not intended as a substitute for national laws and regulations but
may serve as a guide to those concerned with framing such national laws and regulations. Each
competent authority responsible for the safety of fishing vessels should ensure that the provisions
of these guidelines are adapted to its specific requirements, having due regard to the size and type
of vessels, their intended service and area of operation.
1.1.2 Unless otherwise stated, the provisions of these guidelines are intended to apply to new
decked fishing vessels of 12 m in length and over, but less than 24 m in length. Nevertheless,
even where not otherwise stated, the competent authority should as far as reasonable and
practical give consideration to the application of these provisions to existing decked fishing
vessels.
1.1.3 The provisions of these Voluntary Guidelines do not apply to fishing vessels for sport or
recreation or to processing vessels.
1.2

Definitions

1.2.1 For the purpose of these guidelines unless expressly provided otherwise the following
definitions apply:
.1

"Fishing vessel" - in the following referred to as vessel - means any vessel used
commercially for catching fish, whales, seals, walrus or other living resources of
the sea;

.2

"Decked vessel" is a vessel having a fixed structural deck covering the entire hull
above the deepest operating waterline. Where open wells or cockpits are fitted in
this deck the vessel is considered a decked vessel if flooding of the well or cockpit
will not endanger the vessel;

.3

"Crew" means the skipper and all persons employed or engaged in any capacity on
board a vessel on the business of that vessel;

.4

"Competent authority" is the government of the State whose flag the vessel is
entitled to fly;

.5

"New vessel" is a vessel the keel of which is laid, or which is at a similar stage of
construction, on or after the date of adoption of the present revision of these
guidelines;

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.6

"Protocol" means the Torremolinos International Convention for the Safety of

Fishing Vessels, 1977, as modified by the Torremolinos Protocol of 1993 relating
thereto;

.7

"Length (L)" should be taken as 96% of the total length on a waterline at 85% of
the least depth, or as the length from the foreside of the stem to the axis of the
rudder stock on that waterline, if that length is greater. In vessels designed with
rake of keel the waterline on which this length is measured should be parallel to
the designed waterline;

.8

"Forward and after perpendiculars" should be taken at the forward and after ends
of the length (L). The forward perpendicular should be coincident with the
foreside of the stem on the waterline on which the length is measured;1

.9

"Breadth (B)"* is the maximum breadth of the vessel, measured amidships to the
moulded line of the frame in a vessel with a metal shell and to the outer surface of
the hull in a vessel with a shell of any other material;

.10

"Least depth (D)"* is the depth measured from the keel line to the top of the
working deck beam at side. Where the working deck is stepped and the raised
part of the deck extends over the point at which the least depth is to be
determined, the least depth should be measured to a line of reference extending
from the lower part of the deck along a line parallel with the raised part;

.11

"Freeboard (f) " is the actual minimum freeboard and is the distance from the
underside of the working deck at the side to a water-line, measured
perpendicularly to the water-line, plus the minimum thickness of decking. When
the working deck is stepped, the lowest line of the deck and the continuation of
that line parallel to the upper part of the deck is to be taken as the working deck*.

.12

"Deepest operating waterline" is the waterline related to the maximum permissible

operating draft;

.13

"Amidships" means the mid-length of L;

.14

"Midship section" is that section of the hull defined by the intersection of the
moulded surface of the hull with a vertical plane perpendicular to the waterline
and centreline plane passing through amidships2;

.15

"Keel line" is the line parallel to the slope of keel passing amidships through:
(a) the top of the keel or line of intersection of the inside of shell plating with the
keel where a bar keel extends above that line of a vessel with a metal shell; or

Dimensions are illustrated in the Annex and when using length, breadth, depth or other dimensions for the purpose
of stability examination in accordance with the guidance given in Chapter IV of Part B of the Code of Safety for
Fishermen and Fishing Vessels, the definitions in that part apply.
1
Drawn from the Protocol I.2.(6)
*
Drawn from paragraph 1.2.1 (xix) of the existing Code.
2
Drawn from the Protocol I.2.(12)
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(b)

the rabbet lower line of the keel of a vessel with a shell of wood or a
composite material; or

(c)

the intersection of a fair extension of the outside of the shell contour at the
bottom with the centreline of a vessel with a shell of material other than
wood and metal;3

.16

"Baseline" is the horizontal line intersecting at amidships the keel line;4

.17

"Working deck" is generally the lowest complete deck above the deepest
operating waterline from which fishing is undertaken. In vessels fitted with two or
more complete decks, the competent authority may accept a lower deck as a
working deck provided that that deck is situated above the deepest operating
waterline;

.18

"Deck erection" is any decked structure on the working deck;

.19

"Enclosed superstructure" is a superstructure with:

.1

enclosing bulkheads of efficient construction;

.2

access openings, if any, in those bulkheads fitted with permanently

attached weathertight doors of a strength equivalent to the unpierced
structure which can be operated from each side; and

.3

other openings in sides or ends of the superstructure fitted with efficient

weathertight means of closing.

A raised quarter-deck is regarded as a superstructure.

A bridge or poop should not be regarded as enclosed unless access is provided for
the crew to reach machinery and other working spaces inside those superstructures
by alternative means which are available at all times when bulkhead openings are
closed;

.20

"Superstructure deck" is that complete or partial deck forming the top of a deck
erection situated at a height of not less than 1.8 m above the working deck. Where
this height is less than 1.8 m, the top of such deck erections should be treated in
the same way as the working deck;

.21

"Height of a superstructure or other erection" is the least vertical distance

measured at side from the top of the deck beams of a superstructure or an erection
to the top of the working deck beams;

.22

"Weathertight" means that in any sea conditions water will not penetrate into the
vessel;

Drawn from the Protocol I.2.(13)

Drawn from the Protocol I.2.(14)
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1.3

.23

"Watertight" means capable of preventing the passage of water through the

structure in any direction under a head of water for which the surrounding
structure is designed;

.24

"Collision bulkhead" is a watertight bulkhead up to the working deck in the fore

part of the vessel as approved by the competent authority5; and

.25

"Bow height" is defined as the vertical distance at the forward perpendicular

between the waterline corresponding to the maximum permissible draught and the
designed trim and the top of the exposed deck at side.

.26

"Organization" means the International Maritime Organization*; and

.27

"Approved" means approved by the competent authority.

Maintenance, upkeep and surveys

1.3.1 The hull, machinery, equipment and radio installations as well as crew accommodation of
every vessel should be constructed and installed so as to be capable of being regularly maintained
to ensure that they are at all times, in all respects, satisfactory for the vessel's intended service.
1.3.2 Where practicable, the competent authority should arrange for appropriate surveys of a
vessel during construction and, at regular intervals after completion, to ensure satisfactory
condition of the vessel's hull, machinery, equipment, radio installations equipment and radio
installations as well as crew accommodation. An appropriate report of the survey should be
entered in the record of the vessel.
1.3.3 After any survey has been completed no change should be made in the structural
arrangements, machinery, equipment, and radio installations as well as crew accommodation etc.,
covered by the survey, without the approval of the competent authority.
1.3.4 Documentation relating to the safety of the vessel should cease to be valid upon transfer
of the vessel to the flag of another State. New safety documentation should only be issued when
the competent authority is fully satisfied that the vessel is in compliance with the requirements of
the relevant provisions.
1.4

Equivalents

Where the present provisions require that a particular fitting, material, appliance or apparatus, or
type thereof, shall be fitted or carried in a vessel, or that any particular provision shall be made,
the competent authority may allow any other fitting, material, appliance or apparatus, or type
thereof, to be fitted or carried, or any other provision to be made in that vessel, if it is satisfied by
trial thereof or otherwise that such fitting, material, appliance or apparatus, or type thereof, or
provision, is at least as effective as that required by the present provisions.*

Drawn from the Protocol I.2.(22)

Drawn from Article 2 of the 1993 Torremolinos Protocol
*
Drawn from the text of regulation I/4(1) of the Torremolinos Protocol
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CHAPTER 2
CONSTRUCTION, WATERTIGHT INTEGRITY AND EQUIPMENT
2.1

Construction

2.1.1 Strength and construction of hull, superstructures, deckhouses, machinery casings,

companionways and any other structures and vessel's equipment should be sufficient to withstand
all foreseeable conditions of the intended service and should be to the satisfaction of the
competent authority.6
2.1.2 The hull of vessels intended for operation in ice should be strengthened in accordance
with the anticipated conditions of navigation and area of operation. Wooden vessels, operating
from harbours subject to freezing should have appropriate ice protection sheathing.7
2.1.3 Bulkheads, closing devices and closures of openings in these bulkheads, as well as
methods for their testing, should be in accordance with the requirements of the competent
authority. Vessels constructed of material other than wood should be fitted with a collision
bulkhead and at least with watertight bulkheads bounding the main machinery space. Such
bulkheads should be extended up to the working deck. In vessels constructed of wood such
bulkheads, which as far as practicable should be watertight, should also be fitted.8
2.1.4 Pipes piercing the collision bulkhead should be fitted with suitable valves operable from
above the working deck and the valve chest should be secured at the collision bulkhead inside the
forepeak. No door, manhole, ventilation duct or any other opening should be fitted in the
collision bulkhead below the working deck.9
2.1.5 The forepeak should not be used for carrying fuel oil, except where specially approved by
the competent authority.10
2.2

Watertight doors

2.2.1 The number of openings in watertight bulkheads, as required by regulation 2.1.3, should
be reduced to the minimum compatible with the general arrangement and operational needs of
the vessel; openings should be fitted with watertight closing appliances to the satisfaction of the
competent authority. Watertight doors should be of an equivalent strength to the adjacent
unpierced structure.11
2.2.2 Watertight doors may be of the hinged type, and should be capable of being operated
locally from each side of the door. A notice should be, attached to the door on each side stating
that the door should be kept closed at sea.12
2.2.3 Sliding watertight doors should be capable of being operated when the vessel is listed up
to 15 either way.13
6

Please refer to Guidelines 2.1.1 and Protocol Reg. II/1(1)).

Please refer to Guidelines 2.1.2 and Protocol Reg. II/1(2)).
8
Please refer to Guidelines 2.1.3 and Protocol Reg. II/1(3)).
9
Please refer to Guidelines 2.1.4, 2.1.5 and Protocol Reg. II/1(4)).
10
Please refer to Guidelines 2.1.6.
11
Please refer to Guidelines 2.2.1 and Protocol Reg. II/2(1)).
12
Please refer to Guidelines 2.2.2 and Protocol Reg. II/2(2)).
13
Please refer to Protocol Reg. II/2(4)).
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2.3

Hull integrity

2.3.1 External openings should be capable of being closed so as to prevent water from entering
the vessel. Deck openings which may be open during fishing operations should normally be
arranged near to the vessel's centreline. However, the competent authority may approve different
arrangements if satisfied that the safety of the vessel will not be impaired.14
2.3.2 Fish flaps on stern trawlers should be power-operated and capable of being controlled
from any position which provides an unobstructed view of the operation of the flaps.15
2.4 Weathertight doors
2.4.1 All access openings in bulkheads of enclosed superstructures and other outer structures
through which water could enter and endanger the vessel, should be fitted with doors
permanently attached to the bulkhead, framed and stiffened so that the whole structure is of
equivalent strength to the unpierced structure, and weathertight when closed. The means for
securing these doors weathertight should consist of gaskets and clamping devices or other
equivalent means and should be permanently attached to the bulkhead or to the doors themselves,
and should be so arranged that they can be operated from each side of the bulkhead. The
competent authority may, without prejudice to the safety of the crew, permit the doors to be
opened from one side only for freezer rooms, provided that a suitable alarm device is fitted to
prevent persons being trapped in those rooms.16
2.4.2 The height above deck of sills in those doorways, in companionways, erections and
machinery casings which give direct access to parts of the deck exposed to the weather and sea
should be at least 600 mm on the working deck and at least 300 mm on the superstructure deck.
Where operating experience has shown justification and on approval of the competent authority,
these heights, except in the doorways giving direct access to machinery spaces, may be reduced
to not less than 380 mm and 150 mm respectively.17
2.4.3 Where operating experience has shown justification and on approval of the competent
authority, the height above deck of sills in the doorways specified in 2.4.2, except those giving
direct access to machinery spaces, may be reduced to not less than 150 mm on superstructure
decks and not less than 380 mm on the working deck for vessels 24 m in length, or not less than
150 mm on the working deck for vessels of 12 m in length. For vessels of intermediate length the
minimum acceptable reduced height for sills in doorways on the working deck should be
obtained by linear interpolation.18
2.5

Hatchways closed by wood covers

2.5.1 The height above deck of hatchway coamings on exposed parts of the working deck
should be at least 300 mm for vessels of 12 m in length and at least 600 mm for vessels 24 m in
length. For vessels of intermediate length the, minimum height should be obtained by linear

14

Please refer to Guidelines 2.4.1 and Protocol Reg. II/3(1)).

Please refer to Protocol Reg. II/3(2)).
16
Please refer to Guidelines 2.3 and Protocol Reg. II/4(1)).
17
Please refer to Guidelines 2.8.3 and Protocol Reg. II/4(2)).
18
Please refer to Guidelines 2.8.4.
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interpolation. The height above deck of hatchway coamings on exposed parts of the
superstructure deck should be at least 300 mm.19
2.5.2 Where operating experience has shown justification and on approval of the competent
authority the height of hatchway coamings, except those which give direct access to machinery
spaces may be reduced from the height as specified in 2.5.1 or the coamings may be omitted
entirely, provided that efficient watertight hatch covers other than wood are fitted. Such
hatchways should be kept as small as practicable, and the covers should be permanently attached
by hinges or equivalent means and be capable of being rapidly closed or battened down.20
2.5.3 The finished thickness of wood hatchway covers should include an allowance for
abrasion due to rough handling. In any case, the finished thickness of these covers should be at
least 4 mm for each 100 mm of unsupported span subject to a minimum of 40 mm and the width
of their bearing surfaces should be at least 65 mm.21
2.5.4 The use of wooden hatchway covers is generally not recommended in view of the
difficulty of rapidly securing their weathertightness. However, where fitted they should be
capable of being secured weathertight. Arrangements for securing wood hatchway covers
weathertight should be provided to the satisfaction of the competent authority.22
2.6

Hatchways closed by covers other than wood

2.6.1 The height above deck of hatchway coamings should be as specified in regulation 2.5.1.
Where operating experience has shown justification and on the approval by the competent
authority the height of these coamings may be reduced, or the coamings omitted entirely,
provided that the safety of vessels is not thereby impaired. In this case, the hatchway openings
should be kept as small as practicable and the covers be permanently attached by hinges or
equivalent means and be capable of being rapidly closed and battened down, or by equally
effective arrangements to the satisfaction of the competent authority.23
2.6.2 For the purpose of strength calculations it should be assumed that hatchway covers wood
are subjected to static loads of 10 kN/m2 or the weight of cargo intended to be, carried on them,
whichever is the greater.24
2.6.3 Where covers are made of mild steel, the maximum stress according to 2.6.2 multiplied
by 4.25 should not exceed the minimum ultimate strength of the material. Under these loads the
deflections should not be more than 0.0028 times the span.25
2.6.4 Covers made of materials other than mild steel should be at least of equivalent strength to
those made of mild steel and their construction should be of sufficient stiffness to ensure
weathertightness under the loads specified in 2.6.2.26

19

Please refer to Guidelines 2.8.1 and Protocol Reg. II/5(1)).

Please refer to Guidelines 2.8.2.
21
Please refer to Guidelines 2.4.7 and Protocol Reg. II/5(2)).
22
Please refer to Guidelines 2.4.6 and Protocol Reg. II/5(3)).
23
Please refer to Protocol Reg. II/6(1)).
24
Please refer to Guidelines 2.4.2 and Protocol Reg. II/6(2)).
25
Please refer to Guidelines 2.4.3 and Protocol Reg. II/6(3)).
26
Please refer to Guidelines 2.4.4 and Protocol Reg. II/6(4)).
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2.6.5 Covers should be fitted with clamping devices and gaskets or other equivalent
arrangements sufficient to ensure weathertightness to the satisfaction of the competent
authority.27
2.7

Machinery space openings

2.7.1 Machinery space openings should be framed and enclosed by casings of strength.
External access openings therein should be fitted with doors complying with the provisions of 2.4
or with hatch covers other than wood complying with the provisions of 2.6.28
2.7.2 Openings other than access openings should be fitted with covers of equivalent strength
to the unpierced structure, permanently attached thereto and capable of being closed
weathertight.29
2.8

Other deck openings

2.8.1 Where it is essential for fishing operations, flush deck scuttles of the screw, bayonet or
equivalent type, and manhole covers may be fitted, provided these are capable of being closed
watertight and such devices should be permanently attached to the adjacent structure. Having
regard to the size and disposition of the openings and the design of the closing devices, metal-tometal closures may be fitted if the competent authority is satisfied that they are effectively
watertight.30
2.8.2 An efficient deck erection or companion-way, fitted with weathertight doors or their
equivalent, should be provided to protect openings, other than hatchways, machinery space
openings, manholes and flush scuttles in the working deck. Companion-ways should be situated
as close as practicable to the vessel's centreline.31
2.9

Ventilators

2.9.1 The coamings of ventilators should be as high as practicable. On the working deck the
height above dock of coamings of ventilators other than machinery space ventilators should be
not less than 760 mm and on superstructure decks not less than 450 mm. When the height of such
ventilators may interfere with the working of the vessel their coaming heights may be reduced to
the satisfaction of the competent authority. The height above deck of machinery space ventilator
openings should be to the satisfaction of the competent authority.32
2.9.2 Coamings of ventilators should be of equivalent strength to the adjacent structure and
capable of being closed weathertight by devices permanently attached to the ventilator or
adjacent structure. Where the coaming of any ventilator exceeds 900 mm in height it should be
specially supported. Ventilators should be arranged as close to the vessel's centreline as possible
and, where practicable, should extend through the top of a deck erection or companion-way.33

27

Please refer to Guidelines 2.4.5 and Protocol Reg. II/6(5)).

Please refer to Guidelines 2.5.1 and Protocol Reg. II/7(1)).
29
Please refer to Guidelines 2.5.2 and Protocol Reg. II/7(2)).
30
Please refer to Guidelines 2.6.1 and Protocol Reg. II/8(1)).
31
Please refer to Guidelines 2.6.2 and Protocol Reg. II/8(2)).
32
Please refer to Guidelines 2.7.2 and Protocol Reg. II/9(1)).
33
Please refer to Guidelines 2.7.1 and Protocol Reg. II/9(2)).
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2.9.3 Closing appliances need not be fitted to ventilators the coamings of which extend more
than 2.5 m above the working deck or more than 1.0 m above a deckhouse top or superstructure
deck.34
2.10

Air pipes

2.10.1 Where air pipes to tanks and void spaces below deck extend above the working or
superstructure decks, the exposed parts of the pipes should be of strength equivalent to the
adjacent structures and fitted with appropriate protection and, as far as is practicable, located
close to the vessel's centreline and protected from damage by fishing or lifting gear. Openings of
pipes should be provided with means of closing, permanently attached to the pipe or adjacent
structure, except that where the competent authority is satisfied that they are protected against
water trapped on deck, these means of closing may be omitted.35
2.10.2 The height of air pipes above deck to the point where water may have access below
should be at least 760 mm on the working deck and at least 450 mm on the superstructure deck.
The competent authority may accept reduction of the height of an air pipe to avoid interference
with the fishing operations.36
2.11
2.11.1

Sounding devices
Sounding devices, to the satisfaction of the competent authority, should be fitted:
(a)

to the bilges of those compartments which are not readily accessible at all times
during the voyage; and

(b)

to all tanks and cofferdams.37

2.11.2 Where sounding pipes are fitted, their upper ends should be extended to a readily
accessible position and, where practicable, above the working deck. Their openings should be
provided with permanently attached means of closing. Sounding pipes which are not extended
above the working deck should be fitted with automatic self-closing devices.38
2.11.3 Sounding arrangements on fuel service tanks should be such that in the event of the tanks

being overfilled, spillage through the means of sounding cannot occur.39

2.11.4 Fuel tank sounding pipe openings should not be located in crew accommodation.40

2.12

Sidescuttles and windows

2.12.1 Sidescuttles to spaces below the working deck and to enclosed spaces on the working
deck should be fitted with hinged deadlights capable of being closed watertight.41

34

Please refer to Guidelines 2.7.3.

Please refer to Guidelines 2.9.1 and Protocol Reg. II/10(1)).
36
Please refer to Protocol Reg. II/10(2)).
37
Please refer to Protocol Reg. II/11(1)).
38
Please refer to Protocol Reg. II/11(2)).
39
Please refer to Guidelines 4.4.6.
40
Please refer to Guidelines 4.4.9.
41
Please refer to Guidelines 2.10.1 and Protocol Reg. II/12(1)).
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2.12.2 No sidescuttle should be fitted in such a position that its sill is less than 500 mm above
the deepest operating waterline.42
2.12.3 Sidescuttles fitted less than 1000 mm above the deepest operating waterline should be of
the fixed type.43
2.12.4 Sidescuttles, together with their glasses and deadlights, should be of an approved
construction. Those prone to be damaged by fishing gear should be suitably protected.44
2.12.5 Skylights leading to spaces below the working deck should be of substantial construction
and capable of being closed and secured weathertight, and with provision for adequate means of
closing in the event of damage to the inserts. Skylights leading to machinery spaces should be
avoided as far as practicable.45
2.12.6 Toughened safety glass or suitably permanently transparent material of equivalent
strength should be fitted in all wheelhouse windows exposed to the weather The means of
securing windows and the width of the bearing surfaces should be adequate, having regard to the
window material used. Openings leading to spaces below deck from a wheelhouse whose
windows are not provided with the protection required by 2.12.7 should be fitted with a
weathertight closing appliance.46
2.12.7 Deadlights or a suitable number of storm shutters should be provided where there is no
other method of preventing water from entering the hull through a broken window or
sidescuttle.47
2.12.8 The competent authority may accept sidescuttles and windows without deadlights in side
or aft bulkheads of deck erections located on or above the working deck if satisfied that the
safety of the vessel will not be impaired.48
2.12.9 The number of openings in the sides of the vessel below the working deck should be the
minimum compatible with the design and proper working of the vessel and such openings should
be provided with closing arrangements of adequate strength to ensure watertightness and the
structural integrity of the surrounding structure.49
2.13

Inlets and discharges

2.13.1 Discharges led through the shell either from spaces below the working deck or from
within enclosed superstructures or deckhouses on the working deck fitted with doors complying
with the requirements of regulation 2.4 should be fitted with means for preventing water from
passing inboard. Normally each separate discharge should have an automatic non-return valve
with a positive means of closing it from a readily accessible position. Such a valve is not required
if the competent authority considers that the entry of water into the vessel through the opening is
not likely to lead to dangerous flooding and that the thickness of the pipe is sufficient. The means
42

Please refer to Protocol Reg. II/12(2)).

Please refer to Protocol Reg. II/12(3)).
44
Please refer to Guidelines 2.10.3 and Protocol Reg. II/12(4)).
45
Please refer to Guidelines 2.10.4.
46
Please refer to Guidelines 2.10.5 and Protocol Reg. II/12(5)).
47
Please refer to Guidelines 2.10.6.
48
Please refer to Guidelines 2.10.7 and Protocol Reg. II/12(6)).
49
Please refer to Guidelines 2.10.8.
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for operating the valve with a positive means of closing should be provided with an indicator,
showing whether the valve is open or closed. The open inboard end of any discharge system
should be above the deepest operating waterline at an angle of heel satisfactory to the competent
authority.50
2.13.2 In machinery spaces main and auxiliary sea inlets and discharges essential for the
operation of machinery should be controlled locally. Controls should be readily accessible and
should be provided with indicators showing whether the valves are open or closed.51
2.13.3 Fittings attached to the shell and all valves required by this regulation should be of steel,
bronze or other ductile material. All pipes between the shell and the valves should be of steel,
except that in spaces other than machinery spaces of vessels constructed of material other than
steel the competent authority may approve the use of other materials.52
2.14

Freeing ports

2.14.1 Where bulwarks on weather parts of the working deck form wells, the minimum freeing
port area (A) in square m, on each side of the vessel for each well on the working deck should be
determined in relation to the length (l) and height of bulwark in this well as follows:
.1

A=Kxl
where:

K = 0.07 for vessels of 24 m in length

K = 0.035 for vessels of 12 m in length;

for intermediate lengths the value of K should be obtained by linear interpolation.

(l need not be taken as greater than 70% of the length of a vessel.)
.2

Where the bulwark is more than 1.2 m in average height the required area should
be increased by 0.004 m2 per metre of length of well for each 100 mm difference
in height.

.3

Where the bulwark is less than 900 mm in average height, the required area may
be decreased by 0.004 m2 per m of length of well for each 100 mm difference in
height.53

2.14.2 The freeing port area calculated according to 2.14.1 should be increased where the
competent authority considers that the vessel's sheer is not sufficient to ensure rapid and effective
freeing of the deck of water.54
2.14.3 Subject to the approval of the competent authority the minimum freeing port area for each
well on the superstructure deck should be not less than one half the area (A) given in 2.14.1

50

Please refer to Guidelines 2.11.1 and Protocol Reg. II/13(1)).

Please refer to Guidelines 2.11.2 and Protocol Reg. II/13(2)) text deleted see Protocol Reg. IV/20.
52
Please refer to Guidelines 2.11.3 and Protocol Reg. II/13(3)).
53
Please refer to Guidelines 2.13.1 and Protocol Reg. II/14(1)).
54
Please refer to Guidelines 2.13.2 and Protocol Reg. II/14(2)).
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except that where the superstructure deck forms a working deck for fishing operations the
minimum area each side should be not less than 75% of the area (A).55
2.14.4 Freeing ports should be so arranged along the length of bulwarks as to provide the most
rapid and effective freeing of the deck from water. Lower edges of freeing ports should be as
near the deck as practicable.56
2.14.5 Poundboards and means for stowage and working the fishing gear should be arranged so
that the effectiveness of the freeing ports will not be impaired or water trapped on deck and
prevented from easily reaching the freeing ports. Poundboards should be so constructed that they
can be locked in position when in use and will not hamper the discharge of shipped water.57
2.14.6 Freeing ports over 300 mm in depth should be fitted with bars spaced not more than
230 mm nor less than 150 mm apart or provided with other suitable protective arrangements.
Freeing port covers, if fitted, should be of approved construction. If devices are considered
necessary for locking freeing port covers during fishing operations they should be to the
satisfaction of the competent authority and easily operable from a readily accessible position.58
2.14.7 In vessels intended to operate in areas subject to icing, covers and protective arrangements
from freeing ports should be capable of being easily removed to restrict ice accumulation. The
size of opening and means provided for removal of these protective arrangements should be to
the satisfaction of the competent authority.59
2.14.8 Where wells or cockpits are fitted in the working deck or superstructure deck with their
bottoms above the deepest operating waterline, efficient non-return means of drainage overboard
should be provided. Where bottoms of such wells or cockpits are below the deepest operating
waterline, drainage to the bilges will have to be provided.60
2.15

Anchor and mooring equipment

2.15.1 Each vessel should be provided with anchor equipment designed for quick and safe
operation which should consist of an anchor, anchor chains or wire ropes stoppers and a windlass
or other arrangements for dropping and hoisting the anchor and for holding the vessel at anchor
in all foreseeable service conditions. Each vessel should also be provided with adequate mooring
equipment for safe mooring in at operating conditions. Scallop rakes and comparable items may
be used in lieu of anchors if they are of equivalent holding power.61
2.15.2 The hull of the vessel should be suitably strengthened in way of hawse pipes, chain
stoppers, windlass and other equipment associated with anchoring and mooring.62
2.15.3 The anchoring equipment should in general be in accordance with the requirements given
in the table below. A vessel need not be fitted with more than one anchor. If two anchors are
fitted, the total length of chain is to be equally divided between the two anchors. Chain cables
55

Please refer to Guidelines 2.13.3 and Protocol Reg. II/14(3)).

Please refer to Guidelines 2.13.4 and Protocol Reg. II/14(4)).
57
Please refer to Guidelines 2.13.5 and Protocol Reg. II/14(5)).
58
Please refer to Guidelines 2.13.6 and Protocol Reg. II/14(6)).
59
Please refer to Guidelines 2.13.7 and Protocol Reg. II/14(7)).
60
Please refer to Guidelines 2.13.8.
61
Please refer to Guidelines 2.14.1.
62
Please refer to Guidelines 2.14.2.
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may be substituted by steel wire ropes provided that a 12.5 m chain is fitted between the anchor
and the wire rope and provided that the length of the wire is increased by 50% of the normal
length of chains. For intermediate vessel lengths the anchor equipment should be found by linear
interpolation.
Equipment table
Length (L) of the vessel [m]

12

14

16

18

20

22

24

Total weight of anchor(s) [kg]

42

61

84

112

145

183

226

Min. weight of one anchor when

two anchors are applied [kg]

27

40

55

73

98

126

158

Total length of chain [m]

75

78

82

85

88

92

95

Chain dimension [mm]

10

11

12

13

14

15

16

For vessels with a large exposed wind area or a large displacement, considerations should be
given to increase the anchoring equipment compared to the table values above.
2.15.4 The competent authority may require increased anchor equipment for vessels fishing in
very rough waters and/or may permit reduction in the equipment for vessels operating in
sheltered waters.63
2.15.5 The competent authority may require specially designed and constructed mooring
equipment for those vessels intended to be moored at sea.64
2.16

Working decks within an enclosed superstructure

2.16.1 Such decks should be fitted with an efficient drainage system having an appropriate
drainage capacity to dispose of washing water and fish guts, to the satisfaction of the competent
authority.
2.16.2 All openings necessary for fishing operations should be provided with means for quick
and efficient closures by one person, to the satisfaction of the competent authority.
2.16.3 Where the catch is brought on to such decks for handling and processing, the catch should
be placed in a pound, to the satisfaction of the competent authority. An efficient drainage system
should be fitted. Adequate protection against inadvertent influx of water to the working deck
should be provided.
2.16.4 At least two exits from such decks should be provided.
2.16.5 The clear headroom in the working space should at all points be to the satisfaction of the
competent authority*.

63

Please refer to Protocol Annex II " Recommended practice for anchor and mooring equipment".
Please refer to Protocol Annex II " Recommended practice for anchor and mooring equipment".
*
Proposal by the WG.
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2.16.6 A fixed ventilation system providing sufficient changes of air per hour should be
provided.65
2.17

Tanks for fish in refrigerated (RSW) or chilled (CSW) sea water

2.17.1 If RSW- or CSW-tanks or similar tank systems are used, such tanks should be provided
with a separate permanently fitted arrangement for the filling and emptying of seawater.
2.17.2 If such tanks are to be used also for carrying dry cargo, the tanks should be arranged with
a bilge system and provided with adequate means to avoid ingress of water from the bilge system
into the tanks.66

65
66

Proposal by the WG.

Proposal by Norway.

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CHAPTER 3
STABILITY AND ASSOCIATED SEAWORTHINESS
3.1

General

3.1.1 Vessels should be so designed and constructed that the requirements of this Chapter will
be satisfied in the operating conditions referred to in 3.7. Calculations of the righting lever
curves should be to the satisfaction of the competent authority.67*
3.1.2 Wherever practicable, guidance should be provided for an approximate determination of
the vessels stability by means of the rolling period test including values of rolling coefficients
particular to the vessel.** 68
3.2

Stability criteria

3.2.1 The following minimum stability criteria should be met unless the competent authority is
satisfied that operating experience justifies departure therefrom:

67

.1

The area under the righting lever curve (GZ curve) should not be less than 0.055
m-rad up to 30 angle of heel and not less than 0.090 m-rad up to 40 or the angle
of flooding f if this angle is less than 40. Additionally, the area under the
righting lever curve (GZ curve) between the angles of heel of 30 and 40 or
between 30 and f, if this angle is less than 40 should not be less than 0.030 mrad. f is the angle of heel at which openings in the hull, superstructures or
deckhouses which cannot rapidly be closed watertight commence to immerse. In
applying this criterion, small openings through which progressive flooding cannot
take place need not be considered as open;

.2

the righting lever GZ should be at least 200 mm at an angle of heel equal to or

greater than 30. The righting lever GZ may be reduced to the satisfaction of the
competent authority but in no case by more than 2(24-L)%, where L in m is as
defined in 1.2.1.7;69

.3

the maximum righting lever GZmax should occur at an angle of heel preferably
exceeding 30 but not less than 25; and

.4

the initial metacentric height GM0 should not be less than 350 mm for single deck
vessels. In vessels with complete superstructure the metacentric height may be
reduced to the satisfaction of the competent authority but in no case should be less
than 150 mm.70

Please refer to regulation III/1 of the Protocol.

See the Calculation of stability curves and the effect of free surfaces of liquids in tanks contained in paragraphs 3.6
and 3.3 respectively of the Code on Intact Stability adopted by the Organization by resolution A.749(18) as amended
and the Code of Practice concerning the Accuracy of Stability Information for Fishing Vessels adopted by the
Organization by resolution A.267(VIII).
**
See the Determination of ships stability by means of rolling period test (for ships up to 70 m in length) contained
in annex 3 of the Code on Intact Stability adopted by the Organization by resolution A.749(18) as amended.
68
Please refer to paragraph 3.1.3 of the existing Guidelines and to the references in the footnote linked to this
paragraph.
69
The second sentence is proposed by Iceland.
70
Please refer to regulation III/2(1) of the Protocol.
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3.2.2 Where arrangements other than bilge keels are provided to limit the angles of roll, the
competent authority should be satisfied that the stability criteria given in 3.2.1 are maintained in
all operating conditions.71
3.2.3 Where ballast is provided to ensure compliance with 3.2.1, its nature and arrangement
should be to the satisfaction of the competent authority.72
3.2.4 It should be ensured that stability characteristics of the vessel will not produce
acceleration forces which could be prejudicial to the safety of the vessel and crew.73
3.2.5 For decked vessels for which, by reason of insufficient stability data, 3.2.1 cannot be
applied, the following approximate formula for the minimum metacentric height GMmin (in
metres) for all operating conditions should be used as the criterion:*
2

f
f
B
s

GM min = 0.53 + 2 B 0.075 0.37 + 0.82 0.014 0.032

L
D
B
B

where:
L, B, D and f in m are as defined in 1.2.1.7 to 1.2.1.11;
and
}s = Actual length in m of a superstructure as defined in 1.2.1.19.

The formula is applicable for vessels having:

71

.1

f between 0.02 and 0.20;

B

.2

s
smaller than 0.60;
L

.3

B
between 1.75 and 2.15;
D

.4

sheer fore and aft at least equal to or exceeding the standard sheer prescribed in
Regulation 38(8) of the International convention on Load Lines, 1966;

.5

height of superstructure included in the calculation not less than 1.8 m.

Please refer to regulation III/2(2) of the Protocol.

Please refer to regulation III/2(3) of the Protocol.
73
Please refer to paragraph 4.2.2 of the existing Part B of the Code.
*
See the Recommendation for an interim simplified stability criterion for decked fishing vessels under 30 m in
length contained in paragraph 4.2.6 of the Code on Intact Stability adopted by the Organization by resolution
A.749(18) as amended.
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For vessels with parameters outside of the above limits the formula should be applied with
special care.74
3.2.6 The above formula is not intended as a replacement for the basic criteria given in 3.2.1
and 3.5 but is to be used only if circumstances are such that cross-curves of stability, KM curve
and subsequent GZ curves are not and cannot be made available for judging a particular vessels
stability.75
3.2.7 The calculated value of GMmin should be compared with actual GM values of the vessel
in all loading conditions. If a rolling test (see section 7.6 of the IS Code or Annex III of the Code
of Safety for Fishermen and Fishing Vessels Part B), an inclining experiment based on estimated
displacement, or another approximate method of determining the actual GM is used, a safety
margin should be added to the calculated GMmin.76
3.3

Flooding of fish-holds

The angle of heel at which progressive flooding of fish-holds could occur through hatches which
remain open during fishing operations and which cannot rapidly be closed should be at least 20
unless the stability criteria of 3.2.1 can be satisfied with the respective fish-holds partially or
completely flooded.77
3.4

Particular fishing methods

Vessels engaged in particular fishing methods where additional external forces are imposed on
the vessel during fishing operations, should meet the stability criteria of 3.2.1 increased, if
necessary, to the satisfaction of the competent authority.78
3.5

Severe wind and rolling

For vessels intended for operation in areas where exceptionally adverse weather condition may
be experienced, special attention should be given to the capability to withstand the capsizing
effects of breaking waves. In order to demonstrate ability to withstand such effects, the
competent authority should give consideration to the benefits of enclosed deck erections which
may provide an improved range of positive stability to larger angels of heel with openings
assumed closed weathertight. A positive range of stability up to an angle of 80 may be used as a
criterion. Alternatively the Severe wind and rolling criterion (weather criterion) for fishing
vessels* may be used.79
3.6

Water on deck

Vessels should be able to withstand, to the satisfaction of the competent authority, the effect of
water on deck, taking account of the seasonal weather conditions, the sea states in which the
74

Please refer to paragraph 4.2.6.1 of the IS Code.

Please refer to paragraph 4.2.6.2 of the IS Code.
76
Please refer to paragraph 4.2.6.3 of the IS Code.
77
(Please refer to regulation III/3 of the Protocol).
78
(and to regulation III/4 of the Protocol).
* See the Severe wind and rolling criterion (weather criterion) for fishing vessels contained in paragraph 4.2.4 of the
Code on Intact Stability adopted by the Organization by resolution A.749(18) as amended.
79
Please refer to the footnote related to the heading of section 3.2 of the existing Guidelines and to regulation III/4 of
the Protocol.
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vessel will operate, the type of vessel and its mode of operation. The Guidance on a Method of
Calculation of the Effect of Water on Deck* may be used.80
3.7

Operating conditions

3.7.1 The number and type of operating conditions to be considered should be to the
satisfaction of the competent authority and should include the following as appropriate:
.1

departure for the fishing grounds with full fuel, stores, ice, fishing gear, etc.;

.2

departure from the fishing grounds with full catch;

.3

arrival at home port with full catch and 10% stores, fuel, etc.; and

.4

arrival at home port with 10% stores, fuel, etc. and a minimum catch, which
should normally be 20% of full catch but may be up to 40% provided the
competent authority is satisfied that operating patterns justify such a value.81

3.7.2 In addition to the specific operating conditions given in 3.7.1 the competent authority
should also be satisfied that the minimum stability criteria given in 3.2 are met under all other
actual operating conditions including those which produce the lowest values of the stability
parameters contained in these criteria. The competent authority should also be satisfied that
those special conditions associated with a change in the vessel's mode or areas of operation
which affect the stability considerations of this chapter are taken into account.82
3.7.3 Concerning the conditions referred to in 3.7.1, the calculations should include the
following:

.1

allowance for the weight of the wet fishing nets and tackle, etc. on deck;

.2

allowance for ice accretion, if anticipated, in accordance with 3.8.

.3

homogeneous distribution of the catch, unless this is inconsistent with practice;

.4

catch on deck, if anticipated, in operating conditions referred to in 3.7.1.2, 3.7.1.3

and 3.7.2;

.5

water ballast if carried either in tanks which are especially provided for this
purpose or in other tanks also equipped for carrying water ballast; and

.6

allowance for the free surface effect of liquids and, if applicable, catch carried.83

See the Guidance on a Method of Calculation of the Effect of Water on Deck contained in recommendation 1 of
attachment 3 to the Final Act of the Conference.
80
Please refer to regulation III/6 of the Protocol.
81
Please refer to regulation III/7(1) of the Protocol.
82
Please refer to regulation III/7(2) of the Protocol.
83
Please refer to regulation III/7(3) of the Protocol.
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3.8

Ice accretion

3.8.1 For vessels operating in areas where ice accretion is likely to occur the following icing
allowance should be made in the stability calculations:*
.1

30 kg/m2 on exposed weather decks and gangways;

.2

7.5 kg/m2 for the projected lateral area of each side of the vessel above the waterplane;

.3

the projected lateral area of discontinuous surfaces of rail, spars (except masts)
and rigging of vessels having no sails and the projected lateral area of other small
objects should be computed by increasing the total projected area of continuous
surfaces by 5% and the static moments of this area by 10%.84

3.8.2 The height of the centre of gravity of ice accretion should be calculated according to the
position of corresponding parts of the decks and gangways and other continuous surfaces on
which ice can accumulate.85
3.8.3

3.9

Vessels intended for operation in areas where ice accretion is known to occur should be:
.1

designed to minimize the accretion of ice; and

.2

equipped with such means for removing ice as the competent authority may
require.86

Inclining test

3.9.1 Every vessel should undergo an inclining test upon its completion and the actual
displacement and position of the centre of gravity should be determined for the light ship
condition.87
3.9.2 Where alterations are made to a vessel affecting its light ship condition and the position
of the centre of gravity, the vessel should, if the competent authority considers this necessary, be
re-inclined and the stability information revised.88
3.9.3 The inclining test of an individual vessel may be omitted provided basic stability data are
available from the inclining test of a sister ship, and it is demonstrated, to the satisfaction of the
competent authority, that reliable stability information for the vessel can be obtained from such
basic data.

For sea areas where ice accretion may occur and modifications of the icing allowance are suggested, see the
Guidance Relating to Ice Accretion contained in recommendation 2 of attachment 3 to the Final Act of the
Conference. See also the Icing consideration and the Recommendation for skippers of fishing vessels on ensuring a
vessels endurance in conditions of ice formation contained in chapter 5[, in particular paragraph 5.3,] and Annex 2
respectively of the Code on Intact Stability adopted by the Organization by resolution A.749(18) as amended.
84
Please refer to regulation III/8(1) of the Protocol.
85
Please refer to paragraph 4.7.3 of the existing Code.
86
Please refer to regulation III/8(2) of the Protocol.
87
Please refer to regulation III/9(1) of the Protocol.
88
Please refer to regulation III/9(2) of the Protocol.
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3.10

Stability information

3.10.1 Suitable stability information, to the satisfaction of the competent authority, should be
supplied to enable the skipper to assess with ease and certainty the stability of the vessel under
various operating conditions.* Such information should include specific instructions to the
skipper warning him of those operating conditions which could adversely affect either the
stability or the trim of the vessel.**89
3.10.2 The stability information, referred to in 3.10.1, should be kept on board, readily
accessible at all times and inspected at the periodical surveys of the vessel to ensure that it has
been approved for the actual operating conditions.90
3.10.3 Where alterations are made to a vessel affecting its stability, revised stability calculations
should be undertaken to the satisfaction of the competent authority. If the competent authority
requires that the stability information should be revised, the new information should be supplied
to the skipper and the superseded information removed.91
3.10.4 Scales indicating the vessels draught should be permanently marked on both sides of the
stem and stern. These scales should be measured perpendicularly from a datum line which will
lie along, or be a projection of, the lower extremity of the keel or other appendage. Numbers
0.10 m in the vertical plane should be marked on the scale, the lower edge of each number
indicating the draught in metres. Between the numbers lines should be marked, parallel to the
datum, at intervals of 0.10 m. The skipper should be provided with information defining the
position of the datum line and instructions regarding the use of observed draughts.92
3.11

Portable fish-hold divisions

The catch should be properly secured against shifting which could cause dangerous trim or heel
of the vessel. The scantlings of portable fish-hold divisions, if fitted, should be to the satisfaction
of the competent authority. The scantlings of portable fish-hold divisions, if fitted, should be in
accordance with the Recommended practise of portable fish-hold divisions.93 ***
3.12

Bow height

The bow height should be sufficient, to the satisfaction of the competent authority, to prevent the
excessive shipping of water and should be determined taking account of the seasonal weather
conditions, the sea states in which the vessel will operate, the type of vessel and its mode of
operation.
*

See the Guidance on Stability Information contained in recommendation 3 of attachment 3 to the Final Act of the
Conference. See also the General provisions against capsizing and information for the master contained in chapter 2
of the Code on Intact Stability adopted by the Organization by resolution A.749(18) as amended.
**
See the Code of Practice concerning the Accuracy of Stability Information for Fishing Vessels adopted by the
Organization by resolution A.267(VIII).
89
Please refer to paragraph 3.2.1 of the existing Guidelines and to regulation III/10(1) of the Protocol and to the
references in the footnotes linked to this paragraph.
90
Please refer to regulation III/10(2) of the Protocol.
91
Please refer to regulation III/10(3) of the Protocol.
92
Please refer to paragraph 4.4.3 of the existing Part B of the Code.
93
Please refer to regulation III/11 of the Protocol and to the references in the footnote linked to this paragraph.
***
See appendix V of the Recommendation on Intact Stability of Fishing Vessels adopted by the Organization by
resolution A.168(ES.IV), as amended by resolution A.268(VIII).
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3.13

Maximum permissible operating draught

3.13.1 A maximum permissible operating draught should be to the satisfaction of the competent
authority and should be such that, in the associated operating condition, the stability criteria of
this Chapter and the requirements of Chapters 2 and 6 as appropriate are satisfied.94
3.13.2 The maximum permissible operating draught should be marked on each side of the vessel.
The location of the maximum permissible operating draught should be indicated in the
documentation for the vessel.95

94
95

Please refer to regulation III/13 of the Protocol.

Proposal by the Russian Federation.

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CHAPTER 4
MACHINERY AND ELECTRICAL INSTALLATIONS
PART A - GENERAL
4.1

General

4.1.1 Machinery and electrical installations should be designed, constructed and installed in
accordance with good engineering practice applying, where applicable, the requirements of the
competent authority or rules of recognized classification societies or other equivalent standards
as appropriate. Equipment should be so installed, protected and maintained as not to constitute a
danger to persons and the vessel.96
4.1.2 Machinery spaces should be so designed as to provide safe and free access to all
machinery and its controls as well as to any other parts which may require servicing. Such spaces
should be adequately ventilated.97
4.1.3 All controls for operating the machinery and equipment, such as measuring devices,
pumping systems and arrangements, valves, cocks, air pipes, inlets, sounders, switches, should be
permanently marked with appropriate inscriptions clearly showing their purpose. Pipes should
preferably be marked by appropriate colours to indicate their purpose. All valves should have
indicators showing whether they are open or closed and should have handwheels so marked as to
indicate the direction of turning which should generally be clockwise for closing.98
4.1.4 Exhaust pipes and other hot surfaces within reach of personnel should be properly
insulated or otherwise protected to prevent accidents or burns. Likewise, hot surfaces which
could cause ignition should be protected from all possible contacts with combustible materials.99
4.1.5 Moving external parts of engines and mechanical and electrical equipment should be
suitably protected to prevent injury to attendant personnel.100
4.1.6 Platforms and gratings in machinery spaces, and openings to machinery space bilges
should be provided, where practicable, with adequate handrails or handholds and toeboards.101
4.1.7 Walking surfaces should be properly fitted and secured in place and should have a nonslip surface.102 103 104
4.1.8 Machinery space ladders should be fitted with non-slip treads.105

96

Please refer to 4.1.1 of existing Guidelines.

Please refer to 2.1.2 of Asian Guidelines.
98
Please refer to 4.1.3 of existing Guidelines.
99
Please refer to 4.1.4 of existing Guidelines.
100
Please refer to 4.1.5 of existing Guidelines.
101
Please refer to 4.1.6 of existing Guidelines.
102
Proposal by FAO to delete.
103
Comment by ICFTU: The ICFTU supports the deletion of the sentence in square brackets reading [where
practicable]. In our opinion a non-slip surface is always sound practice, from a safety point of view, in all types of
workspaces and we are not aware of any type of construction where a non-slip surface cannot be applied.
104
Please refer to 4.1.7 of existing Guidelines.
105
Please refer to 4.1.8 of existing Guidelines.
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4.1.9 Machinery spaces require extensive ventilation and due regard should be given to climatic
conditions in the area of intended service and the air requirements of internal combustion engines
installed.106
4.1.10 Where air cooled internal combustion engines are installed special consideration should
be given to the provision of adequate volumes of cooling air and to the removal of hot air from
the machinery spaces.107
4.1.11 Where water cooled internal combustion engines are installed provision should be made
for an emergency means of supplying cooling water. Strainers should be capable of being
cleaned without interrupting the flow of cooling water. Where keel coolers are installed
provision should be made to isolate them by fitting valves inside the hull at the inlet and outlet
connections.108 109
4.1.12 Tools, spare parts and spare gear required for routine maintenance and simple repairs
should be provided for man and auxiliary machinery, mechanical and electrical equipment and
installations, and should be securely stowed in an easily accessible space.110
4.1.13 Information on operation and maintenance of machinery, usage of fuel and lubricating
oils should be provided.111
4.1.14 Measuring devices should be so installed as to be readily visible.112
PART B - MACHINERY INSTALLATIONS
4.2

[Propulsion and auxiliary]113 machinery

4.2.1 Bars used on flywheels to turn machinery over by hand should be so constructed as to
facilitate easy withdrawal from the flywheels recess if the engine should recoil. Hand cranks for
engines should be designed to be thrown out instantly when the engine starts.114
4.2.2 Where a forward power take-off is fitted to an engine for auxiliary drives, the power to be
taken off should not exceed the engine manufacturers limits for forward end drives.115
4.2.3 Where a layshaft is driven from the power take-off shaft by either pulley or chain, the
shaft should be fitted with a bearing on both sides of the pulley or chain sprocket.116
4.2.4 Hydraulic installations for fishing equipment should have a means of disengaging the
hydraulic pump from the driving engine.117
106

Please refer to 4.1.9 of existing Guidelines.

Please refer to 4.1.10 of existing Guidelines.
108
Please refer to 4.1.11 of existing Guidelines.
109
Comment by FAO: There should be a further reference to the use of keel cooling and the need to be able to
isolate the keel cooler by valves located inside the hull at the inlet and outlet attachments.
110
Please refer to 4.1.12 of existing Guidelines.
111
Please refer to 4.2.2 of existing Guidelines.
112
Please refer to 4.2.4 of existing Guidelines.
113
Proposal by FAO to delete.
114
Please refer to 4.2.3 of existing Guidelines.
115
Please refer to 4.2.5 of existing Guidelines.
116
Please refer to 4.2.6 of existing Guidelines.
117
Please refer to 4.2.7 of existing Guidelines.
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4.2.5 Belt drives should be arranged with a method of tensioning in order that each belt drive
can be adjusted individually.118
4.2.6 The main engine instrument panel should where applicable have the following gauges:
.1

engine revolution counter;

.2

engine lubricating oil pressure gauge;

.3

engine reverse/reduction gear box oil pressure gauge;

.4

engine cooling water temperature gauge;

.5

ammeters for batteries; and

.6

exhaust temperature gauge (on engines of 250 kilowatts and above).119

4.2.7 Audible and visual alarms should be fitted for low lubricating oil pressure and high
cooling water temperatures.120 Taking into consideration the configuration of the vessel and the
mode of operation, the competent authority may require the alarms to be visible and heard in the
machinery space and in the wheelhouse.121
4.2.8 Outboard engines should be capable of being easily and securely fastened to the hull, and
be provided with a safety chain or cable.122
4.2.9 Where outboard engines are fitted in a well, this should be fitted with a drain pipe of not
less than 50 mm diameter; the well should be long enough to allow for the engine to be tilted up;
remote control and fuel hoses should be led into the well through a hole provided with an
effective bushing.123
4.2.10 Auxiliary engines should be securely mounted in rigid seats and should be fully
independent of all other systems.124
4.3

Means of going astern

Vessels should have sufficient power for going astern to secure proper control of the vessel in all
normal circumstances.125
4.4

Air pressure systems

4.4.1 Air intakes for air compressors should be so located that the air is as pure and clean as
possible and free from flammable or toxic gases or fumes. Air filters should be fitted. Air
118

Please refer to 4.2.8 of existing Guidelines.

Please refer to 4.2.9 of existing Guidelines.
120
Please refer to 4.2.10 of existing Guidelines.
121
Proposal by FAO.
122
Please refer to 4.2.11 of existing Guidelines.
123
Please refer to 4.2.12 of existing Guidelines.
124
Please refer to 4.2.13 of existing Guidelines.
125
Please refer to 2.3.1 of Asian Guidelines.
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discharge pipes of compressors should, where necessary, be insulated to protect personnel from
burns.126
4.4.2 All discharge pipes from starting air compressors should lead directly to the starting air
receivers and all starting pipes from the air receivers to main or auxiliary engines should be
entirely separate from the compressor discharge pipe system.127 128
4.4.3 Means to drain oil and water should be fitted to the lowest part of air receivers.
4.5

Arrangements for fuel oil, lubricating oil and other flammable oils129

4.5.1 Fuel tanks, their filling systems, valves and associated piping should be carefully installed
and be maintained so as to prevent the leakage of fuel or fumes within the hull.130
4.5.2 Vents and filling connexions of fuel tanks should be located in a safe, open-air position
and remote from any ventilation intake. The cross sectional area of vents should be determined
having regard to the filling arrangements. Vent openings should be fitted with suitable wire
gauze screens or equivalent protective devices.131
4.5.3 A valve capable of shutting off the supply to the engine should be mounted on or adjacent
to the fuel tank and control of this valve should be accessible from outside the machinery
space.132
4.5.4 Wherever fuel might escape and come into contact with hot surfaces, suitable guards or
screens should be installed.133
4.5.5 Fuel storage tanks should be located remote from heated surfaces and should not be
situated above stairways and ladders, boilers, hot surfaces and electrical equipment. Tanks and
piping should be arranged so as to eliminate in the event of overflow and to minimize in the
event of leakage or rupture the possibility that fuel will come into contact with hot surfaces or
electrical components which may cause ignition of the fuel.134
4.5.6 Safe and efficient means of ascertaining the amount of fuel oil contained in any oil tank
should be provided. If sounding pipes are installed, their upper ends should terminate in safe
positions and should be fitted with suitable means of closure. Gauges made of glass of substantial
thickness and protected with a metal case may be used, provided that automatic closing valves
are fitted. Other means of ascertaining the amount of fuel oil contained in any fuel oil tank may
be permitted providing their failure or overfilling of the tanks will not permit release of fuel.135
4.5.7 Where practicable, fuel oil piping should not be led through accommodation spaces.136
126

Please refer to 4.10 of existing Guidelines.

Please refer to 2.7.3 of Asian Guidelines.
128
Proposal by FAO: To add a requirement for means to drain oil/water from the air receivers.
129
Please refer to 4.4 and 4.5 of existing Guidelines.
130
Please refer to 4.4.1 of existing Guidelines.
131
Please refer to 4.4.2 of existing Guidelines.
132
Please refer to 4.4.3 of existing Guidelines.
133
Please refer to 4.4.4 of existing Guidelines.
134
Please refer to 4.4.5 of existing Guidelines.
135
4.4.6 and 4.4.7 of existing Guidelines is to be replaced by 2.8.2 of Asian Guidelines.
136
Please refer to 4.4.8 of existing Guidelines.
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4.5.8 Fuel tank sounding pipe openings should not be located in crew accommodation.137
4.5.9 Fuel return pipes should be connected to a fuel oil service tank in use, an empty fuel tank
or to the suction side of the fuel pump.138 139
4.5.10 Fuel pipes of internal combustion engines should be of steel or other equivalent material
and preferably of a jacketed design. All fuel pipes should be adequately secured and protected.
4.5.11 Plastic piping should not be used for the fuel supply to machinery or to fuel tanks or for
any purpose in the machinery space where its destruction by fire would present a safety
hazard.140
4.5.12 Where the competent authority has permitted the use of a petrol engine which is installed
within a closed, decked compartment such compartment should be ventilated with a mechanical
exhaust and a natural supply system. Exhaust ventilation trunks from compartments containing
petrol engines or other sources of concentrated petrol fumes should be isolated from other
ventilation systems. The mechanical exhaust system should include an intake located as close as
practicable to a position beneath the engine it serves or where petrol fumes are most likely to
accumulate, and it should be above normal bilge water levels. Mechanical exhaust fans and
trunks fitted in accordance with the requirements of this section should be suitable for use in an
atmosphere containing petrol fumes.141
4.5.13 There should be a permanent notice at each petrol engine starting position requiring:
.1

that the ventilation system be operated for at least 2 min before an engine is
started;

.2

that during fuelling all windows and doors are closed and smoking is prohibited.142

4.5.14* Petrol tanks should not be integral with the hull structure. An efficient system should be
installed to ensure that petrol does not spill into the hull of the vessel when tanks are being
filled.143
4.5.15 Portable petrol tanks for outboard motors should be taken ashore for filling.144
4.5.16 Petrol filling systems should be effectively bonded or earthed.145

137

Please refer to 4.4.9 of existing Guidelines.

Please refer to 4.4.10 of existing Guidelines.
139
Comment by FAO: Maybe the existing text should be modified. There should be a provision to ensure that any
tank so used should be of sufficient capacity (in fact it ceases to be empty as soon as it is brought into use).
Furthermore, the competent authority should ensure that means are provided to empty the tank in a safe manner.
140
Please refer to 4.4.12 of existing Guidelines.
141
Please refer to 4.4.13 of existing Guidelines.
142
Please refer to 4.4.14 of existing Guidelines.
*
Attention is drawn to the use of aluminum mesh inside petrol tanks to reduce the risk of explosion.
143
Please refer to 4.4.15 of existing Guidelines.
144
Please refer to 4.4.16 of existing Guidelines.
145
Please refer to 4.4.17 of existing Guidelines.
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4.5.17 Emergency controls should be provided, preferably on deck outside machinery and
accommodation spaces, for stopping every fuel pressure pump and every fan supplying air to
machinery spaces and for closing all suctions from fuel tanks. Such controls should be at
positions not likely to be cut off in the event of a fire in the machinery spaces.146
4.5.18 Where fuel of a flashpoint of less than 60C (closed cup test) is used, the temperature of
the space in which such fuel is stored should not rise to within 10C below the flashpoint of the
fuel.147
4.5.19 Lubricating oil tanks, their associated piping and valves should be carefully installed and
maintained so as to prevent leakage of lubricating oil within the hull.148
4.5.20 Adequate means should be provided for indicating failure of the lubricating oil system.149
4.5.21 Where tubular gauge glasses are fitted to lubricating oil tanks they should be of
substantial construction, adequately protected and fitted with self-closing arrangements on the
tank.150
4.5.22 Lubricating oil pipes should be of steel or other equivalent material and should be
adequately secured and protected.151
4.6

Bilge and ballast systems152

4.6.1 Arrangements should be provided for draining any watertight compartment (other than
small buoyancy compartments) under all service conditions.
4.6.2 Valves and cocks not forming part of a piping system should not normally be permitted in
watertight bulkheads.
4.6.3 Bilge suctions should be fitted with suitable strainers.
4.6.4 Bilge and ballast pumping systems should be arranged so as to prevent water passing
from the sea or from water ballast spaces into holds or into machinery spaces or from one
watertight compartment to another. The bilge connection to any pump which draws from the sea
or from water ballast spaces should be fitted with either a non-return valve or a cock which
cannot be opened simultaneously either to the bilges and to the sea or to the bilges and water
ballast spaces. Valves in bilge distribution boxes should be of a non-return type.153
4.6.5 At least two bilge pumps may be provided of which one should be manually operated.
Where practicable the two pumps should not be fitted in the same compartment.154

146

Please refer to 4.4.18 of existing Guidelines.

Please refer to 4.4.19 of existing Guidelines.
148
Please refer to 4.5.1 of existing Guidelines.
149
Please refer to 4.5.2 of existing Guidelines.
150
Please refer to 4.5.3 of existing Guidelines.
151
Please refer to 4.5.4 of existing Guidelines, 2.8.7.1 of Asian Guidelines and 4.7.3 of draft revised Code B.
152
Please refer to 4.6 of existing Guidelines.
153
Please refer to 2.9.6 of Asian Guidelines.
154
Recommendation form the WG.
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4.6.6 The inside diameter of the bilge main and bilge suction pipe directly connected to the
pump should be not less than the inside diameter of the bilge pump suction inlet.155
4.7

Exhaust systems156

4.7.1 Exhaust pipes from engines and from heating and cooking appliances should be
permanently mounted and lead to the open air through the uppermost deck or canopy or through
the hull Where exhaust pipes pass through the uppermost deck or canopy, they should be of
sufficient height to ensure that no exhaust gases can pass back into the vessel. Where an exhaust
pipe passes through the hull of the vessel, the hull connexion should be watertight and provision
be made so that the engine cannot be flooded.
4.7.2 All exhaust pipes should be assembled with the minimum number of bends and of a
diameter as specified by the engine manufacturers. All joints should be gastight, the pipes well
secured and supported by hangers or brackets and fitted with a section of flexible pipe or a
bellows pipe; exhaust pipes should be led clear of all woodwork and other combustible material
and where necessary they should be effectively insulated.
4.7.3 Where exhaust pipes pass through a wooden deck or other structures of wood or other
combustible material, suitable protection should be provided to the structure to avoid the risk of
fire.
4.7.4 Where a wet exhaust system is fitted, water from the engine cooling system should be
introduced into the exhaust pipe near to the manifold and a ''U'' bend or other suitable water trap
should be incorporated in the exhaust line to avoid the flow-back of water into the engine.
4.8

Steering gear157

4.8.1 The steering arrangements including the rudder and associated fittings should be of
adequate strength and capable of steering the vessel at maximum speed and should be so
designed and constructed that they are not damaged at maximum astern speed or by manoeuvring
during fishing operations.
4.8.2 Where the main steering device is mechanically operated an emergency means of steering
should be provided which should be easily accessible.
4.8.3 Where a steering device other than a rudder is fitted, its construction and operation should
be adequate and suitable for its intended purpose and should comply with the provisions of 4.3.
4.8.4 Where the steering device is remotely operated, a rudder angle indicator should be
provided at the steering position. The rudder angle indicator for power operated steering gear
should be independent of the steering gear control system.158
4.8.5 The wheelhouse should be so arranged that the person steering the vessel should have a
clear view ahead and that as far as practicable an all-round vision should be possible from within
the wheelhouse.
155

Recommendation from the WG.

4.7 of existing Guidelines is retained.
157
4.3 of existing Guidelines is retained except renumbering.
158
Proposal by FAO.
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4.9

Refrigeration systems for the preservation of the catch159

Refrigeration plants and cold store-rooms, where provided, should be of a design and
construction suitable for the service for which they are intended and be so installed and protected
as to reduce to a minimum any danger to the crew. Where appropriate, guidance should be
obtained from the following as far as applicable:

159

.1

Refrigeration systems should be so designed, constructed, tested and installed as to

take account of the safety of the system and also the emission of
chlorofluorocarbons (CFCs) or any other ozone depleting substances from the
refrigerant held in quantities or concentrations which are hazardous to human
health or to the environment, and should be to the satisfaction of the competent
authority.

.2

Refrigerants to be used in refrigeration systems should be to the satisfaction of the

competent authority. However, methylchloride or CFCs whose ozone depleting
potential is higher than 5% of CFC-11 should not be used as refrigerants.

.3

Cold store-rooms and spaces where evaporators are fitted should be provided with:
.3.1

tight-fitting doors operable from each side;

.3.2

alarms operable from within rooms and giving a signal to the control
station;

.3.3

means for indicating the location of the exit door, in the event of lights in
the room being switched off or failing; and

.3.4

mechanical means for the extraction of refrigerant gases, provided that the
associated controls should be operable from inside and outside the room,
but they should have no permanently open vent or channel which would
permit the passage of refrigerants to other parts of the vessel.

.4.1

Refrigerating installations should be adequately protected against vibration, shock,

expansion, shrinkage, etc. and should be provided with an automatic safety control
device to prevent a dangerous rise in temperature and pressure.

.4.2

Refrigeration systems in which toxic or flammable refrigerants are used should be

provided with drainage devices leading to a place where the refrigerant presents
no danger to the vessels or to persons on board.

.5.1

Any space containing refrigerating machinery including condensers and gas tanks
utilizing toxic refrigerants should be separated from any adjacent space by gastight
bulkheads. Any space containing the refrigerating machinery including condensers
and gas tanks should be fitted with a leak detection system having an indicator
outside the space adjacent to the entrance and should be provided with an
independent ventilation system and a water spray system.

Please refer to 4.9 of existing Guidelines.

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4.10

.5.2

When such containment is not practicable, due to the size of the vessel, the
refrigeration system may be installed in the machinery space provide that the
quantity of refrigerant used will not cause danger to persons in the machinery
space, should all the gas escape, and provided that an alarm is fitted to give
warning of a dangerous concentration of gas should any leakage occur in the
compartment.

.6

In refrigerating machinery spaces and refrigerating rooms, alarms should be

connected to the wheelhouse or control stations or escape exit to prevent persons
being trapped.

.7

Where any refrigerant harmful to persons is used in a refrigeration system, at least

two sets of breathing apparatus should be provided, one of which should be placed
in a position not likely to become inaccessible in the event of leakage of
refrigerant. Breathing apparatus provided as part of the vessels fire-fighting
equipment may be considered as meeting all or part of this provision provided its
location meets both purposes. Where self-contained breathing apparatus is used,
spare cylinders should be provided.

.8

Adequate guidance for the safe operation and emergency procedures for the
refrigeration system shall be provided by suitable notices displayed on board the
vessel.*

Fish processing equipment160 161

Where fish processing equipment is installed, the following provisions should, as far as
practicable, be applied:

.1

Arrangement of fish processing equipment should ensure free access for

inspection, operation and sanitary treatment of the equipment. Working areas in
way of processing equipment should be not lese than 750 mm wide.

.2

Materials used to insulate fish processing equipment, including piping, should be

non-combustible, durable and stable under conditions of vibration and should not
have an external surface temperature harmful to personnel on contact. The
insulation should be securely fastened.

.3

Machinery and installations operating under pressure should comply with

requirements of the competent authority.

.4

Machinery and other installations from which vapour, gas, dust or other harmful
substance may readily escape or be emitted during operation should be fitted with
exhaust devices. Suction ends of these devices should be located as near as
possible to the sources of vapour, gas, dust or other harmful substance and the
piping should be so arranged that discharged products will not constitute a hazard
to personnel.

Drawn from regulation IV/15(7) of the Torremolinos Protocol.

Please refer to 4.11 of existing Guidelines.
161
Comment by FAO: The proposals under this section reflect the proposals for the Code. Whereas we have no
objections in principle, in general it is not always appropriate to use the same language.
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162

.5

Where several conveyors are working in one line. emergency switches should be
provided at intervals of not more than 10 m for stopping all conveyors working in
the line. Where the length of the conveyors is 15 m or more, sound or light signals
should be provided for giving warning when the conveyor starts.162

.6

Dampers, cocks, valves and other stopping devices should be positioned so that
they are readily accessible and safe for operation.

.7

Machinery and equipment in working spaces should be fitted on strong and rigid
foundations securely connected to the vessel's structure.

.8

Moving parts of machinery and other installations as well as gears which may
present a hazard, should be adequately guarded.

.9

Machinery and installations which require routine servicing at a height of more

than 2 m should be equipped with platforms of 600 mm in width and guarded with
rails not less than 1 m in height.163

.10

In vessels where fish handling or processing may cause quantities of water to

accumulate in enclosed spaces, adequate drainage should be provided.

.11

Loading and unloading devices for the machinery and other installations should be
arranged at a safe and convenient height for operation.

.12

Steam or vapour outlets of equipment, e.g. liver boilers, should be arranged as

high as possible. Outlet pipes should be at least 50 mm in diameter and lead into
open air. Vapour from outlets should not obscure visibility.

.13

Filling openings of machinery and other installations (e.g. liver or fish oil boilers)
should be within easy reach of personnel. Lids of filling openings should have
suitable means of closing so as to prevent steam, hot water or vapour emerging
into the space and should be counterbalanced or provided with other cafe means of
securing in the open position when required.

Comment by FAO: We would consider that where conveyors are fitted, the spacing between emergency stop
switches is more likely to be influenced by the likelyhood of vessel motion and the difficulty a person may have in
moving swiftly in small fishing vessels. We felt that this should be reworded with a view to reduce the spacing.
163
Comment by FAO: In the case of small fishing vessels, there should be provision for alternative means to effect
maintenance since space (particularly headroom) is more likely to be at a premium compared to the large fishing
vessels.
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PART C - ELECTRICAL INSTALLATIONS
4.11

Main source of electrical power164

Where electrical power constitutes the only means of maintaining auxiliary services essential for
the propulsion and the safety of the vessel, a main source of electrical power should be provided
which should, as far as practicable, include two generating sets, one of which may be driven by
the main engine. The competent authority may accept other arrangements having equivalent
electrical capability.165
4.12

Emergency source of electrical power166

4.12.1 A self-contained emergency source of electrical power located, to the satisfaction of the
competent authority, outside the machinery spaces should be provided and so arranged as to
ensure its functioning in the event of fire or other causes of failure of the main electrical
installations.
4.12.2 The emergency source of electrical power should be capable of serving safety
arrangements, such as safety radio system, navigation lights, fire detection system and
emergency light, to the satisfaction of the competent authority of serving simultaneously for a
period of at least 3 hours.
4.13

Precautions against shock, fire and other hazards of electrical origin

4.13.1 Electric circuits should be clearly identified on switchboards.167

4.13.2 Electrical equipment exposed to the weather should be protected from dampness and
corrosion as well as mechanical damage.168
4.13.3 Piping conveying steam or liquid should not be fitted above or in the vicinity of
switchboards or other electrical equipment. Where such arrangements are unavoidable, provision
should be made to prevent leakage damaging the equipment.169
4.13.4.1 Exposed permanently fixed metal parts of electrical machines or equipment which are
not intended to be live, but which are liable under fault conditions to become live should be
earthed (grounded) unless:

164

Comment by FAO: As a general comment, the proposals do not reflect the wide differences in relation to
electrical installations that are found in fishing vessels between 12 and 24m in length. FAO suggests that these
differences should be recognized in the revision, not by length of vessel, but by type of installation. For example:
storage batteries as main source of supply;
direct current generators with batteries for emergency sources of supply;
alternating current as main source of supply with batteries for emergency sources of supply.
Since this approach would require further detailed work by the group, we put forward this proposal for comments on
the ISCG.
165
Please refer to 2.12 of Asian Guidelines.
166
Please refer to 2.13 of Asian Guidelines.
167
Please refer to 4.8.1 of existing Guidelines.
168
Please refer to 4.8.2 of existing Guidelines.
169
Please refer to 4.8.3 of existing Guidelines.
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.l

they are supplied at a voltage not exceeding 55 volts direct current or 55 volts,
root mean square, between conductors, autotransformers should not be used for
the purpose of achieving this alternative current voltage; or

.2

they are supplied at a voltage not exceeding 250 volts by safety isolating
transformers supplying one consuming device only; or

.3

they are constructed taking into account the principle of double insulation.170

4.13.4.2 Portable electrical equipment should operate at a safe voltage, exposed metal parts of
such equipment which are not intended to have a voltage but which may have such under fault
conditions, should be earthed. The competent authority may require additional precautions for
portable electric lamps, tools or similar apparatus for use in confined or exceptionally damp
spaces where particular risks due to conductivity may exist.171
4.13.5 Main and emergency switchboards should be so arranged as to give easy access as may
be needed to apparatus and equipment, without danger to attendants. The sides and backs and,
where necessary, the fronts of switchboards, should be suitably guarded. Exposed ''live'' parts
having voltages to earth exceeding a voltage to be specified by the competent authority should
not be installed on the front of such switchboards. There should be non-conducting mats or
gratings at the front and rear, where necessary.172
4.13.6 The hull return system of distribution should not be used. However, where permitted by
the competent authority, special precautions should be taken.173
4.13.7.1 Except as permitted by the competent authority in exceptional circumstances, all metal
sheaths and armour of cables should be electrically continuous and should be earthed.174
4.13.7.2 Where the cables are neither metal sheathed nor armoured and there might be a risk of
fire in the event of an electrical fault, special precautions should be taken to the satisfaction of the
competent authority.175
4.13.7.3 All electrical cables should be at least of a flame-retardant type and should be so
installed as not to impair their original flame-retarding properties. The competent authority may
permit the use of special types of cables when necessary for particular applications, such as radio
frequency cables, which do not apply with the foregoing.176
4.13.8 Lighting fittings should be arranged to prevent temperature rises which could damage the
wiring and to prevent surrounding material from becoming excessively hot.177
4.13.9 Wiring should be supported in such a manner as to avoid chafing or other damage and
should not be located close to hot surfaces such as engine exhausts.178
170

Please refer to 2.14.l.1 of Asian Guidelines.

Please refer to 2.14.l.2 of Asian Guidelines.
172
Please refer to 2.14.2 of Asian Guidelines.
173
Please refer to 4.8.6 of existing Guidelines.
174
Please refer to 2.14.5.1 of Asian Guidelines.
175
Please refer to 4.8.7.2 of existing Guidelines.
176
Please refer to Regulation 18(5)(b) of Chapter 4 of the Protocol.
177
Please refer to 2.14.7 of Asian Guidelines.
178
Please refer to 4.8.9 of existing Guidelines.
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4.13.10.1 Each separate circuit should be protected against short circuit and also against
overload to the satisfaction of the competent authority.
4.13.10.2 The current-carrying capacity of each circuit should be permanently indicated,
together with the rating or setting of the appropriate overload protective device.179
4.13.11 The housing of an accumulator battery should be constructed and ventilated to the
satisfaction of the competent authority.180
4.13.12 Electrical and other equipment which may constitute a source of ignition of
flammable vapours should not be permitted in these compartments except as permitted in
4.13.14.181
4.13.13 An accumulator battery should not be located in accommodation spaces unless
installed in a hermetically sealed container.182
4.13.14 In spaces where flammable mixtures are liable to collect and in any compartment
assigned principally to the containment of an accumulator battery, no electrical equipment should
be installed unless the competent authority is satisfied that it 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.183
4.13.15 Where a potential explosion risk exists in or near any space, all electrical equipment
and fittings installed in those spaces should be either explosion-proof or intrinsically safe to the
satisfaction of the competent authority.184
4.13.16 Cable systems and electrical equipment should be so installed as to avoid or reduce
interference with radio operation.185
PART D PERIODICALLY UNATTENDED MACHINERY SPACES
Part D of the Torremolinos Protocol may be used as guidance, particularly in relation to fire
protection, fire detection, protection against flooding and alarm systems in general.

179

Please refer to 4.8.10.2 of existing Guidelines.

Please refer to 2.14.8.1 of Asian Guidelines.
181
Please refer to 2.14.8.2 of Asian Guidelines.
182
Please refer to 2.14.8.3 of Asian Guidelines.
183
Please refer to 2.14.9 of Asian Guidelines.
184
Please refer to 4.8.13 of existing Guidelines.
185
Please refer to 4.8.14 of existing Guidelines.
180

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CHAPTER 5186
FIRE PROTECTION, FIRE DETECTION, FIRE EXTINCTION AND FIRE FIGHTING
5.1

Structure

5.1.1 If steel decks or steel bulkheads in accommodation form the top or side of a fuel oil tank,
they should be coated with a non-flammable material of minimum thickness 40 mm. Manholes
or other openings to fuel oil tanks should not be positioned in the accommodation.
5.1.2 External bulkheads and vessels sides, which delimit the accommodation spaces, should
be insulated with at least 50 mm insulating material. Bulkheads between accommodation spaces
and machinery spaces or cargo spaces should in steel vessels be made of steel. In wooden
vessels, they can be built of two layers of wood with two layers of felt or similar in between or of
60 mm wood with a lining of insulating plates or alternatively be constructed to B-15 class
standard.187
5.1.3 Where there is a door between the accommodation space and the machinery space, this
should be a self-closing steel door. Doors between galley rooms and dining rooms might be
permitted, provided they are made of fire-retardant material; the same applies to a serving
hatch.188
5.2

Ventilation systems

5.2.1 With the exception of what may ensue from Regulation 3, there should be means for
stopping the ventilators and closing the main openings in the ventilation system from a location
outside the rooms being served.
5.2.2 Ventilation openings can be permitted in and under the doors in corridor bulkheads,
although such openings should not be permitted in and under doors to staircases. The openings
should only be positioned in the lower half of a door. Where such an opening is positioned in or
under a door, the total net area of the opening(s) should not exceed 0.05 m2. If such an opening
is cut into a door, it should be provided with a grating of non-flammable material.
5.2.3 Ventilation ducts to machinery spaces or galleys should not normally be conducted
through accommodation, service rooms or control rooms. If the competent authority, however,
permit such an arrangement, the ducts should be made of steel or equivalent material and
arranged so as to maintain the fire protection of the subdivisions.
5.2.4 Ventilation ducts to accommodation, service rooms or control rooms should not normally
be conducted through machinery spaces or through galleys. If the competent authority, however,
permits such an arrangement, the ducts should be made of steel or equivalent material and
arranged so as to maintain the fire protection of the subdivisions.
5.2.5 Storerooms, which contain considerable quantities of highly flammable products, should
be provided with ventilation systems, which are separate from other ventilation systems.
Ventilation should be effected at both the top and bottom of the room, and the ventilators inlet
and outlet openings should be located in safe areas. Suitable wire netting for extinguishing
186

The existing chapter 5 is replaced by this revised draft text.

Proposed by Norway.
188
Comment by FAO To the extent possible and practical steel doors ...
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sparks should be fitted over ventilation openings inlets and outlets. Such ventilation systems
should not exhaust in close proximity to the inlets of other ventilation systems.189
5.2.6 Ventilation systems, which serve machinery spaces, should be independent of systems
serving other rooms.
5.3

Heating installations

5.3.1 Where fitted, electric radiators should be fixed in position and of a design that would
minimize fire hazard. In particular, electric radiators fitted with exposed and unprotected
elements that may cause readily combustible material to be set on fire through direct contact with
the element or direct heat from the element should not be accepted by the competent authority.190
5.3.2 Furnaces and other similar appliances should be permanently installed and there should
be adequate protection and insulation against fire below and around such appliances and their
flues. Flues from furnaces, which burn solid fuel, should be positioned and executed so as to
minimise the possibility of becoming blocked with flammable substances, and they should have
adequate means for cleaning. Dampers to limit draught in the boiler flues should, when closed,
always leave an adequate area open. Rooms in which furnaces are installed should be provided
with ventilators of an adequate area to provide the furnace with the necessary combustion air.
5.3.3 Appliances with open gas flames, with the exception of cookers and water heaters, should
not be permitted. Rooms which contain such cookers or water heaters should have suitable
ventilation in order to remove vapours and any gas leaks to a safe place. All pipes which conduct
gas from tank to cooker or water heater should be made of steel or another approved material.
There should be automatic gas switch-off devices, which are activated in the event of a fall in the
gas pressure in the main gas pipe or failure of the pilot flame in any appliance.
5.3.4 Where gaseous fuel is used for domestic purposes, the arrangements, distribution and
storage of the fuel should be to the satisfaction of the competent authority and comply with the
provisions of 5.5.5.191
5.3.5 Where gas appliances are used for domestic purposes and where such gas supplies are
stored, hydrocarbon sensors should be fitted in appropriate locations to give warning of the
leakage of gas.192
5.4

Miscellaneous items193

5.4.1 In accommodation and service rooms and in control rooms, pipes, which penetrate class
A subdivisions, as defined in the SOLAS Convention, 194should be made of approved material,
taking into account the temperatures such subdivisions should be able to withstand. If the
competent authority permits pipes carrying oil and flammable liquids to pass through

189

Added by FAO.
Editing proposed by FAO.
191
Proposed by Norway.
192
Proposed by UK.
193
Japan raises the point that there are no provisions under Structure and so paragraphs 5.4.1 through 5.4.4 have
no meaning. FAO considers that the intent is reasonable although the section may need to be incorporated through
editing of the section related to Structure.
194
Need to define class A?
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accommodation and service rooms, the pipes should be of approved material, taking account of
the fire hazard.
5.4.2 Materials, which readily break down under the effect of heat, should not be used for
overboard scuppers, sanitary outlets and other outlets which are close to the waterline, where
material failure in the event of fire could bring about the risk of flooding.
5.4.3 Short flexible piping connections may be accepted on sea water lines where the flexible
connections are of a material that is not easily rendered ineffective by heat.195
5.4.4 Flexible piping connections may be accepted for pipes transporting oil but the length of
the connections should be carefully adapted to withstand the effects of vibrations. The
connections should be resistant to oil, reinforced and of a material that is not easily rendered
ineffective by heat.196
5.4.5 All waste containers, with the exception of those, which are used in connection with the
treatment of fish, should be made of non-flammable material without openings in the sides or
base.
5.4.6 In the event of a fire in a space containing machinery, which operates fuel oil transfer
pumps, fuel oil pumps and other similar fuel pumps, it should be possible to stop the machinery
from a location outside the machinery space in question.197
5.4.7 Drip pans should be fitted, where necessary, to prevent oils leaking into the bilge.
5.5

Storage of gas cylinders and dangerous materials

5.5.1 Containers for compressed, liquid or dissolved gases should be carefully secured and
clearly marked, using the prescribed identity colours, with a clear, legible identification of the
name and chemical formula of the content.
5.5.2 Containers, which contain flammable or other dangerous gases, and empty containers,
should be stored, suitably secured, on the open deck, and all valves, pressure regulators and pipes
leading from such containers should be protected against damage. Containers should be
protected against extreme changes in temperature, direct sunlight and accumulation of snow.
The competent authority can, however, permit such containers to be stored in rooms in
accordance with the provisions in 5.5.3 to 5.5.5.
5.5.3 Rooms, which contain liquid gas and highly flammable liquids198 should only have direct
access from open decks. Pressure regulating devices and emergency valves should be discharged
within the room. If such rooms delimiting bulkheads adjoin other closed rooms, they should not
allow the passage of gas.
5.5.4 With the exception of what may be necessary for the execution of services in the room in
question, electrical leads and facilities should not be permitted in rooms which are used for the
storage of highly flammable liquids or liquid gases. Where such electrical facilities are installed,
195

Proposed by Norway.
Proposed by Norway.
197
Editing only.
198
Proposed by Norway.
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they should fulfil the requirements of the competent authority with respect to use in a highly
flammable atmosphere. Sources of heat should be kept clear of such rooms, and Smoking
prohibited and Naked flames prohibited notices should be affixed in a prominent position.
5.5.5 There should be special storage rooms for each individual type of compressed gas.
Rooms, which are used for storage of such gases, should not be used for storage of other
flammable substances or of tools or items which constitute a part of the gas distribution system.
The competent authority can, however, grant exemption from these requirements with respect to
the character, scope and intended use of compressed gases of this type.
5.6

Means of escape

5.6.1 Stairways and ladders from all crew rooms and spaces where members of the crew
normally are employed should be positioned in such a way as to create convenient access to the
disembarkation deck. 199
5.6.2 In accommodation spaces, there should be at least two exit possibilities from each large
room or group of rooms and the exits should be positioned as far from each other as possible. 200
5.6.3 Below the weather deck, the main exit should be a stairway, and the second exit can be
considered as an emergency exit. Above weather decks, the exits should be stairways or through
doors to the open deck or a combination thereof.
5.6.4 In special cases, the competent authority might grant exemption from one of the exits,
taking account of the location of the room and the number of persons who will normally
accommodate the room. The width and course of the exits should be approved. Lifts should not
be approved as evacuation routes.
5.7

Automatic fire alarm and fire detection systems

5.7.1 In fishing vessels, between 17 and 24 m in length, which are of flammable construction,
or where in other respects considerable quantities of flammable materials are used in the fitting
out of accommodation, service rooms and control rooms, it should be carefully considered,
whether an automatic fire detection and alarm system should be installed in these rooms, taking
into account the size of the rooms, lay-out and location in relation to control rooms, and, where
relevant, the flame propagation properties of the installed furniture.
5.7.2 Machinery spaces containing propelling machinery should be provided with suitable
alarm and fire detection systems.
5.8

Fire pumps

5.8.1 Fishing vessels should be provided with at least 1 power-driven fire pump.
5.8.2 Sanitary, ballast and general service pumps might be approved as fire pumps, provided
that they are not normally used for pumping oil and that, if they are occasionally used for
pumping oil, they have suitable switching devices such that the pumps cannot, even accidentally,
be activated to suck from tanks, which may be used for substances other than ballast water,
199

Editing recommended by UK.

Editing by FAO.
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and/or from the vessels bilge system and simultaneously provide pressure to the vessels fire
hydrant. Such arrangements based on blanking off certain pipelines by using blind flanges
should not be approved201.
5.8.3 Where pumps that are not dedicated fire pumps are authorized for use as a fire pump as
provided for in paragraph 5.8.2, their use should not reduce the capability to pump bilges at any
time. 202
5.8.4 When the pumps are used as fire pumps, they should only be able to supply the fire
hydrant.
5.8.5 Where two or more pumps can be used as fire pumps they should be capable of operating
in parallel provided that each can deliver the capacity set out in paragraph 5.8.8.203
5.8.6 Depending on trading area and other conditions, the vessel may also be required to be
fitted with a dedicated emergency fire pump.
5.8.7 Where the requirements to the maximum permissible suction height can be complied
with, the emergency pump could be portable provided that it is driven by a diesel-engine with
independent fuel oil supply and the necessary reserve fuel oil. The portable emergency fire pump
should be tested at least every month, and the necessary tools for start, suction, connection of
hoses, etc. should be positioned close to the pump. Pumps that require priming should be
provided with a funnel and shutoff valve.
5.8.8 The capacity Q of each fire pump should be at least in accordance with the calculation
method below, however, in no case less than 16m3/hour.

Q = 0.15

L ( B + D ) + 2.25 2 m3/ hour

where L, B and D are in metres

The total capacity for a fire-extinguishing pump need not exceed 30 m3/hour.
5.8.9 Fixed emergency fire pumps should be able to maintain a pressure of at least 0.25 N/mm2
at the fire plugs when the two fire plugs farthest away from the pump are both in operation and
each fitted with a single hose length with a 12 mm spraying nozzle.
5.8.10 Portable pumps should be able to maintain a pressure at the hydrant of at least
0.25 N/mm2 at the capacity stated in 5.8.8.204
5.8.11 The engine for diesel-driven emergency pumps should have a service tank with sufficient
fuel oil for at least 3 hours operation at full load, and there should be reserves for a further
15 hours operation outside the machinery space.

201

Minor editing.
New paragraph inserted by FAO.
203
Editing only and change of para reference.
204
Edited changing the reference to pressure in 5.8.8 to the word capacity.
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5.8.12 Power to electrically driven emergency pumps should be supplied from an energy source
that is independent of installations in the main machinery space.
5.8.13 Fire pumps, including emergency fire pumps, should not be positioned or stored forward
of the forepeak bulkhead or its extension.
5.8.14 The pumps total suction height should not exceed 4.5 m (suction height + pipe
resistance) under all conditions of heel and trim, which the vessel may be assumed to meet with
during navigation.
5.8.15 All permanently installed fire pumps should be provided with a check valve on the
discharge side.
5.8.16 A fire pump of a type that may develop a pressure in excess of the maximum permitted
working pressure of the pipelines, fire hydrant or fire hoses or render flexible hoses
uncontrollable, should be provided with safety valves to regulate the pressure.205
5.9

Fire mains

5.9.1 The vessel should be provided with fire mains so as to ensure an effective distribution of
the prescribed water quantity.
5.9.2 The maximum pressure at a fire hydrant should not exceed the pressure at which effective
handling of a fire hose can be proved.
5.9.3 Fire mains should be made of steel or another material, which does not easily break down
under the effect of heat.
5.9.4 The fire mains should be laid so as to minimise the risk of mechanical damage to the
pipes.
5.9.5 Where there is a risk of frost damage, measures should be taken to avoid such damage.
5.9.6 The fire main should, at an easily accessible location outside the machinery space, be able
to be closed off from the machinery space.
5.10

Fire hydrants, fire hoses and nozzles

5.10.1 Fire hydrants should be positioned such that they allow easy and rapid connection of fire
hoses and such that at least one water jet can be directed towards any part of the vessel, which is
normally accessible during navigation.206
5.10.2 The water jet required in 5.10.1 should come from a single length fire hose.
5.10.3 In addition to the requirement of 5.10.1, machinery spaces should normally be equipped
with at least one fire hydrant, complete with fire hose and combination nozzle (spray/jet). This
fire hydrant could be positioned outside the room and close to the entrance.

205

Edited to link with intent of 5.9.2.

FAO comment- not only while navigating.
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5.10.4 There should be one fire hose for each prescribed fire hydrant. In addition at least one
extra fire hose should be available.
5.10.5 The length of individual fire hoses should not exceed 20 m.
5.10.6 Fire hoses should be of approved material. Each fire hose should be provided with
couplings and a combination nozzle (spray/jet).
5.10.7 With the exception of cases where fire hoses are permanently connected to the main fire
hydrant, the couplings on fire hoses and spraying nozzles should be completely interchangeable.
5.10.8 The spraying nozzles prescribed in point 5.10.6 should match the performance standard of
the fire pumps installed, but should not in any case have a diameter of less than 12 mm.
5.11

Fire extinguishers

[The recommendation is to replace the deleted text in the section with the text of V 38 of the
Protocol.]
5.12

Portable fire extinguishers

5.12.1 In all machinery spaces, there should be at least two transportable fire extinguishers of a
type suitable for extinguishing fires involving fuel oil. If such rooms contain machinery with a
total energy output of more than 250 kilowatts, there should be at least three such fire
extinguishers. One of the fire extinguishers should be positioned close to the entrance of the
room.
5.12.2 Approved portable fire extinguishers should be available at appropriate locations in
and/or by control rooms, accommodation and service rooms. There should be at least 3 such
extinguishers, not counting extinguishers required for machinery spaces. The number may be
reduced in vessels with a maximum of 2 rooms.
5.13

Fire-fighting installations in machinery spaces

5.13.1 Machinery spaces containing main propelling machinery, oil-fired boilers, including
central-heating boilers, combustion furnaces and fuel oil aggregates should be provided with a
fire-fighting system. Machinery spaces which contain oil-fired boilers, fuel oil units or internal
combustion engines which have a total energy output of at least 375 kW should be equipped with
one of the following fire-fighting systems, which fulfil the requirements of the competent
authority:
(i)

a water spray system that may be supplied from a manually operated pump or
other suitable means of pressurizing the system;

(ii)

a system for fire-fighting using gases;

(iii)

a fire-fighting system using high-expansion foam; or

(iv)

a fire extinguishing system using vapour from low toxicity vapourizing liquids.

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New installations of systems with halogenated hydrocarbons used as extinguishing media should
not be used.
If the engine and boiler rooms are not completely separated, or if fuel oil can run from the boiler
room into the machinery space, the engine and boiler rooms should be regarded as one room.
5.13.2 Where the systems referred to in 5.11 are fixed, they should be able to be operated from
an easily accessible location outside such rooms, which are unlikely to be cut off in the event of
fire in the protected room. Measures should be taken to ensure that there is an adequate supply
of energy and water to operate the system in the event of fire in the protected room.
5.13.3 Vessels, which are mainly or completely built of wood or reinforced plastic and equipped
with oil-fired boilers or internal combustion engines which, in terms of the machinery space, are
covered with such material, should be equipped with one of the extinguishing systems referred to
in 5.12.1.
5.14

Ready availability of fire-extinguishing appliances

Fireextinguishing appliances should be kept in good order and available for immediate use at all
times.207
5.15

Equivalence

Where in this chapter any special type of appliance, apparatus, extinguishing medium or
arrangement is specified, any other type of appliance etc. may be allowed provided that the
competent authority is satisfied that it is not less effective.208

207

V/43 of Protocol.
Drawn from V /44 of Protocol.
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CHAPTER 6
PROTECTION OF THE CREW209
6.1

General protective measures

6.1.1 The surfaces of decks and of flooring in working spaces on board, such as machinery
spaces, galleys, fish handling and deck equipment operating areas, and deck areas at the foot and
head of ladders, should be specially designed and treated to minimize the possibility of personnel
slipping.
6.1.2 An adequate system of lifelines should be provided and it should be complete with the
necessary, wires, ropes, shackles, eye bolts and cleats
6.1.3 For vessels being operated single handed, permanently fixed means should be provided to
allow the operator to climb on board after an accidental fall overboard. The operator should wear
a lifeline attached to the vessel and so designed that, if the operator falls overboard, the pull on
the line will stop the engine.
6.2

Deck Openings

6.2.1 Hinged covers of hatchways, manholes and other openings should be protected against
accidental closing.
6.2.2 Dimensions of access hatches should not be less than 600 mm by 500 mm or 500mm
diameter.
6.2.3 Having regard to the operation of the vessel, suitable protection should be provided where
practicable, in positions where there is a danger of personnel falling through deck openings
6.2.4 Where practicable, handholds should be provided above the level of the deck over escape
openings.
6.2.5 External hatches and doors should be closed when the vessel is at sea. All openings
occasionally required to be kept open during fishing and which may lead to flooding should be
closed immediately if such danger of filling occurs with subsequent loss of buoyancy and
stability.
6.3

Bulwarks, rails and guards210

6.3.1 Efficient bulwarks or guard rails should be fitted on all exposed parts of the working deck
and on superstructure and deck erection decks. The height above deck of any fixed bulwark
should be at least 600 mm for vessels of 12 m in length and at least 1.0 m for vessels of 24 m in
length. For vessels of intermediate length the minimum height should be determined by linear
interpolation. In every such vessel where the fixed bulwark is less than 1.0 m, guard rails
209

Note by the originator (FAO): In order to arrange this Chapter in a manner consistent with the Code Part B, some
of the paragraphs of the original document have been moved to new sections. In the case of section 6.3, the contents
of Chapter 2, section 2.12, have been inserted and appropriate footnotes have been provided.
210
Previously 2.12
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supported by adequate portable stanchions or similar means should be fitted up to the prescribed
height of 1.0 m, provided that where this would interfere with the fishing operations of the
vessel, alternative arrangements may be accepted by the competent authority.211
6.3.2 Clearance below the lowest course of guard rails should not exceed 230 mm. Other
courses should not be more than 250 mm apart, and the distance between stanchions, should not
be more than 1.5 m. In a vessel with rounded gunwales, guard rail supports should be placed on
the flat of the deck. Rails should be free from sharp edges and corners and should be of adequate
strength. 212
6.3.3 Satisfactory means in the form of guard rails, lifelines, gangways or underdeck passages,
etc. should be provided for the protection of the crew in getting to and from their quarters,
machinery spaces and other working spaces. Storm rails should be fitted on the outside of all
deckhouses and casings. 213
6.3.4 Where practical, having due regard to the need to prevent the retention of water on deck,
bulwark heights may be reduced below the minimum prescribed in 6.3.1 to the satisfaction of the
competent authority 214
6.3.5 Where the height of a bulwark or guard rail is less than 1.0m for the purpose of the
fishing operation as provided for in 6.3.1, or where the effective height has been reduced through
the fitting of a net or gear platform at deck level, additional provisions for the safety of the crew
working in the area should be to the satisfaction of the competent authority.
6.3.6 Where a net roller is normally incorporated in the structure of a bulwark within the
minimum height prescribed for the bulwark, or mounted between stanchions of a guard rail,
provision should be made to protect the area when the roller is not in place.
6.3.7 Where part of a bulwark or guard rail has to be removed for the purpose of the fishing
operation, protection for the crew should be provided at the opening.
6.4

Stairways and ladders.

6.4.1 Stairways and ladders should be provided for safe working at sea and in port. They
should be of adequate size and strength. Means of access to holds, 'tweendecks, bunkers and
similar parts of a vessel should consist of fixed ladders or stairs. Treads of stairways should be
flat and specially prepared to minimize slipping.
6.4.2 Fixed vertical ladders should be so situated as to be protected from damage and should be
so fitted as to provide clearance of 150 mm behind. The rungs of steel vertical ladders should be
made of square section steel bars with the sharp edge upwards. Where ladders are constructed
with stringers, the rungs should pass through the stringers. Handholds should be provided where
rungs or stringers are not suitable for this purpose.
6.4.3 Stairways of more than 1.0 m in height should have handrails or hand grips on both sides.
211

Previously 2.12.1
Previously 2.12.2
213
Previously 2.12.3
214
Previously 2.12.4
212

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6.4.4 Emergency escape ladders should normally be fixed, but if they are portable, they should
be stowed adjacent to the escape area and when required, they should be secured in place without
the use of tools or mechanical aids.
6.4.5 Ladders in machinery spaces should preferably be at least 450 mm wide.
6.5

Accommodation ladders and gangways

6.5.1 Means should be provided, where practicable, to ensure sufficiently safe and convenient
access to the vessel where facilities are not provided in the port. Such means should be of
reliable material, safe construction and adequate strength.
6.5.2 Accommodation ladders should be provided with hooks or other suitable fastenings for
adequate support and securing against displacement or slipping and be able to be adjusted to the
height of the landing place.
6.6

Galleys

6.6.1 Galleys should be provided with guard rails and hand rails.
6.6.2

Cooking stoves should be fitted with guards to retain cooking utensils.

6.6.3 Where food processing equipment is installed, dangerous parts should be fitted with
permanent safety guards.
6.7

Deck machinery, tackle and lifting gear

General
6.7.1 All elements of a fishing gear system, including warping heads, winches, tackle, nets,
etc., should be designed, arranged and installed to provide safe and convenient operation. In so
far as is possible, such components should be of a suitable strength so that in the event of an
overload strain the failure will occur on the designated weak link in the system. All crew
members should be made aware of the designated weak link in the system.
6.7.2 Warp guards should be fitted where practicable between warp lead rollers
6.7.3 Sheaves and rollers should be guarded where practicable.
6.7.4 Chains or other suitable devices should be provided for stoppering off.
6.7.5 Wires and warps provided should be of adequate strength for the anticipated loads.
6.7.6 Where practicable, provision should be made to stop trawl boards swinging inboard, such
as the fitting of a portable prevention bar at the gallows aperture or other equally effective means.
6.7.7 Lifting and running parts of the fishing gear should be of adequate strength for the
anticipated loads.
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6.7.8 Provision should be made for the stowage of bulky netting to allow for drainage and to
prevent lateral movement. The stowage area should be of adequate dimensions to keep the centre
of gravity of the stowed net to a minimum and to allow for the crew to work in safety when
flaking down nets.
6.7.9 Moving parts of winches line and net hauling equipment and of warp and chain leads
which may present a hazard should be as far as practicable adequately guarded and fenced.
6.7.10 Controls of winches, line and net hauling equipment, should be so placed that winch
operators have ample room for their unimpeded operation and have as unobstructed a view as
possible of the working area. Where possible, control handles should be arranged to return to the
stop position when released and be provided, where necessary, with a suitable locking device in
the stop/neutral position, to prevent accidental movements or displacement or unauthorized use.
In general. winches and hauling equipment for fishing gear should be fitted with safety devices
designed to prevent accidents.
6.7.11 Quick release devices should preferably be fitted in the case of beam trawling and in
purse seining that can be activated in an emergency from the wheelhouse and at the main control
station if not in the wheelhouse.
6.7.12 The design and construction of winches, line and net hauling equipment, should be such
that the maximum effort necessary for operating handwheels, handles, crank handles, levers, etc.
should not exceed 16 kg and in the case of pedals not exceed 32 kg.
Winches
6.7.13 The design of winch systems should ensure that when power is supplied to the winch, the
control valves and or levers, would always be in the stop/neutral position.
6.7.14 Winches should be provided with means to prevent overhoisting and to prevent the
accidental release of a load if power supply fails. Where practicable, winches with wire storage
drums should be fitted to avoid the need to use warping heads.
6.7.15 Winches should be equipped with brakes capable of effectively arresting and holding the
safe working load. Brakes should be proof tested before installation with as static load suitably
in excess of the maximum safe working load to the satisfaction of the competent authority.
Brakes should be provided with simple and easily accessible means of adjustment. Every winch
drum, which could be uncoupled from the drive, should be furnished with a separate brake
independent of the brake connected with the drive
6.7.16 Where manually operated "guiding on" gear is installed the operating wheels should be
without open spokes or protrusions that could cause injury to the operator and should be capable
of being disengaged when the warps are paying out. Preferably the "guiding on" gear should be
capable of being disengaged when the warps are paying out.
6.7.17 Where practicable, winches should be reversible.
6.7.18 Winch barrels should be provided with means for fastening wire ends, for instance
clamps, shackles or other equally effective method which should be so designed as to prevent
kinking of the wires.
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6.7.19 Where a fishing winch is provided with local and remote controls, these should be so
arranged as to prevent simultaneous operation. The operator should have a clear view of the
winch and adjacent area from either position. An emergency cut-off should be provided at the
winch and in the wheelhouse.
6.7.20 Where a fishing winch is controlled from the wheelhouse, an emergency control switch at
the winch should be provided. Where a second control at the winch is required by the competent
authority, the arrangement should be such as to make simultaneous control from both control
positions impossible, as well as to show which control position is in operation. Where necessary,
emergency switches for winches should be provided remote from the winch to protect fishermen
working in places which are dangerous for operation of warps and trawl boards. Where a fishing
winch is controlled from the bridge, the arrangements should be such that the operator has a clear
view of the winch and adjacent area.
Line and net hauling equipment
6.7.21 Line and net hauling equipment should be fitted with devices to ensure that the designated
working load is not exceeded. Such devices should be tested to the satisfaction of the competent
authority.
6.7.22 Where line and net hauling equipment is intended to be blocked or braked in the stop
position, the arrangements should be tested to the satisfaction of the competent authority.
6.7.23 Where line and net hauling equipment is controlled from the wheelhouse or from a
position remote from the equipment, means should be provided at the equipment to stop hauling
and/or shooting in an emergency. In like manner, when the main controls are at the equipment,
means should be provided in the wheelhouse to stop it in an emergency.
Lifting gear
6.7.24 Cranes should be well constructed of sound material and the design should conform with
national standards that may be appropriate. They should be tested to the satisfaction of the
competent authority and the crane should be marked with the designated maximum safe working
load. In the case of a crane fitted with an extendable jib, the safe working load at various radii
should be clearly marked as close as practical to the operating controls.
6.7.25 In general, cranes adapted to carry net hauling equipment should be so designed that in
the fail safe condition, the hanging point of the jib should not be too high or extend so far beyond
the bulwark that retrieval of fishing gear or equipment would endanger the crew.
6.7.26 The braking or blocking arrangements of a crane should be tested to at least 1.5 times the
designated safe working load to the satisfaction of the competent authority.
6.7.27 Lifting and hoisting appliances, as well as derricks and similar equipment including all
parts of the working gear thereof, whether fixed or movable, and all plant should be of good
construction, reliable material, adequate strength and free from patent defect. They should be
adequately and suitably anchored, supported or suspended having regard to the purpose for which
they are used and should be marked with the safe working load. They should have easy access for
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maintenance. Guards should be provided to prevent any undesirable movement of lifted or
hoisted parts, such as codend or fishing gear, which could present danger to the crew.
6.7.28 No such appliance of a kind referred to in 6.7.27 nor any part or working gear thereof,
should be taken into use for the first time or after it has undergone any substantial repair unless it
has been tested and the result entered in the record of the vessel.
6.8

Lighting in working spaces and areas

6.8.1 All companionways, doors or other means of access should be illuminated on both sides
of the opening to facilitate safe passage.
6.8.2 All passageways and working spaces and areas should be provided with artificial lighting
to the satisfaction of the competent authority. Particular attention should be paid to Rule 20(b) of
the International Regulations for Preventing Collisions at Sea, 1972.
6.8.3 Glare, dazzle or sudden contrasts of illumination should be eliminated to the extent
possible taking into consideration the need for effective lighting for the safety of the crew on the
working deck.
6.8.4 Provision should be made for some form of emergency lighting, which is independent of
the normal supply.
6.8.5 Portable watertight lights should be provided as necessary and fitted with heavy-duty
cables, bulb guards and lanyards. Such lights for use in spaces, which may contain explosive
gases, should be either explosive proof or otherwise intrinsically safe to the satisfaction of the
competent authority.
6.8.6 Where necessary to prevent danger, electric lamps should be protected by guards.
6.9

Ventilation in working and storage spaces

6.9.1 Ventilation in working and storage spaces should be in accordance with the provisions of
Chapter 5 section 5.2.215
6.9.2 Consideration should be given to providing ventilation for the protection of personnel
entering fish holds and other spaces.
6.9.3 Where necessary to safeguard personnel, work places and storage spaces should be
provided with an adequate system of heating and/or cooling.
6.10

Dangerous areas

6.10.1 Dangerous spaces or entrances thereto should be properly illuminated and marked and
have warning signs prominently posted. Retro-reflective and fluorescent materials may be used
to increase the conspicuousness. A notice should also be posted if a first aid procedure is
appropriate.

215

Subect to result of the revision of that Chapter.

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6.10.2 A notice should be posted below radar and radio aerials warning that no work should be
undertaken in the vicinity without authorization. A notice should also be posted at the operating
controls of radar and radio equipment warning the operator that the equipment should not be
started unless it is clear that no one is working near the aerials.
6.10.3 A working area, designated by the skipper as dangerous or requiring extra care, should be
brought to the attention of the crew at regular briefing sessions on safety and to each new crew
member on joining a vessel.
6.11

Medicine chest

6.11.1 First aid equipment and instructions for its use should be provided in all vessels.
6.11.2 In addition to the malaria tablets referred to in Annex [VI] of Part B of the Code of Safety
for Fishermen and Fishing Vessels, a supply of malaria tablets, considered to be suitable for the
intended area of operation should be carried and should be included in emergency medical kits
6.12

Miscellaneous

6.12.1 Protective clothing and safety working equipment such as gloves, goggles, ear protectors,
respirators, safety helmets, special footwear and/or other apparel, oilskins, explosive gas and
oxygen sufficiency indicators, etc. should be provided as appropriate to prevent injury or
work-related illness to personnel.
6.12.2 All reasonable steps should be taken to minimize harmful noise and vibration.
6.12.3 A portable gas detector should be carried on board all fishing vessels which carry fish in
bulk in their holds to enable the crew to ascertain whether it is safe to enter the fish-holds. A
portable gas detector to test for leakage of refrigerant, should also be carried in a fishing vessel
fitted with refrigeration machinery.
6.12.4 The skipper should ensure that the crew are made aware of the health hazards in
connection with the carriage of fish in bulk and should advise the crew concerning safe working
practices in this regard.
6.12.5 Effective lightning conductors should be fitted to all wooden masts or topmasts. In
vessels built of steel, it is sufficient to fit spikes on steel masts. In vessels constructed of
non-conductive material the lightning conductors should be connected by suitable conductors to a
copper plate fixed to the vessel's hull well below the waterline.
6.12.6 The competent authority should ensure that fishing vessels that carry cargo and or fishing
equipment on deck and or atop deckhouses, carry on board clear instructions in relation to:
(a) the provisions in the stability booklet covering conditions of loading at various
freeboards;
(b) permitted loading conditions relative to weather conditions;

The International Medical Guide for Ships. published by the World Health Organization and Annex VI of Part B of the Code of
Safety for Fishermen and Fishing Vessels may serve as a guide

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(c) ensuring that cargo/fishing gear is not stowed in a manner that would obscure view
from the bridge or obscure navigation lights and signals; and
(d) ensuring that access to and the operation of essential equipment and machinery is not
impeded.

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CHAPTER 7
LIFE-SAVING APPLIANCES AND ARRANGEMENTS
PART A - GENERAL216
[7.1

Application

7.1.1 Unless expressly provided otherwise, the present Chapter applies to new fishing vessels
of 12 m and over but less than 24 m in length.]217
7.2

Definitions218

7.2.1 Float-free launching is that method of launching a survival craft whereby the craft is
automatically released from a sinking vessel and is ready for use.
7.2.2 Free-fall launching is that method of launching a survival craft whereby the craft with its
complement of persons and equipment on board is released and allowed to fall into the sea
without any restraining apparatus.
7.2.3 Inflatable appliance is an appliance which depends upon non-rigid, gas-filled chambers for
buoyancy and which is normally kept uninflated until ready for use.
7.2.4 Inflated appliance is appliance which depends upon non-rigid, gas-filled chamber for
buoyancy and which is kept inflated and ready for use at all times.
7.2.5 Launching appliance or arrangements is a means of transferring a survival craft or rescue
boat from its stowed position safety to water.
7.2.6 Novel life-saving appliance or arrangements is a life-saving appliance or arrangement
which embodies new features not fully covered by the provisions of this chapter but which
provides an equal or higher standard of safety.
7.2.7 Rescue boat is a boat designed to rescue persons in distress and to marshall survival craft.
7.2.8 Retro-reflective material is a material which reflects in the opposite direction a beam of
light directed on it.
7.2.9 Survival craft is a craft capable of sustaining the lives of persons in distress from the time
of abandoning the vessel.
7.3

Evaluation, testing and approval of life-saving appliances and arrangements

7.3.1 Except as provided in paragraphs 7.3.5 and 7.3.6, life-saving appliances and arrangements
required by this chapter should be approved by the competent authority.219
216

Please refer to Part A of the Chapter VII of the Protocol.

Proposal by FAO to delete.
218
Please refer to regulation VII(2) of the Protocol.

See the Recommendations on the Testing of Life-Saving Appliances adopted by the Organization by Resolution
A.689(17) and Code of Practice for the Evaluation, Testing and Acceptance of Prototype Novel Life-Saving
Appliances and Arrangements adopted by the Organization by Resolution A.520 (13)
219
Please refer to regulation VII/ 3.1 of the Protocol.
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7.3.2 Before giving approval to life-saving appliances and arrangements, the competent
authority should ensure that such life-saving appliances and arrangements:
(a)

are tested, to confirm that they comply with the requirements of this chapter, in
accordance with the recommendations of the Organization; or

(b)

have successfully undergone, to the satisfaction of the competent authority, tests

which are substantially equivalent to those specified in those recommendations.220

7.3.3 Before giving approval to novel life-saving appliances or arrangements, the competent
authority should ensure that such appliances or arrangements:
(a)

provide safety standards at least equivalent to the requirements of this chapter and
the applicable provisions of the Protocol and have been evaluated and tested in
accordance with the recommendations of the Organization; or

(b)

have successfully undergone, to the satisfaction of the competent authority,

evaluation and tests which are substantially equivalent to those
recommendations.221

7.3.4 Procedures adopted by the competent authority for approval should also include the
conditions whereby approval would continue or would be withdrawn.222
7.3.5 Before accepting life-saving appliances and arrangements that have not been previously
approved by the competent authority, the competent authority should be satisfied that life-saving
appliances and arrangements comply with the requirements of this chapter and the applicable
provisions of the Protocol.223
7.3.6 Notwithstanding provisions of the above paragraphs, alternative life-saving appliances
allowed to install on board instead of life-saving appliances for which specifications are included
in applicable provisions of the Protocol should be to the satisfaction of the competent
authority.224
7.4

Production tests

The competent authority should require life-saving appliances to be subjected to such production
tests as are necessary to ensure that the life-saving appliances are manufactured to the same
standard as the approved prototype.225

220

Please refer to regulation VII/ 3.2 (a),(b) of the Protocol.

Please refer to regulation VII/ 3.3 (a),(b) of the Protocol.
222
Please refer to regulation VII/ 3.4 of the Protocol.
223
Please refer to paragraph 4.1.5 of the Asian Regional guidelines.
224
Please refer to paragraph 4.1.6 of the Asian Regional guidelines.
225
Please refer to paragraph 4.2 of the Asian Regional guidelines.
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Part B VESSEL REQUIREMENTS226
7.5

Number and types of survival craft227

7.5.1 Vessels of 17 m in length and over but less than 24 m should be provided with survival
craft of sufficient aggregate capacity to accommodate at least 200% of the total number of
persons on board. Survival craft with a capacity of at least the total number of persons on board
should be capable of being launched from either side of the vessel.228 The competent authority
may admit a relaxation to this paragraph taking into account the vessels navigational area,
operational condition, size of the vessels and may permit to provide vessels with survival craft of
sufficient aggregate capacity to accommodate at least the total number of persons on board.229
7.5.2 The survival craft should comply with the applicable provisions of the Protocol.
Alternatively, the competent authority may permit vessels to carry other life-saving appliances
taking into account the vessels navigational area and operational condition.230 231
7.6

Availability and stowage of survival craft232

7.6.1 Survival craft should:

(a)

(b)

(i)

be readily available in case of emergency;

(ii)

be capable of being launched safely and rapidly under the conditions

required by the applicable provisions of the Protocol.

be so stowed that:
(i)

the marshalling of persons at the embarkation deck is not impeded;

(ii)

their prompt handling is not impeded;

(iii) embarkation can be effected rapidly and in good order; and

(iv) the operation of any other survival craft is not interfered with.233
7.6.2 Survival craft and launching appliances should be in working order and available for
immediate use before the vessel leaves port and kept so at all times when at sea.234
7.6.3 Survival craft should be stowed to the satisfaction of the competent authority.235
226

Please refer to Part B of the Chapter VII of the Protocol.

Please refer to regulation 4.3 of the Asian Regional guidelines.
228
This alternative text is proposed by Norway.
229
Proposed by the Russian Federation.
230
Please refer to paragraph 4.3.2 of the Asian Regional guidelines.
231
Comment by ICFTU: The ICFTU finds that the second sentence of the proposal, which allows for unspecified
alternatives to be carried out subject to the approval of the competent authority, gives very limited guidance to the
competent authority in terms of type approval or of alternatives capacity etc. Consequently, we would like to
suggest the deletion of this sentence.
232
Please refer to paragraph 4.4. of the Asian Regional guidelines.
233
Please refer to paragraph 4.4.1 of the Asian Regional guidelines.
234
Please refer to regulation VII/ 6.3 of the Protocol.
235
Please refer to regulation VII/ 6.4 (a) of the Protocol.
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7.6.4 Every lifeboat should be attached to a separate set of davits or approved launching
appliance.236
7.6.5 Survival craft should be positioned as close to accommodation and service spaces as
possible, stowed in suitable positions to ensure safe launching, with particular regard to clearance
from the propeller. Lifeboats for lowering down the vessel's side should be stowed with regard
to steeply overhanging portions of the hull, so ensuring, as far as practicable, that they can be
launched down the straight side of the vessel. If positioned forward, they should be stowed abaft
the collision bulkhead in a sheltered position and in this respect the competent authority should
give special consideration to the strength of the davits.237
7.6.6 The liferafts should be so stowed as to be readily available in case of emergency in such a
manner as to permit them to float free from their stowage, inflate and break free from the vessel
in the event of its sinking. However, davit-launched liferafts need not float free.238
7.6.7 Lashings, if used, should be fitted with an automatic (hydrostatic) release system of an
approved type.239
7.6.8 The competent authority, if it is satisfied that the constructional features of the vessel and
the method of fishing operation may render it unreasonable and impractical to apply particular
provisions of this paragraph, may accept relaxations from such provisions, provided that the
vessel is fitted with alternative launching and recovering arrangements adequate for the service
for which it is intended.240
7.7

Embarkation into survival craft241

Suitable arrangements should be made for embarkation into the survival craft which
should include:
(a)

at least one ladder, or other approved means, on each side of the vessel to afford
access to the survival craft when waterborne except where the competent authority
is satisfied that the distance from the point of embarkation to the waterborne
survival craft is such that a ladder is unnecessary;

(b) means for illuminating the stowage position of survival craft and their launching
appliances during preparation for and the process of launching, and also for
illuminating the water into which the survival craft are launched until the process
of launching is completed, the power for which to be supplied from the emergency
source required by section [4.12];
(c)

236

arrangements for warning all persons on board that the vessel is about to be
abandoned; and

Please refer to regulation VII/ 6.4 (b) of the Protocol.

Please refer to regulation VII/ 6.4 (c) of the Protocol.
238
Please refer to regulation VII/ 6.4 (f)(i) of the Protocol.
239
Please refer to regulation VII/ 6.4 (f)(ii) of the Protocol.
240
Please refer to paragraph 4.4.3.5 of the Asian Regional guidelines.
241
Please refer to regulation VII/ 7 (a)-(d) of the Protocol.
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(d)
7.8

means for preventing any discharge of water into the survival craft.

Life-jackets

7.8.1 For every person on board, a lifejacket of an approved type should be carried.
7.8.2 Life-jackets should be so placed as to be readily accessible and their position should be
plainly indicated.242
7.9

Immersion suits and thermal protective aids

7.9.1 For vessels operating in areas where low water and air temperature can be expected, an
approved immersion suit of an appropriate size with inherent insulation should be provided for
every person on board.
7.9.2 Immersion suits should be placed as to be readily accessible and their position should be
clearly indicated.243 244
7.10

Lifebuoys

7.10.1 At least two lifebuoys should be provided.245

7.10.2 At least one of the lifebuoys should be provided with self-igniting lights.246
7.10.3 At least one of the lifebuoys provided with self-igniting lights in accordance with 7.10.2
should be provided with self-activating smoke signals.247
7.10.4 At least one lifebuoy on each side of the vessel should be fitted with a buoyant lifeline
equal in length to not less than 30 m. Such lifebuoys should not have self-igniting lights.248
7.10.5 All lifebuoys should be so placed as to be readily accessible to the persons on board and
should always be capable of being rapidly cast loose and should not be permanently secured in
any way.249
7.11

Distress signals

7.11.1 Every vessel should be provided, to the satisfaction of the competent authority, with
means of making effective distress signals by day and by night, including at least [4] rocket
parachute flares.250

242

Please refer to regulation VII/8.2 of the Protocol.

Norwegian proposals to the Code and the Voluntary Guideline for ISCG.
244
Comment by ICFTU: We support the Norwegian proposal for the reason given by Norway.
245
Please refer to regulation 7.1.2 of the Voluntary Guideline and Norwegian proposals (see footnote related to
paragraph 7.9.2).
246
Please refer to regulation 7.1.2 of the Voluntary Guideline.
247
Please refer to paragraph 4.7.3 of the Asian Regional guidelines.
248
Please refer to paragraph 4.7.4 of the Asian Regional guidelines.
249
Please refer to regulation VII/10.5 of the Protocol.
250
Please refer to paragraph 4.8.1 of the Asian Regional guidelines and Norwegian proposals for ISCG.
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7.11.2 Distress signals should be of an approved type. They should be so placed as to be readily
accessible and their position should be plainly indicated.251
7.12

Radio life-saving appliances252

At least two two-way VHF radiotelephone apparatus should be provided on every vessel. Such
apparatus should conform to performance standards not inferior to those adopted by the
competent authority having regard to those adopted by the Organization. If a fixed two-way
VHF radiotelephone apparatus is fitted in a survival craft it should conform to performance
standards not inferior to those adopted by the competent authority having regard to those adopted
by the Organization.
7.14

Radar transponders253

At least one radar transponder should be carried on every vessel. Such radar transponders should
conform to performance standards not inferior to those adopted by the competent authority
having regard to those adopted by the Organization. It should be stowed in a location that it can
be rapidly placed in any survival craft.
7.15

Retro-reflective materials on life-saving appliances254

All survival craft, rescue boats, lifejackets, [immersion suits] and lifebuoys should be fitted with
retro-reflective material in accordance with the recommendations of the Organization.
7.16

Operational readiness, maintenance and inspections

7.16.1 Operational readiness

Before the vessel leaves port and at all times during the voyage, all life-saving appliances should
be in working order and ready for immediate use.255
7.16.2 Maintenance

251

(a)

Instructions for on-board maintenance of life-saving appliances approved by the

competent authority should be provided and maintenance should be carried out
accordingly;256

(b)

The competent authority may accept, in lieu of the instructions required by

subparagraph (a), a shipboard planned maintenance programme.257

Please refer to regulation VII/12.2 of the Protocol.

Please refer to regulation 4.9 of the Asian Regional guidelines and SLF 44/5, paragraph 3.17.
253
Please refer to regulation 4.10 of the Asian Regional guidelines.

See the Recommendations on Performance Standards for Survival Craft Radar Transponders for use in Search and
Rescue Operations adopted by the Organization by Resolution A.697(17).
254
Please refer to regulation VII/15 of the Protocol (words immersion suits in brackets is the Norwegian proposal to
the Code for ISCG).
255
Please refer to regulation VII/16.1 of the Protocol.
256
Please refer to regulation VII/16.2(a) of the Protocol.
257
Please refer to regulation VII/16.2(b) of the Protocol.
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7.16.3 Maintenance of falls
Falls used in launching should be turned end for end at intervals of not more than 30 months and
be renewed when necessary due to deterioration of the falls or at intervals of not more than
5 years, whichever is the earlier.258
7.16.4 Spares and repair equipment
Spares and repair equipment should be provided for life-saving appliances and their components
which are subject to excessive wear or consumption and need to be replaced regularly.259
7.16.5 Weekly inspection260
The following tests and inspections should be carried out weekly:
(a)

all survival craft and launching appliances should be visually inspected to ensure
that they are ready for use;

(b)

all engines in lifeboats should be run ahead and astern for a total period of not less
than 3 minutes provided the ambient temperature is above the minimum
temperature required for starting the engine;

(c)

the general emergency alarm system should be tested.

7.16.6 Monthly inspections

Inspection of the life-saving appliances, including lifeboat equipment, should be carried out
monthly using a checklist to ensure that they are complete and in good order. A report of the
inspection should be entered in the log-book.261
7.16.7 Servicing of inflatable liferafts, inflatable life-jackets.262
Every inflatable liferaft and inflatable life-jacket should be serviced:
(a)

at intervals not exceeding 12 months. However, in cases where it appears proper

and reasonable, the competent authority may extend this period to l7 months;

(b)

at an approved servicing station which is competent to service them, maintains

proper servicing facilities and uses only properly trained personnel.

7.16.8 Periodic servicing of hydrostatic release units.263

Hydrostatic release units should be serviced:

258

Please refer to regulation VII/16.3 of the Protocol.

Please refer to regulation VII/16.4 of the Protocol.
260
Please refer to regulation VII/16.5 (a)-(c) of the Protocol.
261
Please refer to regulation VII/16.6 of the Protocol.
262
Please refer to paragraph 4.12.7 of the Asian Regional guidelines.
263
Please refer to paragraph 4.12.8 of the Asian Regional guidelines.
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(a)

at intervals not exceeding l2 months. However, in cases where it appears proper

and reasonable, the competent authority may extend this period to 17 months;

(b)

at a servicing station which is competent to service them, maintains proper

servicing facilities and uses only properly trained personnel.

7.16.9 In cases of vessels where the nature of fishing operations may cause difficulty for
compliance with the requirements of paragraphs 7.16.7 and 7.16.8, the competent authority may
allow the extension of the service intervals to 24 months, provided that the competent authority is
satisfied that such appliances are so manufactured and arranged that they will remain in
satisfactory condition until the next period of servicing.264
7.17

Miscellaneous

7.17.1 To facilitate aerial rescue operations, wheelhouse tops or other prominent horizontal
surfaces should be painted in a highly visible colour and should bear the vessels registration or
other identification marks in letters and/or numerals in contrasting colours. Similar marks on the
sides of the wheelhouse would also facilitate search and identification by high-speed
aircraft.[]265
7.17.2 Emergency communication equipment should be carried and may be of the type as
specified in [9.2.3 ].
Part LIFE-SAVING APPLIANCES REQUIREMENTS266
Part C of Chapter VII of the Torremolinos International Convention for the Safety of Fishing
Vessels, 1977, as modified by the Torremolinos Protocol of 1993 relating thereto should be used
as a guidance for the requirements for life-saving appliances.

264

Please refer to regulation VII/16.9 of the Protocol.

Marking of fishing vessels and fishing gear for identification should be in accordance with uniform and
internationally recognizable vessel and gear marking systems, such as the Food and Agriculture Organization of the
United Nations Standard Specifications for the Marking and Identification of Fishing Vessels
265
This asterisked footnote is proposed by FAO.
266
Please refer to Part C of the Chapter VII of the Protocol.
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CHAPTER 8267
EMERGENCY PROCEDURES, MUSTERS AND DRILLS
8.1

General emergency alarm system, muster list and emergency instructions

8.1.1 The general emergency alarm system should be capable of sounding the general alarm
signal consisting of seven or more short blasts followed by one long blast on the vessel's whistle
or siren and additionally on an electrically operated bell or klaxon or other equivalent warning
system which should be powered from the vessel's main supply and the emergency source of
electrical power required by section [4.12]. As an alternative, an appropriate manual system
should be used on vessels of a length less than 17 m.
8.1.2 All vessels should be provided with clear instructions for each crew member which
should be followed in case of emergency.
8.1.3 The muster list should be posted up in several parts of the vessel and, in particular, in the
wheelhouse, the engine room and in the crew accommodation and should include the information
specified in the following paragraphs.
8.1.4 The muster list should specify details of the general alarm signal prescribed by 8.1.1 and
also the action to be taken by the crew when this alarm is sounded. The muster list should also
specify how the order to abandon ship will be given.
8.1.5 The muster list should show the duties assigned to the different members of the crew
including:
(a)

closing of watertight doors, fire doors, valves, scuppers, overboard shoots,

sidescuttles, skylights, portholes and other similar openings in the vessel;

(b)

equipping the survival craft and other life-saving appliances;

(c)

preparation and launching of survival craft;

(d)

general preparation of other life-saving appliances;

(e)

use of communication equipment; and

(f)

manning of fire parties assigned to deal with fires.

8.1.6 The competent authority may permit relaxation of the requirements of 8.1.5 if satisfied
that, due to the small number of crew members, no muster list is necessary.
8.1.7 The muster list should specify which of the crew members are assigned to ensure that the
life-saving and fire appliances are maintained in good condition and are ready for immediate use.
8.1.8 The muster list should specify substitutes for key persons who may become disabled,
taking into account that different emergencies may call for different actions.

267

Please refer to Chapter VIII of the Protocol.

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8.1.9 The muster list should be prepared before the vessel proceeds to sea. After the muster list
has been prepared, if any change takes place in the crew which necessitates an alteration in the
muster list, the skipper should either revise the list or prepare a new list.
8.2

Abandon ship training and drills

8.2.1 Practice musters and drills

(a)

Each member of the crew should participate in at least one abandon ship drill and
one fire drill every month. However, the competent authority may modify this
requirement, provided that at least one abandon ship and one fire drill is held at
least every three months. The drills of the crew should take place within 24 hours
of the vessel leaving a port if more than 25% of the crew have not participated in
abandon ship and fire drills on board that particular vessel in the previous muster.
The competent authority may accept other arrangements that are at least
equivalent for those classes of vessel for which this is impracticable.

(b)

The provisions of regulation VIII/3(1), paragraphs (b) to (j) of the Protocol may
be used as guidance when determining how to practice musters and drills.

8.2.2 On-board training and instructions

(a)

On-board training in the use of the vessels life-saving appliances, including

survival craft equipment, should be given as soon as possible but not later than 2
weeks after a crew member joins the vessel. However, if the crew member is on a
regularly scheduled rotating assignment to the vessel, such training should be
given not later than 2 weeks after the time of first joining the vessel.

(b)

Instructions in the use of the vessel's life-saving appliances and in survival at sea
should be given at the same intervals as the drills. Individual instruction may
cover different parts of the vessel's life-saving system, but all the vessel's
life-saving equipment and appliances should be covered within any period of 2
months. Each member of the crew should be given instructions which should
include but not necessarily be limited to:
(i)

operation and use of the vessel's inflatable liferafts, including precautions

concerning nailed shoes and other sharp objects;

(ii)

problems of hypothermia, first-aid treatment for hypothermia and other

appropriate first-aid procedures;

(iii)

special instructions necessary for use of the vessel's life-saving appliances

in severe weather and severe sea conditions.

8.2.3 Records
The date when musters are held, details of abandon ship drills and fire drills, drills of other
life-saving appliances and on-board training should be recorded, to the satisfaction of the
competent authority, in a logbook.
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8.2.4 Training manual
A training manual should be provided. The training manual, which may comprise several
volumes, should contain instructions and information, in easily understood terms illustrated
wherever possible, on the life-saving appliances provided in the vessel and on the best methods
of survival. Any part of such information may be provided in the form of audio-visual aids in
lieu of the manual. The provisions of regulation VIII/3(4) of the Protocol may be used as
guidance when determining the content of the training manual.
8.3

Training in emergency procedures

Crews should be adequately trained, to the satisfaction of the competent authority, in their duties
in the event of emergencies. The provisions of regulation VIII/4 of the Protocol and the joint
IMO/ILO/FAO document for guidance on fishermens training and certification, as amended,
may be used as guidance when determining items to be included in such training.

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CHAPTER 9268
RADIOCOMMUNICATIONS
PART A - GENERAL
9.1

Application and definition

9.1.1 This chapter should apply to new and existing fishing vessels.
9.1.2 No provision in this chapter should prevent the use by any vessel, survival craft or person
in distress of any means at its disposal to attract attention, make known its position and obtain
help.
9.1.3 Reference is made to Chapter IV, Regulation 2 of the International Convention for the
Safety Life at Sea, 1974 (SOLAS) and Regulation IX/2 of the Torremolinos Protocol, definitions
of Sea Areas:
Area A1- an area within the radiotelephone coverage of a least one VHF coast station in
which continuous DSC alerting is available, as may be defined by a Contracting
Government;269
Area A2 an area, excluding Sea Area A1, defined above, within the radiotelephone
coverage of at least one MF coast station in which continuous DSC alerting is available,
as may be defined by a Contracting Government;270
Area A3 an area, excluding Sea Area A1 and A2, defined above, within the coverage of
an INMARSAT geostationary satellite in which continuous alerting is available;271
Area A4 an area outside of Sea Areas A1, A2, and A3, as defined above;272
9.2

Exemptions

9.2.1 It is highly desirable not to deviate from the requirements of this chapter; nevertheless the
competent authority may grant partial or conditional exemptions to individual vessels from the
requirements of 9.5 to 9.9 provided:
.1

such vessels comply with the functional requirements of 9.3; and

268

The existing chapter 8 is replaced by this revised draft text.

Note of clarification: Area A1 is defined as within range of VHF coast stations with continuous DSC alerting
available, approximately 20-30 miles;
270
Note of clarification: beyond area A1, but within range of MF coastal stations with continuous DSC alerting
available, approximately 100 miles;
271
Note of clarification: beyond the first two areas, but within coverage of geostationary maritime communication
satellites [in practice this means INMARSAT]; this covers the area between roughly 70 deg N and 70 deg S;
272
Note of clarification: the remaining sea areas. The most important of these is the sea around the North Pole [the
area around the South Pole is mostly land]; geostationary satellites, which are positioned above the equator, cannot
reach this far.
269

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.2

the competent authority has taken into account the effect such exemption may
have upon the general efficiency of the service for the safety of all vessels and
vessels.
9.2.2 An exemption may be permitted under paragraph 9.2.1 only:
.1

if the conditions affecting safety are such as to render the full application of 9.5 to
9.9 unreasonable or unnecessary; or

.2

in exceptional circumstances, for a single voyage outside the sea area or sea areas
for which the vessel is equipped.

9.2.3 The competent authority may exempt vessels operating always together in pair or in
groups from being fully equipped in accordance with the requirements provided that:
.1

The vessel in command fully comply with the requirements of the actual Sea area:

.2

The other vessels in pair or in groups carry radio equipment sufficient for short
distance distress alert and radiocommunications with the vessel in command, to
the satisfaction of the competent authority. Vessels operating in a pair or group
is defined as two or more vessels operating collaboratively within a 100 nautical
miles of each other except for extremely brief periods;

.3

This exemption does not apply to EPIRB carriage requirements.

9.3 Functional requirements

Every vessel, while at sea, should be capable:
.1

except as provided in 9.6.1.1 and 9.8.1.4.3, of transmitting ship-to-shore distress

alerts by at least two separate and independent means, each using a different
radiocommunication service;

.2

of receiving shore-to-ship distress alerts;

.3

of transmitting and receiving ship-to-ship distress alerts;

.4

of transmitting and receiving search and rescue co-ordinating communications;

.5

of transmitting and receiving on-scene communications;

.6

of transmitting and, as required by regulation X/3(6) of the Protocol, receiving

signals for locating;

.7

of transmitting and receiving maritime safety information;

.8

of transmitting and receiving general radiocommunications to and from shorebased radio systems or networks subject to 9.13.7; and

.9

of transmitting and receiving bridge-to-bridge communications.

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PART B - VESSEL REQUIREMENTS
9.4

Radio installations

9.4.1 Every vessel should be provided with radio installations capable of complying with the
functional requirements prescribed by 9.3 throughout its intended voyage and, unless relaxed
under 9.2, complying with the requirements of 9.5 and, as appropriate for the sea area or areas
through which it will pass during its intended voyage, the requirements of either 9.5, 9.6, 9.7,
or 9.8.
9.4.2

Every radio installation should:

.1

be so located that no harmful interference of mechanical, electrical or other origin

affects its proper use, and so as to ensure electromagnetic compatibility and
avoidance of harmful interaction with other equipment and systems;

.2

be so located as to ensure the greatest possible degree of safety and operational

availability,

.3

be protected against harmful effects of water, extremes of temperature and other

adverse environmental conditions;

.4

be provided with reliable, permanently arranged electrical lighting, independent of

the main and emergency sources of electrical power, for the adequate illumination
of the radio controls for operating the radio installation; and

.5

be clearly marked with the call sign, the vessel station identity and other codes as
applicable for the use of the radio installation. This includes the Maritime Mobile
Service Identifier (MMSI).

9.4.3 Control of the VHF radiotelephone channels, required for navigational safety, should be
immediately available on the navigation bridge convenient to the conning position and, where
necessary, facilities should be available to permit radiocommunications from the wings of the
navigation bridge. Portable VHF equipment may be used to meet the latter provision.
9.5

Radio equipment - General

9.5.1 Every vessel should be provided with:

.1

a VHF radio installation capable of transmitting and receiving:

.1

DSC on the frequency 156.525 MHz (channel 70). It should be possible to

initiate the transmission of distress alerts on channel 70 from the position
from which the vessel is normally navigated; and

.2

radiotelephone on the frequencies 156.300 MHz (channel 6), 156.650

MHz (channel 13) and 156.800 MHz (channel 16);

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9.6

.2

a VHF DSC watch receiver which may be separate from, or combined with, that
required by 9.5.1.1.1;

.3

a radar transponder capable of operating in the 9 GHz band, which:

.1

should be so stowed that it can be easily utilised; and

.2

may be one of those required by [7.14] for a survival craft;

.4

a receiver capable of receiving international NAVTEX service broadcasts if the

vessel is engaged on voyages in any area in which an international NAVTEX
service is provided. However, if a NAVTEX service is not established in the
actual area the competent authority may permit vessels to receive navigational
warnings and safety messages by other means of reception, to the satisfaction of
the competent authority.

.5

a radio facility for reception of maritime safety information by the INMARSAT

enhanced group calling system if the vessel is engaged on voyages in any area of
INMARSAT coverage but in which a NAVTEX or an alternative service is not
provided. However, vessels engaged exclusively on voyages in areas where an
HF direct-printing telegraphy maritime safety information service is provided and
fitted with equipment capable of receiving such service, may be exempted from
this requirement;

.6

a satellite emergency position-indicating radio beacon (satellite EPIRB) which

should be:
.1

capable of transmitting a distress alert either through the polar orbiting

satellite service operating in the 406 MHz band or, if the vessel is engaged
only on voyages within INMARSAT coverage, through the INMARSAT
geostationary satellite service operating in the 1.6 GHz band;

.2

installed in an easily accessible position;

.3

ready to be manually released and capable of being carried by one person

into a survival craft;

.4

capable of floating free if the vessel sinks and of being automatically

activated when afloat; and

.5

capable of being activated manually.

Radio equipment - Sea Area A1 or Sea Areas within the coverage of a VHF coast
station (without DSC) operating on a 24 hours a day, 7 days a week basis

9.6.1 In addition to meeting the requirements of 9.5, every vessel engaged on voyages
exclusively in sea area A1 should be provided with a radio installation capable of initiating the
transmission of ship-to-shore distress alerts from the position from which the vessel is normally
navigated, operating either:
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.1

on VHF using DSC; this requirement may be fulfilled by the EPIRB prescribed by
9.5.1.6, either by installing the EPIRB close to, or by remote activation from, the
position from which the vessel is normally navigated; or

.2

through the polar orbiting satellite service on 406 MHz; this requirement may be
fulfilled by the satellite EPIRB, required by 9.5.1.6, either by installing the
satellite EPIRB close to, or by remote activation from, the position from which the
vessel is normally navigated; or

.3

if the vessel is engaged on voyages within coverage of MF coast stations equipped

with DSC, on MF using DSC; or

.4

on HF using DSC; or

.5

through the INMARSAT geostationary satellite service; this requirement may be

fulfilled by:
.1

an INMARSAT ship earth station; or

.2

the satellite EPIRB, required by 9.5.1.6, either by installing the satellite

EPIRB close to, or by remote activation from, the position from which the
vessel is normally navigated.

9.6.2 The VHF radio installation, required by 9.5.1.1, should also be capable of transmitting
and receiving general radiocommunications using radiotelephony.
9.6.3 Vessels engaged on voyages exclusively in sea area A1 may carry, in lieu of the satellite
EPIRB required by 9.5.1.6, an EPIRB which should be:
.1

capable of transmitting a distress alert using DSC on VHF channel 70 and

providing for locating by means of a radar transponder operating in the 9 GHz
band;

.2

installed in an easily accessible position;

.3

ready to be manually released and capable of being carried by one person into a
survival craft;

.4

capable of floating free if the vessel sinks and being automatically activated when
afloat; and

.5

capable of being activated manually.

9.6.4 If the vessel is operating exclusively within the radiotelephone coverage of at least one
continuously operating VHF coast station in which continuous DSC alerting is not available, the
vessel need not to be equipped with the DSC functions mentioned above in paragraph 9.5.1.1,
9.5.1.2, 9.6.1.1 to 9.6.1.4.

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9.7

Radio equipment - Sea Areas A1 and A2 or Sea Areas within the coverage of a MF
coast station (without DSC) providing a continuous watch on 2182 kHz as well as a
continuously operating VHF station

9.7.1 In addition to meeting the requirements of 9.5 and 9.6, every vessel engaged on voyages
beyond sea area A1, but remaining within sea area A2, should be provided with:
.1

an MF radio installation capable of transmitting and receiving, for distress and

safety purposes, on the frequencies:
.1

2,187.5 kHz using DSC; and

.2

2,182 kHz using radiotelephony;

.2

a radio installation capable of maintaining a continuous DSC watch on the

frequency 2,187.5 kHz which may be separate from or combined with, that
required by 9.7.1.1; and

.3

means of initiating the transmission of ship-to-shore distress alerts by a radio

service other than MF operating either:
.1

through the polar orbiting satellite service on 406 MHz; this requirement
may be fulfilled by the satellite EPIRB, required by 9.5.1.6, either by
installing the satellite EPIRB close to, or by remote activation from, the
position from which the vessel is normally navigated; or

.2

on HF using DSC; or

.3

through the INMARSAT geostationary satellite service; this requirement

may be fulfilled by an INMARSAT ship earth station, or by the satellite
EPIRB, required by 9.5.1.6, either by installing the satellite EPIRB close
to, or by remote activation from, the position from which the vessel is
normally navigated.

9.7.2 It should be possible to initiate transmission of distress alerts by the radio installations
specified in 9.7.1.1 and 9.7.1.3 from the position from which the vessel is normally navigated.
9.7.3 The vessel should, in addition, be capable of transmitting and receiving general
radiocommunications using radiotelephony or direct-printing telegraphy by either:
.1

a radio installation operating on working frequencies in the bands between 1,605

kHz and 4,000 kHz or between 4,000 kHz and 27,500 kHz. This requirement may
be fulfilled by the addition of this capability in the equipment required by 9.7.1.1;
or

.2

an INMARSAT ship earth station.

9.7.4 If the vessel is operating exclusively within the radiotelephone coverage of at least one
MF coast station in which continuous DSC alerting is not available, but is providing a continuous
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watch on 2182 kHz, the vessel need not to be equipped with the DSC functions mentioned above
in paragraph 9.5.1.1, 9.5.1.2, 9.7.1.1 to 9.7.1.3.
9.8

Radio equipment - Sea Area A1, A2 and A3

9.8.1 In addition to meeting the requirements of 9.5, 9.6, and 9.7, every vessel engaged on
voyages beyond sea areas A1 and A2, but remaining within sea area A3, should, if it does not
comply with the requirements of 9.8.2, be provided with:
.1

.2

an INMARSAT ship earth station capable of:

.1

transmitting and receiving distress and safety communications using either

radiotelephony or direct-printing telegraphy;

.2

initiating and receiving distress priority calls;

.3

maintaining watch for shore-to-ship distress alerts, including those

directed to specifically defined geographical areas;

.4

transmitting and receiving general radiocommunications, using either

radiotelephony or direct-printing telegraphy; and

an MF radio installation capable of transmitting and receiving, for distress and

safety purposes, on the frequencies:
.1

2,187.5 kHz using DSC; and

.2

2,182 kHz using radiotelephony, and

.3

a radio installation capable of maintaining a continuous DSC watch on the

frequency 2,187.5 kHz which may be separate from or combined with that
required by 9.8.1.2.1; and

.4

means of initiating the transmission of ship-to-shore distress alerts by a radio

service operating either:
.1

through the polar orbiting satellite service on 406 MHz; this requirement
may be fulfilled by the satellite EPIRB, required by 9.5.1.6, either by
installing the satellite EPIRB close to, or by remote activation from, the
position from which the vessel is normally navigated; or

.2

on HF using DSC; or

.3

through the INMARSAT geostationary satellite service, by an additional

ship earth station or by the satellite EPIRB required by 9.5.1.6, either by
installing the satellite EPIRB close to, or by remote activation from, the
position from which the vessel is normally navigated.

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9.8.2 In addition to meeting the requirements of 9.5, 9.6, and 9.7, every vessel engaged on
voyages beyond sea areas A1 and A2, but remaining within sea area A3, should, if it does not
comply with the requirements of 9.8.1, be provided with:
.1

an MF/HF radio installation capable of transmitting and receiving, for distress and
safety purposes, on all distress and safety frequencies in the bands between 1,609
kHz and 4,000 kHz and between 4,000 kHz and 27,900 kHz:
.1

using DSC;

.2

using radiotelephony; and

.3

using direct-printing telegraphy;

.2

equipment capable of maintaining DSC watch on 2,187.5 kHz, 8,414.5 kHz and
on at least one of the distress and safety DSC frequencies 4,207.5 kHz, 6,312 kHz,
12,577 kHz or 16,804.5 kHz; at any time, it should be possible to select any of
these DSC distress and safety frequencies. This equipment may be separate from,
or combined with, the equipment required by 9.8.2.1; and

.3

means of initiating the transmission of ship-to-shore distress alerts by a

radiocommunication service other than HF operating either:

.4

.1

through the polar orbiting satellite service on 406 MHz; this requirement
may be fulfilled by the satellite EPIRB, required by 9.5.1.6, either by
installing the satellite EPIRB close to, or by remote activation from, the
position from which the vessel is normally navigated; or

.2

through the INMARSAT geostationary satellite service; this requirement

may be fulfilled by an INMARSAT ship earth station or the satellite
EPIRB, required by 9.5.1.6, either by installing the satellite EPIRB close
to, or by remote activation from, the position from which the vessel is
normally navigated; and

in addition, vessels should be capable of transmitting and receiving general

radiocommunications using radiotelephony or direct-printing telegraphy by an
MF/HF radio installation operating on working frequencies in the bands between
1,605 kHz and 4,000 kHz and between 4,000 kHz and 27,500 kHz. This
requirement may be fulfilled by the addition of this capability in the equipment
required by 9.8.2.1.

9.8.3 It should be possible to initiate transmission of distress alerts by the radio installations
specified in 9.8.1.1, 9.8.1.2, 9.8.1.4, 9.8.2.1 and 9.8.2.3 from the position from which the vessel
is normally navigated.

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9.9

Additional Note on Relaxation - Sea area A3

9.9.1 Notwithstanding the provisions of 9.5, the competent authority may permit exemption of
the provision of 9.5.1.1. and 9.5.1.2 in areas where such shore-based services are not available.273
9.10

Watches

9.10.1 Every vessel, while at sea, should maintain either a continuous watch:
.1

on VHF DSC channel 70, if the vessel, in accordance with the requirements of
9.5.1.2, is fitted with a VHF radio installation;

.2

on the distress and safety DSC frequency 2,187.5 kHz, if the vessel, in accordance
with the requirements of 9.7.1.2 or 9.8.1.3, is fitted with an MF radio installation;

.3

on the distress and safety DSC frequencies 2,187.5 kHz and 8,414.5 kHz and also
on at least one of the distress and safety DSC frequencies 4,207.5 kHz, 6,312 kHz,
12,577 kHz or 16,804.5 kHz, appropriate to the time of day and the geographical
position of the vessel, if the vessel, in accordance with the requirements of 9.8.2.2,
is fitted with an MF/HF radio installation. This watch may be kept by means of a
scanning receiver;

.4

for satellite shore-to-ship distress alerts, if the vessel, in accordance with the
requirements of 9.8.1.1, is fitted with an INMARSAT ship earth station; or

9.10.2 Every vessel, while at sea, should maintain a radio watch for broadcasts of maritime
safety information on the appropriate frequency or frequencies on which such information is
broadcast for the area in which the vessel is navigating.
9.11

Sources of energy

9.11.1 There should be available at all times, while the vessel is at sea, a supply of electrical
energy sufficient to operate the radio installations and to charge any batteries used as part of a
reserve source or sources of energy for the radio installations.
9.11.2 A reserve source or sources of energy should be provided on every vessel, to the
satisfaction of the competent authority, to supply radio installations, for the purpose of
conducting distress and safety radiocommunications, in the event of failure of the vessel's main
and emergency source of electrical power. The reserve source of energy should be capable of
simultaneously operating:

273

.1

the VHF radio installation in Sea Area A1;

.2

the VHF radio installation and the MF or MF/HF installation in Sea Area A2;

.3

the VHF radio installation and the MF or MF/HF installation or the INMARSAT
station in Sea Area A3;

Clarification that VHF with DSC should be recommended/required if the vessel is operating within the coverage
of a coast station with such services.
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.4

for a period of at least 3 h.

The reserve source of energy need not supply independent HF and MF radio installation
at the same time.
9.11.3 The reserve source or sources of energy should be independent of the propelling power of
the vessel and the vessel's electrical system.
9.11.4 The reserve source or sources of energy may be used to supply the electrical lighting
required by 9.4.2.4.
9.11.5 Where a reserve source of energy consists of a rechargeable accumulator battery or
batteries:

9.12

.1

a means of automatically charging such batteries should be provided which should

be capable of recharging them to minimum capacity requirements within 10
hours; and

.2

the capacity of the battery or batteries should be checked using an appropriate

method, at intervals not exceeding 12 months.

Performance standards

All equipment to which this chapter applies should be of a type approved by the competent
authority. Such equipment, except for the domestic radio installation and its ancillary equipment,
should conform to appropriate performance standards approved by the competent authority
having regard to those adopted by the Organization.
9.13

Maintenance requirements

9.13.1 Equipment should be so designed that the main units can be replaced readily, without
elaborate re-calibration or readjustment.
9.13.2 Where applicable, equipment should be so constructed and installed that it is readily
accessible for inspection and onboard maintenance purposes.
9.13.3 Adequate information should be provided to enable the equipment to be properly operated
and maintained taking into account the recommendations of the Organization.
9.13.4 Adequate tools and spares should be provided to enable the equipment to be maintained.
9.13.5 The competent authority should ensure that radio equipment required by this chapter is
maintained to provide the availability of the functional requirements specified in 9.3 and to meet
the recommended performance standards of such equipment.
9.13.6 On vessels engaged on voyages in sea area A3, the availability should be ensured by
using such methods as duplication of equipment, shore-based maintenance or at-sea electronic
maintenance capability, or a combination of these, as may be approved by the competent
authority.
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9.13.7 While all reasonable steps should be taken to maintain the equipment in efficient working
order to ensure compliance with all the functional requirements specified in 9.3, malfunction of
the equipment for providing the general radiocommunications required by 9.3.8 should not be
considered as making a vessel unseaworthy or as a reason for delaying the vessel in ports where
repair facilities are not readily available, provided the vessel is capable of performing all distress
and safety functions.
9.14

Radio personnel

Every vessel should carry personnel qualified for distress and safety radiocommunications
purposes to the satisfaction of the competent authority any one of whom should be designated to
have primary responsibility for radiocommunications during distress incidents. The personnel
should be holders of certificates specified in the Radio Regulation as appropriate. Alternatively,
national certificates based on the same requirements as the Radio Regulation, but taking account
of particular local circumstances, may be issued.
9.15

Radio records

A record should be kept, to the satisfaction of the competent authority and as required by the
Radio Regulations, of all incidents connected with the radiocommunication service which appear
to be of importance to safety of life at sea.

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CHAPTER 10
SHIPBORNE NAVIGATIONAL EQUIPMENT AND ARRANGEMENTS
10.2

Shipborne navigational equipment*

10.2.1 Vessels should be fitted with a standard magnetic compass, except as provided in 10.2.2.
The magnetic compass should be properly adjusted and its table or curve of residual deviations
should be available at all times.274
10.2.2 The competent authority, if it considers it unreasonable or unnecessary to require a
standard magnetic compass, may exempt individual vessels or classes of vessels from these
requirements if the nature of the voyage, the vessel's proximity to land or the type of vessel does
not warrant a standard compass, provided that a suitable steering compass is in all cases
carried.275
10.2.3 It should be possible to read the compass by day and by night from the steering position.
Magnetic compasses should be provided with means for adjustment; securing devices for
compasses and compensators should be made on non magnetic materials. Compasses should be
sited as near the fore-and-aft line of the vessels as practicable, with the lubber line, as accurately
as possible, parallel with the fore-and-aft line.276
10.2.4 In vessels equipped with an auto-pilot system actuated by a magnetic sensor, which does
not indicate the vessels heading means should be provided to show this information.277
10.2.5 Consideration should be given to fitting vessels with radar. In vessels where radar is
fitted, the installation should be to the satisfaction of the competent authority.278
10.2.6 Vessels should be provided with suitable means to the satisfaction of the competent
authority for determining the depth of water under the vessel. Where fish-finding devices are
fitted they could be used for that purpose.279
10.2.7 Every vessel should be equipped with radar reflector meeting the internationally accepted
performance standards for such devices, unless the vessel is built of steel.280
10.2.8 All equipment fitted in compliance with this section should be of a type approved by the
competent authority.281

See the Recommendation on the Carriage of Electronic Position-Fixing Equipment adopted by the Organization by
resolution A.156(ES.IV) and the World-Wide Radionavigation System adopted by the Organization by resolution
A.666(16).
274
Please refer to regulation X/3(1), paragraphs (a)(i) and (b) of the Protocol.
275
Please refer to regulation X/3(1)(d) of the Protocol.
276
Please refer to paragraph 9.2.2 of the existing Guidelines.
277
Please refer to paragraph 9.2.3 of the existing Guidelines.
278
Please refer to paragraph 9.2.5 of the existing Guidelines and to regulation X/3(7) of the Protocol.
279
Please refer to paragraph 9.2.4 of the existing Guidelines.
280
Please refer to paragraph 9.2.6 of the existing Guidelines.
281
Please refer to regulation X/3(16) of the Protocol.
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10.3

Nautical instruments and publications

Suitable nautical instruments, adequate and up-to-date charts, sailing directions, lists of lights,
notices to mariners, tide tables and all other nautical publications necessary for the intended
voyage, to the satisfaction of the competent authority, should be carried on board.282
10.4

Signalling equipment

10.4.1 Attention is drawn to the need to provide the equipment to comply in every respect with
the requirements of the Regulations for Preventing Collisions at Sea, 1972.283
10.4.2 Lights, shapes and flags should be provided to indicate that the vessel is engaged in any
specific operation for which such signals are used.284
10.5

Navigating bridge visibility

New vessels should meet the following requirements:
.1

The view of the sea surface from the conning position should extend from right
ahead to 22.5 abaft the beam on either side of the vessel. Blind sectors caused by
any obstruction outside the wheelhouse should be kept as small as possible.285

.2

From each side of the wheelhouse, the horizontal field of vision should extend
over an arc of at least 225, that is from at least 45 on the opposite bow through
right ahead and then from right ahead to right astern through 180 on the same
side of the vessel.286

282

Please refer to paragraph 9.3 of the existing Guidelines and to regulation X/4 of the Protocol.
Please refer to paragraph 9.4.1 of the existing Guidelines.
284
Please refer to paragraph 9.4.2 of the existing Guidelines.
285
Please refer to regulation X/6(1)(e) of the Protocol.
286
Please refer to regulation X/6(1)(f) of the Protocol.
283

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CHAPTER 11
CREW ACCOMMODATION
11.1

General

11.1.1 Before the construction of a fishing vessel, and before the crew accommodation of an
existing fishing vessels is substantially altered or reconstructed, detailed plans of, and
information concerning the accommodation should be submitted to the competent authority, or
an entity authorized by the competent authority, for approval
11.1.2 Location, structure and arrangement of grew accommodation spaces and means of access
thereto, should be such at to ensure adequate security, protection against weather and sea and
insulate from heat and cold, condensation, undue noise, vibration or effluvia from other spaces.
In particular, the insulation material to be applied to bulkheads and deckheads of machinery
spaces adjacent to crew accommodation should be of a type approved by the competent
authority. Sleeping rooms should be placed aft the collision bulkhead, and to the extent possible,
not below the working deck.
11.1.3 Where practical, noise measurements may be taken by the competent authority on
completion of construction of a new vessel. Similar measurements may also be taken following a
refit or major alterations to an existing vessel if it is considered that noise levels might have been
influenced.
11.1.4 Bulkheads and decks between accommodation spaces and fish-holds, machinery spaces,
fuel tanks, galleys, engine, deck and other store rooms, drying rooms. communal wash-places or
water closets, should be so constructed as to prevent the infiltration of fumes and odours. Direct
openings into sleeping rooms from such places should be avoided whenever reasonable or
practicable.
11.1.5 Where passageways are provided in crew accommodation these should be as wide as
possible but the clear width should not be less than 700 mm. Where doors open outwards into a
passageway, there should be sufficient space to pass the door when it is open at a right angle to
the passageway.
11.1.6 Accommodation spaces should be adequately insulated to prevent loss of heat,
condensation or overheating.
11.1.7 In the choice of materials used for construction of accommodation spaces, account should
be taken of. properties potentially harmful to the health of personnel, or likely to harbour vermin
and mould. Surfaces, including decks, of accommodation and furnishings should be of a kind
easily kept clean and hygienic, as well impervious to damp. Bulkhead and deckhead surfaces, if
painted, should be light in colour and the paint specification should be to the approval of the
competent authority. Other surface coverings, such as lime wash, should not be used.
11.1.8 Where appropriate access to ordinary exits and emergency exits should be marked with
direction indicators. Exits should be marked in a conspicuous manner above or beside the door.

Where practical, taking into account the size and type of the vessel, ResolutionA468(XII) may be used as a point of
reference.

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11.1.9 Where the deck covering is of composition material, the connection to side of the vessel,
bulkheads and partitions should be rounded to avoid crevices.
11.1.10 All practical measures should be taken to protect crew accommodation and furnishings
against the admission of insects and other pests.
11.1.11 Overhead exposed decks over crew accommodation should be sheathed with wood or
equivalent insulation.
11.1.12 The electrical switchboard should be so arranged that when the shore power connection
is made, power would be available for crew accommodation lighting, ventilation systems and
where applicable, heating and cooking facilities.
11.2

Lighting, heating and ventilation

11.2.1 All crew accommodation spaces should be adequately lighted, as far as possible, by
natural lighting. Such spaces should also be equipped with adequate artificial light. Artificial
light should be in accordance with accepted standards of visual comfort in living spaces. The
minimum standards for natural lighting in crew accommodation should be such as to permit a
person with normal vision to read an ordinary newspaper on a clear day.
11.2.2 If there are not two independent sources of electricity for lighting, additional lighting
should be provided by properly constructed lamps or lighting apparatus for emergency use.
11.2.3 Methods of lighting should not endanger the health or safety of the crew or the safety of
the vessel.
11.2.4 Adequate heating facilities in crew accommodation spaces should be provided as required
by climatic conditions. Heating facilities should be capable of maintaining a satisfactory air
temperature in crew accommodation under normal conditions of service of a fishing vessel. The
accommodation should be capable of being heated sufficiently to maintain a minimum
temperature of +22 C in all day rooms at an outside temperature of -15 C.
11.2.5 Facilities for heating should be designed so as not to endanger health or safety of the crew
or safety of the vessel.
11.2.6 Heating by means of open fires should be prohibited.
11.2.7 Accommodation spaces should be adequately ventilated at all times when the crew is
expected to remain on board. Ventilation systems should be capable of control so as to maintain
the air in a satisfactory condition and to ensure a sufficiency of air movement in all conditions of
weather and climate. The ventilation of galleys and sanitary spaces should be to the open air and,
unless fitted with a mechanical ventilation system, be independent from that for other crew
accommodation.
11.2.8 Accommodation spaces of vessels regularly engaged on voyages in the tropics and under
similar conditions, except in deckhouses with satisfactory natural ventilation, should be equipped
with mechanical ventilation and, if necessary, with additional electric fans or air conditioning, in
particular, mess rooms and sleeping quarters.
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11.2.9 Drying rooms or lockers for working clothes and oilskin lockers should have adequate
ventilation that is separate from other spaces. The exhaust from such spaces should be well clear
of the air intakes of the ventilation systems for other spaces.
11.3

Sleeping rooms

11.3.1 Sleeping rooms should be so planned and equipped as to ensure reasonable comfort for
the occupants and to facilitate tidiness. The clear headroom should, whenever possible, be not
less than 2.0 m. There should be no access to the accommodation from the fish room.
11.3.2 Wherever reasonable and practical, the floor area of sleeping rooms per person
accommodated therein, excluding space occupied by berths and lockers, should not be less than
0.75 m2.
11.3.3 Each member of the crew should be provided with an individual berth, the inside
dimensions of which should, wherever practicable, be 2.0 m by 680 mm.
11.3.4 Berths should, wherever possible, not he placed side be side in such a way that access to
one berth can he obtained only over another. Berths should not normally be arranged in tiers of
more than two. The lower berth in a double tier should be not less than 300 mm above the deck;
the upper berth should he paced approximately midway between the bottom of the lower berth
and the lower side of the deck head beams.
11.3.5 Where the upper berth in a tier overlaps a lower berth, the underside of the upper berth
should be fitted with a dust proof bottom of wood, canvas or other material.
11.3.6 If tubular frames are used for the construction of berths, they should be completely sealed
and without perforations that would give access to vermin.
11.3.7 Suitable bedding should be provided for the crew. Mattresses should not be of a type that
is liable to develop toxic fumes in cases of fire nor of a type that will attract pests or insects.
Mattresses should be provided with a cover of fire retardant material.
11.3.8 Whenever reasonable and practicable, having regard to the size, type or intended service
of the vessel, the furnishings of sleeping rooms should include both a fitted cupboard preferably
with an integral lock and a drawer for each occupant. A table or desk, adequate seating, a mirror,
cabinet for toilet requisites, a book rack and coat hooks should also be provided. Where fitted,
tables or desks of the pull out type should be to the approval by the competent authority.
11.3.9 The maximum number of persons to be accommodated in any sleeping room should be
clearly and indelibly marked in the room where it could be conveniently seen.
11.4

Mess rooms

11.4.1 Wherever reasonable and practicable, mess room accommodation separate from sleeping
quarters should be provided.
11.4.2 The mess room should be as close as practicable to the galley.

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11.4.3 The dimensions and equipment of each mess room should be sufficient for the numbers of
persons likely to use it at any one time.
11.4.4 The furnishings of mess rooms should include tables and approved sets sufficient for the
numbers of persons likely to use them at any one time. The tops of tables and seats free of sharp
edges and should be of damp resisting material without cracks and easily kept clean.
11.4.5 Where pantries are not accessible to mess rooms, adequate lockers for mess utensils and
proper facilities for washing should be provided.
11.4.6 Mess rooms should be planned, furnished and equipped to provide appropriate facilities
for recreation.
11.5

Sanitary facilities

11.5.1 Sufficient sanitary facilities including wash-basins, shower-baths and water-closets

should be provided to the satisfaction of the competent authority having due regard to the
intended service of the vessel. Wherever, practicable, such facilities should be provided as
follows:
.1

one shower-bath for every eight persons or less

.2

one water closet or suitable alternative for every eight person or less;

.3

one wash basin for every six persons or less;

.4

cold fresh water, and hot fresh water or means of heating fresh water should be
available in all wash spaces.

11.5.2 Soil and waste discharge pipes should not pass through fresh water or drinking water
tanks or, where practicable, provision stores. Neither should they, where practicable, pass
overhead in mess rooms or sleeping accommodation. Such pipes should be fitted with antisyphon closures.
11.5.3 In general, water closets should be situated convenient to, but separate from sleeping
rooms, mess rooms and wash rooms.
11.5.4 The deck area of wash places should have a covering of durable material, easily cleaned
and impervious to damp and properly drained. The deck covering should be carried up the sides
of the compartment to a height of not less than 0.20 m and adequately sealed at all joints to
prevent the ingress of water and damp.
11.5.5 The bulkheads should be of steel or other approved material and should be water tight to a
height of at least 0.25 m above the deck to allow for effective sealing of the deck covering where
it meets the bulkheads.
11.5.6 Facilities for washing and drying clothes should be provided on a scale appropriate to the
number of the crew and the duration of intended voyages.

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11.5.7 In general, International standards concerning shipboard sanitary facilities contained in
the WHO Guide to Ship Sanitation, 1967 (as or as may be amended)287 may serve as guidance.
11.6

Potable water facilities

11.6.1 Filling, storage and distribution arrangements for potable water should he designed to
preclude any possibility of water contamination or overheating. Tanks should be designed to
allow internal cleaning.
11.7

Provision stores

11.7.1 Having regard to the intended service of the vessel, store rooms of adequate capacity
should be provided which can be kept cool, dry and well ventilated in order to avoid deterioration
of the stores. Where possible, refrigerators or other low-temperature storage should be provided,
to the satisfaction of the competent authority. Where refrigerating or freezing rooms are fitted,
the access doors should be capable of being opened from either side. An alarm system should be
arranged from the refrigerating and freezing room to the galley or other appropriate location if
such rooms are large enough for personnel to enter them.
11.8

Cooking facilities

11.8.1 Having regard to the intended service of the vessel, satisfactory cooking appliances and
equipment should be provided and should, wherever practicable, be fitted in a separate galley.
11.8.2 Galleys should be of adequate dimensions for the purpose and have sufficient storage
space and satisfactory drainage.
11.8.3 The galley should be provided with cooking utensils, the necessary number of cupboards
and shelves and sinks and dish racks of rust proof material and with satisfactory drainage.
Drinking water should be supplied to the galley by means of pipes, where it is supplied under
pressure, the system should be protected against backflow. Where hot water is not supplied to the
galley, a water heater should be fitted.
11.8.4 The galley should be fitted with suitable facilities for the preparation of hot drinks for the
crew at all times.
11.8.5 Cooking appliances should be fitted with fail safe devices in the event of failure of the
power source or fuel. Supplies of fuel in the form of gas or oil should not be stored in the galley.

***

287

Although modifications were made after 1967, WHO plans a more thorough undertaking.

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ANNEX 5
DRAFT MSC CIRCULAR
INTERIM GUIDELINES FOR THE CONDUCT OF
HIGH-SPEED CRAFT MODEL TESTS

1
The Maritime Safety Committee, at its seventy-third session, adopted, by resolution
MSC.97(73), the International Code of Safety for High-Speed Craft, 2000 (the Code) which,
following the entry into force of the 2000 SOLAS amendments, adopted by resolution
MSC.98(73), will become mandatory as from 1 July 2002.
2
While the provisions of paragraph 2.2.3.1 of the Code require the fitting of an inner bow
door on ro-ro high-speed craft fitted with bow loading opening, the Code recognizes that
exemption from this requirement may be granted in a number of cases which are stated in
paragraph 2.2.3.2 of the Code. One of these alternatives is set out in paragraph 2.2.3.2.2 of the
Code which states that if it can be demonstrated that a craft complies with certain residual
stability criteria, even if water accumulates on the vehicle deck as a result of failure of the bow
shell door, it may qualify for such an exemption. Model testing is identified in the Code as one
of the options for determining the quantity of water that the craft in question may accumulate.
3
The Committee, at its [seventy-fifth session (15 to 24 May 2002)], approved the Interim
Guidelines for the conduct of high-speed craft model tests, as set out in the annex, which are
intended to ensure that the aforementioned model tests would be sufficient and adequate so that
requests for exemption are considered and granted in a consistent and safe manner without
jeopardizing the safety of the craft and to enable the Administration to consult with each of the
port States between which the craft may operate.
4
Member Governments are invited to make use of the annexed Interim Guidelines and
bring them to the attention of craft designers, craft owners and other parties concerned, as
appropriate, when considering the provisions of paragraph 2.2.3.2.2 of the Code.
5

The Committee further agreed that:

.1

the annexed Interim Guidelines should be applied with a view to verification and
further development in the light of experience, and these should be revisited after
a period of time not exceeding four years following the date of entry into force of
the Code;

.2

comparative model tests should be conducted and the results of such tests should
be submitted to the Organization, so as to validate and further refine the Interim
Guidelines; and

.3

Member Governments should undertake to seek the comments on, and evaluation
of, the Interim Guidelines from the International Towing Tank Conference (ITTC)
and, subsequently, collect information from the ITTC, in particular the results of
their experience, and submit it to the Organization for consideration with a view to
improving the Interim Guidelines.

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ANNEX

INTERIM GUIDELINES FOR THE CONDUCT OF

HIGH-SPEED CRAFT MODEL TESTS

INTRODUCTION

1.1
The exemption from the requirement to fit an inner bow door now incorporated in the
2000 HSC Code (paragraph 2.2.3.2.2) may be invoked if a craft can be shown to comply with
certain residual stability criteria even if water accumulates on the vehicle deck(s) as a result of
failure of the bow shell door. Model testing is one option for determining the quantity of water
that accumulates.
1.2
These Interim Guidelines for the conduct of high-speed craft model tests are intended to
ensure that such model tests would be sufficient and adequate so that the exemption would be
applied safely and consistently, and so that the safety of the craft would not be endangered.
1.3

Terms used in these Interim Guidelines are as defined in the 2000 HSC Code.

1.4

A number of options are available within the scope of these Interim Guidelines:
.1

the use of towed OR self-propelled models;

.2

physical tests at heading increments of 30 or 45 relative to the waves, OR

physical tests in head and following seas complemented by stationary tests at
other headings and numerical simulations;

.3

tests solely to establish whether water reaches the bow openings, OR tests to
determine the steady state volume of water that may accumulate;

.4

tests to demonstrate compliance with one test run of long duration, OR successive
test runs to achieve the required duration for each test case, during which the bow
and other apertures are only opened when at test speed;

.5

direct measurement of the accumulated volume of water at the end of each test
run, OR determination of the volume by calculation from measurements of
relative water level within the vehicle space.

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MODEL DESIGN AND CONSTRUCTION

2.1

Type and size

2.1.1 Type of test facility

The tests described by these Interim Guidelines are intended to be undertaken in either a
manoeuvring basin or in head and following waves in a conventional towing tank. The model
may either be:
.1

towed from a carriage (preferably equipped with the capability for free-to-surge
under constant towing force), with freedom to heave, pitch and roll; or

.2

self-propelled and remotely controlled, either by radio or by a lightweight

umbilical attachment.

The wave making facility should be capable of generating the requisite specific wave spectra
with a repeatability of not more than 5% on significant height, 10% on spectral density at
peak frequency, 0.3 s (at model scale) on modal period, and 5% on zero crossing period.
2.1.2 Scale
The model scale should be as large as practicable with respect to the test facility employed, but:

2.2

.1

appropriate to enable the requisite full scale significant wave height to be

generated; and

.2

capable of providing the equivalent of at least one minute duration of operation at

full scale per tank run at the maximum speed to be tested.

Construction

2.2.1 General
The model should comply with the following:
.1

be capable of operating in both displacement mode and where appropriate in the

non-displacement mode at the height and attitude appropriate to the full scale
craft;

.2

any lift devices (e.g. fans, foils, flaps, flexible seals, wings) should generate the
Froude scaled forces, pressures and volumetric flows corresponding to the full
scale craft within 10%. Actively controlled stabilising or ride-control devices
should be assumed to be in a fixed pre-set or passive mode;

.3

the hull should be suitably thin in those areas where this feature may influence the
results;

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.4

be equipped with all main design features such as watertight bulkheads, air
escapes, freeing ports, access trunks, etc., corresponding to the full scale vehicle
spaces, and should be modelled properly to represent, as far as practicable, the real
situation;

.5

be constructed with superstructures to the extent needed to ensure a representative

response in waves;

.6

be constructed using sufficient transparent panels to permit monitoring of the

interior of the vehicle spaces from above, using video cameras;

.7

be equipped with such external appendages such as bilge keels, spray rails, ride
control fins or fendering as may reasonably be expected to influence the results of
the tests;

.8

be provided with a bow aperture to closely represent the full scale craft after the
bow loading door(s) may have been lost, special attention being paid to the
freeboard to the lowest point;

.9

be equipped with watertight shutters to the bow aperture(s) and any drainage
openings that can be remotely opened and closed at the beginning and end of the
test period during each run; and

.10

be equipped with all the necessary instrumentation prior to ballasting.

2.2.2 Drainage and downflooding

Particular care should be taken to represent all means of drainage or potential downflooding from
the vehicle space as faithfully as practicable, consistent with the objective of the tests.
2.2.3 Permeability of vehicle spaces
The reduction of permeability of the vehicle spaces due to the presence of cargo should not be
represented.
2.2.4 Accuracy
The mass of the model after ballasting to the directly scaled design waterline should be
within 1% of that representing the full scale craft.
The longitudinal centre of gravity after ballasting to the directly scaled design waterline should
result in a static trim attitude within 0.2 of that representing the full scale craft.
The volume of the vehicle spaces to the first downflooding opening derived when the craft is at
the designed trim attitude should be within 2% of that representing the full scale craft. Where
open vehicle spaces are modelled, the volume should be measured up to the level at which water
might first begin to spill out, or alternatively the deck area should be within 2% of that
representing the full scale craft.

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The freeboard from the directly scaled design waterline to the lowest point of the bow loading
opening should be within +0 to -1% of that representing the full scale craft.
When using towed models, the fittings used to link the towed model to the carriage should be
such as to minimize the interferences of the fittings on the free movements of the model and to
have the least possible influences on the measured values.
2.3

Model loading

Ballasting particulars should be developed for two loading conditions prior to testing, viz:
maximum operational weight (as defined in the 2000 HSC Code), and minimum operational
weight (comprising 10% payload, 10% fluids and stores, full crew and effects, and fluids in
systems at normal working levels).
The ballasting particulars should be such as to achieve:
.1

a mass corresponding to the loading conditions defined above;

.2

a vertical centre of gravity position corresponding to the maximum allowable in

service (limiting KG) for the respective operational weight, or alternatively the
maximum predicted operational KG plus a margin of 10%;

.3

longitudinal centre of gravity positions corresponding to the nominal and most

forward and most aft positions envisaged by the loading restrictions contained in
the craft operating manual;

.4

a longitudinal radius of gyration equivalent to that calculated for the full-scale

craft 8%, or (where this information is not available) within the range 0.23 to
0.27L, where L is as defined in the 2000 HSC Code; and

.5

a roll radius of gyration equivalent to that calculated for the full-scale craft 8%,
or (where this information is not available) within the range 0.35 to 0.40 B, where
B is as defined in the 2000 HSC Code.

After ballasting for each condition:

.6

the total model mass should be verified by weighing;

.7

the actual vertical centre of gravity and longitudinal trim should be verified by
physical inclining in air and/or water;

.8

the longitudinal and roll radii of gyration should be verified in air; and

.9

the natural roll period should be determined in calm water by a roll decrement test
at rest in calm water.

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ENVIRONMENTAL CONDITIONS

3.1

Waves

The model should be tested in waves with not less than two significant
heights (HS), corresponding to 100% and 70% of the worst intended conditions (as defined in
the 2000 HSC Code).
Tests should be conducted in three narrow band Jonswap spectra corresponding to spectral peak
periods TP = 3.5, 4 and 5 times (HS) 0.5 with a peak enhancement factor = 3.3, the zero crossing
period not being greater than {TP / (1.20 to 1.28) }.
Where repeat runs are required, several different wave realization trains should be employed, not
less than three in head and bow quartering seas, four in beam seas and five in following and stern
quartering seas.
3.2

Wind

Wind should not be represented during the tests.

4

INSTRUMENTATION, CALIBRATION AND DATA RECORDING

4.1

Model instrumentation

The following model instrumentation should be provided as a minimum:

.1

one relative water level sensor on the stem of each hull;

.2

one relative water level sensor on each side and close to the centreline of each
vehicle space close to the forward limit of that space (i.e. 3 sensors);

.3

one relative water level sensor on each side and close to the centreline of each
vehicle space close to the aft limit of that space (i.e. 3 sensors); and

.4

relative water level sensors on each side and close to the centreline of each vehicle
space at three intermediate locations between those described in .2 and .3 above
(i.e. 9 sensors).

See also 5.4.4 for the positioning of these sensors.

Instrumentation to measure roll and pitch angles, and heave position may be deemed helpful.
If the testing is being conducted solely to demonstrate that water does not reach the bow loading
opening, then all items except .1 above may be omitted.
As an alternative to the use of relative water level sensors described in .2 to .4 above, the volume
of water accumulated during each test run (as part of testing for one test case) may be determined
by direct weighing, provided that this water is restored to the vehicle space on the model before
commencing the next test run.
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4.2

Environmental instrumentation

The following instrumentation should be provided on the towing tank:

4.3

.1

one static wave height probe located clear of tank end effects;

.2

one moving wave height probe mounted so that it approximately matches the
mean model position;

.3

mean forward speed of the model (to be measured within 5%);

.4

video camera(s) to monitor the interior of the vehicle spaces; and

.5

video camera(s) to monitor the exterior of the model, especially the bow
aperture(s).

Data recording

Continuous records should be obtained for all the media required by 4.1 and 4.2 for each test run,
with a sampling rate at model scale of not less than 15 Hz.
Channels for the instrumentation listed in 4.1.1 to 4.1.4 and 4.2.1 to 4.2.3 should also be analysed
to provide maximum, minimum, mean and RMS values of each parameter.
5

TEST PROCEDURE

5.1

Preparation

The model should be prepared in accordance with 2.2, 2.3 and 4.1 above, and all verification
checks required by 2.1 to 2.3 should be completed before testing commences.
The wave spectra should be run and verified for compliance with the repeatability limits required
in 2.1.1.
5.2

Craft speed and operating mode

Where a craft normally operates in a non-displacement mode, tests should be conducted in both
displacement and non-displacement modes. Where a non-displacement mode is tested, only the
maximum designed amount of lift should be employed.
Prior to the testing, an estimate should be made by the owner and/or builder as to the maximum
speed of the full scale craft into head seas (VW) that would be practically attainable in the specific
loading condition (powering considerations) or be structurally permissible (e.g. by the
classification society). Where a craft may be operated in both displacement and
non-displacement modes, separate values of VW should be derived for the two modes.
In head seas the speed of the model should not exceed VW, but may be reduced to not less
than 65% of VW , provided that if a reduced speed is necessary to satisfy the terms of the
exemption, the maximum permissible speed in the relevant wave height is incorporated in the
Permit to Operate and in the craft operating manual.
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5.3

Test programme

5.3.1 General
The test programme should be witnessed by a Contracting Government to the Convention
(whenever known, this should be the Administration), surveyors nominated by them for the
purpose or organizations recognized by them.
The following test programme should be conducted for each operating mode (i.e. displacement
and non-displacement) and for each of the significant wave heights stipulated in 3.1 above.
Either of two approaches may be adopted to the test programme:
.1

direct physical testing on five headings relative to the wave direction,

with 45 increments in heading, or seven headings relative to the wave direction,
with 30 increments in heading; or

.2

direct physical testing at speed in head and following seas, and stationary in beam
and bow and stern quartering seas, complemented by numerical simulations on
five headings relative to the wave direction, with 45 increments in heading.

Where the latter approach is adopted, the numerical simulations should predict accumulated
volumes of water at least 10% more than those determined from the equivalent physical model
test cases.
5.3.2 Duration and repetition of test runs
Each tank run should be of the maximum practical duration, in any case not less than the
equivalent of one minute at full scale. Each test case should comprise sufficient tank runs to
represent not less than ten minutes of full scale operation, the bow opening shutter being opened
and closed at the beginning and end of the test period of each run, in order that the maximum
opportunity is given to establish a steady state volume of water on the vehicle deck(s).
Tank runs for each test case should be conducted in at least three separate wave realisation trains
in head and bow quartering seas, four in beam seas and five separate wave realisation trains in
following and stern quartering seas, each such train being taken from the required wave
spectrum.
Numerical simulations should replicate the equivalent of the required physical test cases, and in
addition model the roll decrement tests (both stationary and at speed) for verification against the
model tests.
5.3.3 Head seas
As a minimum the following tests should be conducted:
.1

at a speed of approximately 65% of VW and nominal LCG, tests in waves with

three spectral peak periods to determine which period is the most critical;

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.2

at a speed of approximately 65% of VW and in the most critical wave spectrum,

tests at the forward and aft LCGs to determine which is most critical;

.3

at the most critical LCG, tests at progressively increasing speed up to but not
exceeding VW; and

.4

tests in .3 to be repeated at the minimum operating weight.

5.3.4 Following seas

As a minimum the following tests should be conducted:
.1

at a speed of approximately VW and nominal LCG, tests in waves with three

spectral peak periods to determine which period is the most critical;

.2

at a speed of VW and in the most critical wave spectrum, tests at the forward and
aft LCGs to determine which is most critical;

.3

at the most critical LCG, tests at progressively decreasing speed down to but not
less than 65% of VW; and

.4

tests in .3 to be repeated at the minimum operating weight.

5.3.5 Other headings

Tests at other headings should be conducted similar to those described above except that:

5.4

.1

bow quartering sea tests according to 5.3.3.3 and 5.3.3.4 above should use the
wave period and LCG deduced from 5.3.3.1 and 5.3.3.2;

.2

stern quartering sea tests according to 5.3.4.3 and 5.3.4.4 above should use the
wave period and LCG deduced from 5.3.4.1 and 5.3.4.2; and

.3

beam sea tests according to 5.3.3.3 and 5.3.3.4 above should use an intermediate
wave period and LCG deduced from 5.3.3.1 and 5.3.3.2 and 5.3.4.1 and 5.3.4.2.

Test results

5.4.1 General
These tests are required to determine the answers to three questions:
.1

whether the bow loading door is reached by the waves; and if so

.2

whether the volume of water entering the vehicle decks reaches a steady state; and
if so

.3

what volume of water would accumulate in that steady state.

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5.4.2 Determination of whether water reaches the bow opening(s)
If, during the constant speed portion of ANY of the test runs required by these guidelines, water
is observed or measured as having exceeded the lower edge of the bow opening(s), then the
requirement of paragraph 2.2.3.2.2.1 of the 2000 HSC Code (objective 5.4.1.1) should be deemed
NOT to have been satisfied. In the event this is not satisfied, then an exemption may still be
possible by further tests to demonstrate compliance with HSC Code paragraph 2.2.3.2.2.2
(objectives 5.4.1.2 and 5.4.1.3).
5.4.3 Determination of whether water reaches a steady state volume
From physical model tests, the accumulated volume of water at the end of each test run may be
determined by:
.1

direct measurement of the accumulated volume of water by collection into a

recording receptacle, OR

.2

determination of the volume by calculation from measurements of relative water

level within the vehicle space, using the method of 5.4.4 below.

If the method indicated in .1 above is adopted, the water measured should be returned to the
model vehicle space before the commencement of the next test run for that test case.
A steady state volume should be deemed to have been reached if the volumes determined over
the last four minutes (at full scale) of testing for each test case do not show a continuous increase
and in addition do not vary by more than 5% from the mean value over that period.
In cases of doubt, a steady state volume should be assumed NOT to have been reached.
5.4.4 Calculation of volume of water accumulating on the vehicle deck(s)
Where the volume of water accumulated on the vehicle deck is determined from relative
water height sensors, it should be calculated as follows. The mean height of water in any
period of one minute (at full-scale) should be determined for the following fifteen sensor
locations (where l = the length of the floodable vehicle space):
.1

at 10% of l from the bow loading opening, at the watertight boundary on the port
and starboard sides and centreline (hFP, hFS and hFC respectively);

.2

at 30% of l from the bow loading opening, at the watertight boundary on the port
and starboard sides and centreline (hFMP, hFMS and hFMC respectively);

.3

at 50% of l from the bow loading opening, at the watertight boundary on the port
and starboard sides and centreline (hMP, hMS and hMC respectively);

.4

at 30% of l from the aft limit of the vehicle space, at the watertight boundary on
the port and starboard sides and centreline (hAMP, hAMS and hAMC respectively);

.5

at 10% of l from the aft limit of the vehicle space, at the watertight boundary on
the port and starboard sides and centreline (hAP, hAS and hAC respectively).

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The mean heights of water measured at these locations should be scaled to full scale before
calculating the steady state volume of water as follows (where the symbol h denotes the water
heights scaled as described above):
steady state volume of water (m3)
=

AVD (hFS + hFC + hFP + 2hFMS + 2hFMC + 2hFMP + 2hMS + 2hMC +

2hMP + 2hAMS + 2hAMC + 2hAMP + hAS + hAM + hAP) / 24
AVD = plan area of vehicle deck capable of being flooded (m2 at full scale).

where:

5.4.5 Volume of water to be used in calculating residual stability

The volume of water to be used in calculating the stability properties for demonstrating
compliance with paragraph 2.2.3.2.2.2 of the 2000 HSC Code should be that determined in
accordance with 5.4.3.1 or 5.4.3.2 increased by the following amount to allow for modelling
and/or measurement errors:

5.5

.1

for physical model tests:

percentage increase = 0.3 %

where = the model scaling factor,
e.g. 30 for 1:30 scale;

.2

for numerical simulations:

no additional margin, since 10% is already required

by 5.3.1.

Test report

The test report should include the following information as a minimum:

.1

general arrangement drawing of the craft, showing the spaces that might be
flooded as a result of failure of the bow loading door;

.2

general arrangement drawing of the model, showing the scale ratio and details of
the construction and instrumentation;

.3

calculations to show the derivation of the maximum operational and minimum

operational weights and corresponding limiting KG positions;

.4

the rationale for the fore and aft limits for the position of the longitudinal centre of
gravity;

.5

tests conducted to verify the mass, centre of gravity position and radii of gyration;

.6

roll decrement tests;

.7

where appropriate, calculations to show that the elements necessary to achieve the
non-displacement mode have been appropriately scaled;

.8

the nominal and measured wave spectra (at the fixed wave probe location);

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SLF 44/18
ANNEX 5
Page 12

.9

records for each run against a base of time (commencing from achieving model
test speed) of encountered significant wave height and internal water volume
measurements (where appropriate); and

.10

the determination of steady state accumulated water volume, without and with the
necessary margin.

***

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SLF 44/18

ANNEX 6

PROPOSED AMENDMENTS TO THE 2000 HSC CODE

Chapter 2 Buoyancy, stability and subdivision

The title of section 2.2.1 Intact buoyancy, is replaced with the title Buoyant spaces.

2
In paragraph 2.2.1.1, the following new sentence is added at the end of the existing
sentence starting with In considering and ending with stability requirements.:
Where a buoyant space may be subjected to increased fluid pressure in the equilibrium
position after damage, the boundaries and associated openings and penetrations of that
space shall be designed and constructed to prevent the passage of fluid under that
pressure.
3

In the leading text of paragraph 2.2.3.2, the word shall is replaced with the word may.

***

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SLF 44/18

ANNEX 7

PROPOSED AMENDMENTS TO SOLAS REGULATION II-1/18

CHAPTER II-1
CONSTRUCTION STRUCTURE, SUBDIVISION AND STABILITY,
MACHINERY AND ELECTRICAL INSTALLATIONS

Regulation 18 Construction and initial tests of watertight doors, sidescuttles, etc., in

passenger ships and cargo ships

Paragraph 2 of the regulation is replaced by the following:

2
In passenger ships and cargo ships watertight doors shall be tested by water
pressure to a head up to the bulkhead deck or freeboard deck respectively. Where testing
of individual doors is not carried out because of possible damage to insulation or
outfitting items, testing of individual doors may be replaced by a prototype pressure test
of each type and size of door with a test pressure corresponding at least to the head
required for the intended location. The prototype test shall be carried out before the door
is fitted. The installation method and procedure for fitting the door on board shall
correspond to that of the prototype test. When fitted on board, each door shall be checked
for proper seating between the bulkhead, the frame and the door.

***

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SLF 44/18
ANNEX 8
DRAFT REVISED WORK PROGRAMME OF THE SUB-COMMITTEE AND
PROVISIONAL AGENDA FOR SLF 45
Draft revised work programme
Target
completion
date/number
of sessions
needed for
completion

Reference

Analysis of intact stability casualty records

Continuous

MSC 70/23,
paragraph 20.4;
SLF 30/18,
paragraphs 4.16 and
4.17

Analysis of damage cards

Continuous

MSC 70/23,
paragraph 20.4;
SLF 41/18,
paragraph 17.5

Improved stability criteria and systematic

model tests

Continuous

SLF 39/18,
paragraph 15.4 and
annex 7

H.1

Harmonization of damage stability provisions

in IMO instruments (probabilistic method)

H.1

Development of revised SOLAS

chapter II-1 parts A, B and B-1

2003

SLF 42/18, section 3;

MSC 72/23,
paragraph 21.52;
SLF 44/18,
paragraph 15.2.2

H.2

Development of explanatory notes

for harmonized SOLAS
chapter II-1 parts A, B and B-1

2 sessions

MSC 69/22,
paragraph 20.60.1;
SLF 42/18, section 5
SLF 44/18,
paragraph 15.2.2

_____________________
Notes: 1
"H" means a high priority item and "L" means a low priority item. However,
within the high and low priority groups, items have not been listed in any order of
priority.
2

Items printed in bold letters have been selected for inclusion in the provisional
agenda for SLF 45.

The struck-out text indicates proposed deletions and the shaded text shows proposed
additions or changes.

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SLF 44/18
ANNEX 8
Page 2

Target
completion
date/number
of sessions
needed for
completion

Reference

H.2
H.3

Revision of technical regulations of the

1966 LL Convention

2002

SLF 43/16,
paragraph 4.29

H.2
H.4

Revision of the fishing vessel Safety Code

and Voluntary Guidelines (in co-operation
with FP,COMSAR, NAV, DE and STW)

2004

SLF 43/16, section 5

MSC 73/21,
paragraph 18.32

H.4

Role of the human element

2001

SLF 42/18,
paragraph 6.8;
MSC 71/23,
paragraph 20.51;
SLF 43/16, section 7

.1

damage consequence diagrams

H.5

Safety aspects of ballast water management

1 session

MSC 71/23,
paragraph 9.11

H.6

Guidelines for the conduct of high-speed

craft model tests

2001

MSC 73/23,
paragraph 21.49;
SLF 43/16, section 12

H.7

Amendments to the 2000 HSC Code

2001

MSC 73/21,
paragraph 18.31

H.8
H.6

Large passenger ship safety

2003

MSC 74/24,
paragraph 21.4

H.9
H.7

Revision of the model test method

specified in the 1995 SOLAS Conference
resolution 14

2003

MSC 74/24,
paragraph 21.51

H.10

Initial tests of watertight doors in

passenger and cargo ships

2001

MSC 74/24,
paragraph 21.53

H.11
H.8

Matters related to bulk carrier safety

2002

MSC 74/24,
paragraph 21.6

L.1

Harmonization of damage stability provisions

in IMO instruments (probabilistic method)

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SLF 41/18, section 13;

MSC 65/25,
paragraph 21.23

SLF 44/18
ANNEX 8
Page 3

Target
completion
date/number
of sessions
needed for
completion

Reference

L.4
H.9

Review of the Intact Stability Code

Continuous
2004

SLF 44/18,
paragraph 16.1.4
MSC 74/24,
paragraph 21.60;

L.1

Harmonization of damage stability

provisions in other IMO instruments,
including the 1993 Torremolinos Protocol
(probabilistic method)

3 sessions

MSC 74/24,
paragraph 21.60;
MSC 65/25,
paragraph 21.23;
SLF 44/18,
paragraph 15.2.2

L.2

Development of guidelines for ships

operating in Arctic ice-covered waters
(co-ordinated by DE)

2002

MSC 68/23,
paragraph 20.4;
SLF 43/16, section 10

L.2

Containership partially weathertight hatch

covers (in co-operation with DE, DSC and
FP)

2002

MSC 68/23,
paragraph 20.60;
SLF 43/16, section 11

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SLF 44/18
ANNEX 8
Page 4

Draft provisional agenda for SLF 45*

Opening of the session

1

Adoption of the agenda

Decisions of other IMO bodies

Development of revised SOLAS chapter II-1 parts A, B and B-1

Revision of technical regulations of the 1966 LL Convention

Revision of the fishing vessel Safety Code and Voluntary Guidelines

Review of the Intact Stability Code

Containership partially weathertight hatch covers

Large passenger ship safety

Matters related to bulk carrier safety

10

Revision of the model test method specified in the 1995 SOLAS Conference
resolution 14

11

Work programme and agenda for SLF 46

12

Election of Chairman and Vice-Chairman for 2003

13

Any other business

14

Report to the Maritime Safety Committee

__________

Agenda item numbers do not necessarily indicate priority.

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