Mca calssification msn 1792 edition_2

MERCHANT SHIPPING NOTICE

MSN 1792 (M)
1
Edition 2
The Large Commercial Yacht Code (LY2)
Notice to all designers, builders, owners, operators, employers, crews, skippers, and
Classification Societies.

This Notice should be read in conjunction with the Merchant Shipping (Vessels in Commercial
2 3
Use for Sport or Pleasure) Regulations 1998 , as amended .

PLEASE NOTE:-
Where this document provides guidance on the law it should not be regarded as definitive.
The way the law applies to any particular case can vary according to circumstances - for
example, from vessel to vessel and you should consider seeking independent legal advice if
you are unsure of your own legal position.

Summary

• This Notice provides the revised text of the MCA "Code of Practice for Safety of Large
Commercial Sailing & Motor Vessels", published in 1997

• The revised text is to be known as the Large Commercial Yacht Code (LY2)

• Both the original text and the revision have been prepared in consultation with
stakeholders

• Stakeholders include all elements of the construction and operational sectors of the large
yacht industry together with representatives of the Red Ensign Group

Introduction/ Background

1 In 1997, the Agency published, its Code of Practice for the Safety of Large Commercial
Sailing and Motor Vessels (LY1), which provided a "Code" approach for vessels which
were unsuited to the application of conventional Merchant Shipping Regulations.

2 LY1 was given statutory force by the Merchant Shipping (Vessels in Commercial Use
for Sport or Pleasure) Regulations 1998.

3 The original Code provided that within five years of its coming into force, the text would
be revised if necessary, by a standing committee.
1
Amendments made to LY2 Edition 1 and the effective date are detailed in Annex 7
2
SI 1998 No:2771
3
SI 2000 No:482

-1-

4 Since its original publication, LY1 has made a significant impression on a maritime
sector which previously found great difficulty in embracing conventional regulation.

5 LY1 enjoys both national support and international recognition as a standard, breaking
new ground both in its inception and methodology.

6. LY1 was notified to the International Maritime Organisation as the United Kingdom’s
equivalent provisions under the equivalence arrangements of the International
Convention on Load Lines 1966, as amended; The International Convention on the
Safety of Life at Sea 1974, as amended; and The International Convention on
Standards of Training, Certification and Watchkeeping for Seafarers (STCW) 1978, as
amended.

7. IMO disseminated the UK notification of "equivalent" provision in their Circular Letter
1996.

The Revised Code

8. This notice sets out the revised text of the Code of Practice for the Safety of Large
Commercial Sailing and Motor Vessels which will for simplicity now be entitled the
Large Commercial Yacht Code (LY2).

9. This revision has taken place in consultation with the large yacht Industry and all
comments from a public consultation have been considered by Working Groups
comprising of experts from the international large yacht industry.

10. LY2 replaces the original Code under provisions of regulation 2(2) of the Merchant
Shipping (Vessels in Commercial Use for Sport or Pleasure) Regulations 1998, as
amended.

11. The Code applies to motor or sailing vessels of 24 metres in load line length and over
or, if built before 21 July 1968, which are of 150 tons gross tonnage and over and
which, at the time, is in commercial use for sport or pleasure and which carries no
cargo and no more than 12 passengers.

12. The Code only applies to vessels of less than 3000GT.

13. Sail training vessels are included in this application.

14. The provisions of LY2 require standards of safety and pollution prevention, which are
appropriate to the size of the vessel. The standards are set by the relevant international
conventions, and equivalent standards are applied where it is not reasonable or
practicable to comply with international conventions.

Further Information

15. Further information on the contents of this Notice can be obtained from the address at
the end of this Notice.

-2-

More Information

Fishing and Code Vessel Safety Branch
Maritime and Coastguard Agency
Spring Place
105 Commercial Road
Southampton
SO15 1EG

Tel : +44 (0) 23 8032 9139
Fax : +44 (0) 23 8032 9161
e-mail: codes@mcaga.gov.uk

General Inquiries: 24 Hour Infoline
infoline@mcga.gov.uk
0870 600 6505

MCA Website Address: www.mcga.gov.uk

File Ref: MSA 010 / 009 / 0184

Published: September 2007

© Crown Copyright 2007

Safer Lives, Safer Ships, Cleaner Seas
Printed on material containing minimum 75% post-consumer waste paper

-3-

LARGE COMMERCIAL YACHT CODE

Large means 24 metres and over in load line length and

the Code of Practice applies to yachts which

are in commercial use for sport or pleasure,

do not carry cargo and do not carry more than 12 passengers.

-5-

TABLE OF CONTENTS

1 FOREWORD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...8

2 DEFINITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..10

3 APPLICATION AND INTERPRETATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18

4 CONSTRUCTION AND STRENGTH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20

5 WEATHERTIGHT INTEGRITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23

6 WATER FREEING ARRANGEMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .29

7A MACHINERY- VESSELS OF LESS THAN 500GT . . . . . . . . . . . . . . . . . . . . . .31

7B MACHINERY- VESSELS OF 500GT AND OVER . . . . . . . . . . . . . . . . . . . . .. .32

8A ELECTRICAL INSTALLATIONS - VESSELS OF LESS THAN 500GT . . . . .33

8B ELECTRICAL INSTALLATIONS - VESSELS OF 500GT AND OVER . . . . . . .34

9A STEERING GEAR - VESSELS OF LESS THAN 500GT . . . . . . . . . . . . . . . . .35

9B STEERING GEAR - VESSELS OF 500GT AND OVER . . . . . . . . . . . . . . . . . .36

10A BILGE PUMPING - VESSELS OF LESS THAN 500GT . . . . . . . . . . . . . . . . . .37

10B BILGE PUMPING - VESSELS OF 500GT AND OVER . . . . . . . . . . . . . . . . . .38

11 STABILITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .39

12 FREEBOARD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .48

13 LIFE SAVING APPLIANCES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .50

14 FIRE SAFETY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58

14A STRUCTURAL FIRE PROTECTION - VESSELS OF LESS THAN 500GT . . .62

14B STRUCTURAL FIRE PROTECTION - VESSELS OF 500GT AND OVER . . . .69

15A FIRE APPLIANCES - VESSELS OF LESS THAN 500GT . . . . . . . . . . . . . . . .88

15B FIRE APPLIANCES - VESSELS OF 500GT AND OVER . . . . . . . . . . . . . . . . .93

16 RADIO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .94

17 NAVIGATION LIGHTS, SHAPES AND SOUND SIGNALS . . . . . . . . . . . . . 97

18 NAVIGATIONAL EQUIPMENT AND VISIBILITY FROM WHEELHOUSE . .….98

19 MISCELLANEOUS EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. .100

20 ANCHORS AND CABLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101

21 ACCOMMODATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .102

-6-

22 PROTECTION OF PERSONNEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105

23 MEDICALSTORES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .107

24 SHORE-SHIPTRANSFER OF PERSONNEL . . . . . . . . . . . . . . . . . . . . . . . . .108

25 CLEAN SEAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .111

26 MANNING AND PERSONNEL CERTIFICATION . . . . . . . . . . . . . . . . . . . . . .112

27 PASSENGERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .120

28 SURVEY, CERTIFICATION, INSPECTION AND MAINTENANCE . . . . . . .121

29 CREW AGREEMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .124

30 SAFETY MANAGEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .125

31 INTERNATIONAL SHIP AND PORT FACILITY SECURITY CODE . . . . . . . 126

ANNEX 1 MEMBER’S OF THE STEERING COMMITTEE AND WORKING GROUP
RESPONSIBLE FOR THE CODE

ANNEX 2 SAFETY MANAGEMENT SYSTEM FOR VESSELS UNDER 500GT

ANNEX 3 OPEN FLAME GAS INSTALLATIONS

ANNEX 4 LIST OF CERTIFICATES TO BE ISSUED

ANNEX 5 UNITED KINGDOM NATIONAL ANNEX

ANNEX 6 TECHNICAL STANDARDS FOR HELICOPTER LANDING AREAS

ANNEX 7 AMENDMENTS TO THE TEXT OF MSN 1792 LY2 EDITION 1

-7-

1 FOREWORD

This Code of Practice has been developed jointly by the United Kingdom, its
relevant overseas territories, and international industry representatives.

1.1 Where "Administration" is used in the Code, it means the Government of the
State whose flag the ship is entitled to fly.

1.2 Vessels are required to comply with the various merchant shipping regulations
of the Administration which are relevant to the class of vessel to which they
belong. Vessels in commercial use for sport or pleasure do not fall naturally
into a single class and, in any case, prescribed merchant ship safety standards
may be incompatible with the safety needs particular to such vessels.

1.3 The Code applies to vessels of less than 3000 gross tonnes (GT) in commercial
use for sport or pleasure (being pleasure vessels "engaged in trade" for the
purpose of Article 5 Exceptions - of the International Convention on Load Lines,
1966 (ICLL)) which are 24 metres in load line length and over or, if built before
21 July 1968, 150 gross tons and over according to the tonnage measurement
regulations applying at that date and which do not carry cargo and do not carry
more than 12 passengers.

1.4 The United Kingdom has notified the International Maritime Organisation of the
Code and its application to pleasure vessels engaged in trade as an equivalent
arrangement under the provisions of Article 8 of the International Convention on
Load Lines, 1966, Regulation I-5 of the International Convention on Safety of
Life at Sea, and Article 9 of the International Convention on Standards of
Training Certification and Watchkeeping for Seafarers 1978 as amended.
Reference can be made to IMO Circular Letter No. 1996.

1.5 The Code sets required standards of safety and pollution prevention which are
appropriate to the size of the vessel. The standards applied are either set by
the relevant international conventions or equivalent standards where it is not
reasonable or practicable to comply. Provision is made within the Code to add
any specific national requirements within a National Annex.

An Administration may consider a specific alternative equivalent standard to
any standard required by the Code. Applications which justify either an
alternative or exemption from a specific requirement of the Code can be made
to the Administration.

1.6 The Code has been developed by an industry wide group with the express
intention of setting pollution prevention and safety standards which identify with
the specific needs of vessels in commercial use for sport and pleasure. The
Code was reviewed and revised in 2004 to bring it up to date and reflect the
needs of the industry. The standards adopted are judged to be at least
equivalent in their effect to those required by the international conventions
which apply to a particular vessel.

The membership of the industry wide groups that developed and revised the
Code are listed in Annex 1.

1.7 Compliance with the standards required by the Code will entitle a vessel to be
issued with the certification required by the international conventions applicable
to the vessel, upon satisfactory completion of the corresponding surveys and
inspections.

-8-

The certificates demanded by the international conventions which apply to the
vessels covered by the Code are summarised in Section 28.

1.8 When equipment manufactured in accordance with a recognised British,
European or International standard is required by the Code, the Administration
may accept existing equipment which can be shown to be of an equivalent
standard and which does not increase the risk to the ship or its crew and
passengers. When such equipment is replaced, the replacement should
conform to the standard required by the Code.

1.9 For vessels entitled to fly the flag of a Member State of the European Union, the
Commission of the European Communities' general mutual recognition clause
should be accepted. The clause states:

Any requirement for goods or materials to comply with a specified standard
should be satisfied by compliance with:

.1 a relevant standard or code of practice of a national standards body or
equivalent body of a Member State of the European Community; or

.2 any relevant international standard recognised for use in any Member
State of the European Community; or

.3 a relevant specification acknowledged for use as a standard by a public
authority of any Member State of the European Community; or

.4 traditional procedures of manufacture of a Member State of the
European Community, and Turkey, where these are the subject of a
written technical description sufficiently detailed to permit assessment of
the goods or materials for the use specified; or

.5 a specification sufficiently detailed to permit assessment for goods or
materials of an innovative nature (or subject to innovative processes of
manufacture such that they cannot comply with a recognised standard
or specification) and which fulfil the purpose provided by the specified
standard;

provided that the proposed standard, code of practice, specification or technical
description provides, in use, equivalent levels of safety, suitability and fitness for
purpose. Due attention should be paid to the requirements of the Marine
Equipment Directive.

1.10 It is recognised that the Code may be required to be revised in the light of
experience gained in its application. Section 3.4 makes provision for this.

1.11 It is recommended that pleasure vessels comply with the standards of the
Code.

-9-

2 DEFINITIONS

(Note – where a definition is not contained within this Code, guidance should be
taken from meanings given within the International Conventions)

"Administration" with regard to this Code means the Government of the State
whose flag the ship is entitled to fly,

“Aiming Circle” (Touchdown / positioning marking) The aiming point for a normal
landing, so designed that the pilot’s seat can be placed directly above it in any
direction with assured main and tail rotor clearances.

"Approved" in respect to materials or equipment means approved by the
Administration or approved by an administration or organisation which is
formally recognised by the Administration;

"Authorised surveyor" means a surveyor who by reason of professional
qualifications, practical experience and expertise is authorised by the
Administration to carry out the survey required for the vessel;

“Aviation Inspection Body” Body delegated the responsibility of inspecting
helicopter landing areas by the Administration. The verification process will
include inspection, certification and, where necessary, the application of
appropriate operational limitations.

"Buoyant lifeline" means a line complying with the requirements of the IMO
International Life-Saving Appliances Code;

"Cargo" means an item(s) of value that is carried from one place and
discharged at another place and for which either a charge or no charge is made
and is not for use exclusively onboard the vessel;

"Commercial vessel" means a vessel which is not a pleasure vessel;

"Control stations" are those spaces in which the ship's radio or main navigating
equipment or the emergency source of power are located or where the fire
recording or fire control equipment is centralised;

“D-Value” The largest overall dimension of the helicopter when rotors are
turning. This dimension will normally be measured from the most forward
position of the main rotor tip path plane to the most rearward position of the tail
rotor tip path plane (or the most rearward extension of the fuselage in the case
of Fenestron or Notar tails).

“D-Circle” A circle, usually imaginary unless the helicopter landing area
itself is circular, the diameter of which is the D-Value of the largest helicopter
the landing area is intended to serve. This will not be the case for landing areas
of less than 1D width. For landing areas of less than 1D width, the edges of the
imaginary D circle, may extend beyond the edge of the load bearing area by up
to 0.085D on either side at the mid point.

"Efficient" in relation to a fitting, piece of equipment or material means that all
reasonable and practicable measures have been taken to ensure that it is
suitable for the purpose for which it is intended to be used;

"Embarkation ladder" means a ladder complying with the requirements of the
IMO International Life-Saving Appliances Code;

- 10 -

"Emergency source of electrical power" is a source of electrical power, intended
to supply the emergency switchboard in the event of failure of the supply from
the main source of electrical power;

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

"EPIRB" means a satellite emergency position-indicating radio beacon, being
an earth station in the mobile-satellite service, the emissions of which are
intended to facilitate search and rescue operations, complying with performance
standards adopted by the IMO contained in either Resolution A.810(19) or
Resolution A.812(19) and Resolution A.662(16), or any Resolution amending or
replacing these from time to time and which is considered by the Administration
to be relevant, and is capable of:

(a) floating free and automatically activating if the ship sinks;
(b) being manually activated; and
(c) being carried by one person;

"Existing vessel" means any vessel, the keel of which was laid or the
construction or lay up was started before the 16th December 1998;

"Float-free launching" means that method of launching a liferaft whereby the
liferaft is automatically released from a sinking ship and is ready for use,
complying with the requirements of the IMO International Life-Saving
Appliances Code;

“FOD” Foreign Object debris

"Freeboard" has the meaning given in annex I of ICLL. The freeboard assigned
Is the distance measured vertically downwards amidships from the upper edge
of the deck line to the upper edge of the related load line;

"Freeboard deck" has the meaning given in annex I of ICLL. The freeboard deck
is normally the uppermost complete deck exposed to the weather and sea,
which has permanent means of closing all openings in the weather part thereof,
and below which all openings in the sides of the ship are fitted with permanent
means of watertight closing.

In a ship having a discontinuous freeboard deck, the lowest line of the exposed
deck and the continuation of that line parallel to the upper part of the deck is
taken as the freeboard deck.

At the option of the owner and subject to the approval of the Administration, a
lower deck may be designated as the freeboard deck provided it is a complete
and permanent deck continuous in a fore and aft direction at least between the
machinery space and peak bulkheads and continuous athwart ships.

When a lower deck is designated as the freeboard deck, that part of the hull
which extends above the freeboard deck is treated as a superstructure so far as
concerns the application of the conditions of assignment and the calculation of
freeboard. It is from this deck that the freeboard is calculated;

- 11 -

"Garbage" means all kinds of victual, domestic and operational waste excluding
fresh fish and parts thereof, generated during the normal operation of the vessel
and liable to be disposed of continuously or periodically, except sewage
originating from vessels;

"Hazardous space" means a space or compartment in which combustible or
explosive gases or vapours are liable to accumulate in dangerous
concentrations.

“ICAO” International Civil Aviation Organization.

"ICLL" means the International Convention on Load Lines, 1966, as amended;

"IMO" means the International Maritime Organisation, a specialised agency of
the United Nations devoted to maritime affairs;

"Inflatable lifejacket" means a lifejacket complying with the requirements of the
IMO International Life-Saving Appliances Code;

“Jet A1 Fuel” Also known as kerosene. It is used as a fuel for modern jet and
turboprop engines. It consists primarily of hydrocarbon compounds, but other
additives are present to increase safety. International regulations stipulate
uniform standards for the quality and composition of kerosene.

“Landing Area” A generic term referring to any area primarily intended for the
landing or take-off of aircraft.

"Instructions for on-board maintenance" means the instructions complying with
the requirements of SOLAS III/Part B – Life Saving Appliances and
Arrangements, Regulation 36;

"Launching appliance" means a provision complying with the requirements of
the IMO International Life-Saving Appliances Code for safely transferring a
lifeboat, rescue boat, or liferaft respectively, from its stowed position to the
water and recovery where applicable;

"Length" means 96% of the total length on a waterline of a ship at 85% of the
least moulded depth measured from the top of the keel, or the length from the
fore-side of the stem to the axis of the rudder stock on that waterline, if that be
greater. In ships designed with a rake of keel the waterline on which this is
measured shall be parallel to the designed waterline;

"Lifeboat" means a lifeboat complying with the requirements of the IMO

"Lifebuoy" means a lifebuoy complying with the requirements of the IMO

"Lifejacket" means a lifejacket complying with the requirements of the IMO

"Liferaft" means a liferaft complying with the requirements of the IMO

"Line throwing appliance" means an appliance complying with the requirements
of the IMO International Life-Saving Appliances Code;

- 12 -

“LOS” Limited Obstacle Sector. The 150° sector within which obstacles may be
permitted, provided the height of the obstacles is limited.

"Low flame spread" means that the surface thus described will adequately
restrict the spread of flame, this being determined to the satisfaction of the
Administration by an established procedure;

"Machinery spaces" are all machinery spaces of category A and all other
spaces containing propelling machinery, boilers, oil fuel units, steam and
internal combustion engines, generators and major electrical machinery, oil
filling stations, refrigerating, stabilizing, ventilation and air conditioning
machinery, and similar spaces, and trunks to such spaces;

"Machinery spaces of category A" are those spaces and trunks to such spaces
which contain:

(a) internal combustion machinery used for main propulsion; or

(b) internal combustion machinery used for purposes other than main
propulsion where such machinery has in the aggregate a total power
output of not less then 375Kw; or

(c) any oil-fired boiler or oil fuel unit;

"Main source of electrical power" is a source intended to supply electrical power
to the main switchboard for distribution to all services necessary for maintaining
the ship in normal operation and habitable condition;

"Main switchboard" is a switchboard which is directly supplied by the main
source of electrical power and is intended to distribute electrical energy to the
ship's services;

"Main vertical zone" means those sections into which the hull, superstructure
and deckhouses are divided by A class divisions, the mean length of which on
any deck does not normally exceed 40 metres;

"MARPOL" means the International Convention for the Prevention of Pollution
from Ships, 1973, as amended;

"Maritime & Coastguard Agency" (MCA) means the Maritime & Coastguard
Agency, an executive agency of the United Kingdom Department for Transport;

"Merchant Shipping Notice" (MSN) means a Notice described as such and
issued by the MCA and reference to a specific Merchant Shipping Notice
includes reference to any Merchant Shipping Notice amending or replacing that
Notice which is considered by the Secretary of State to be relevant from time to
time and is specified in a Merchant Shipping Notice.

"Mile" means a nautical mile of 1852 metres;

"Motor vessel" means a vessel which is described in the register and on the
certificate of registry as such, and which has a sole means of propulsion either
one or more power units;

"Multihull vessel" means any vessel which in any normally achievable operating
trim or heel angle, has a rigid hull structure which penetrates the surface of the
sea over more than one separate or discrete area;

- 13 -

"New vessel" means a vessel to which this Code applies, the keel of which was
laid or the construction or lay up was started on or after the 16th December
1998;

"Not readily ignitable" means that the surface thus described will not continue to
burn for more than 20 seconds after removal of a suitable impinging test flame;

“OFS” Obstacle-Free Sector. The 210° sector, extending outwards to a distance
that will allow for an unobstructed departure path appropriate to the helicopter
that the landing area is intended to serve, within which no obstacles above
helideck level are permitted.

"Owner(s)/managing agent(s)" means the registered owner(s) or the owner(s)
or the managing agent(s) of the registered owner(s) or the owner(s) or owner(s)
ipso facto, as the case may be;

"Passenger" means any person carried in a ship except:

(a) a person employed or engaged in any capacity on board the ship on the
business of the ship;

(b) a person on board the ship either in pursuance of the obligation laid
upon the master to carry shipwrecked, distressed or other persons, or by
reason of any circumstances that neither the master nor the owner nor
the charterer (if any) could have prevented; and

(c) a child under one year of age;

"Passenger ship" means a ship carrying more than 12 passengers;

"Person" means a person over the age of one year;

"Pleasure vessel" means a vessel so defined by the Administration (see
National Annex);

"Position 1" means upon exposed freeboard and raised quarter decks, and
upon exposed superstructure decks situated forward of a point located a
quarter of the ship's length from the forward perpendicular;

"Position 2" means upon exposed superstructure decks situated abaft a quarter
of the ship’s length from the forward perpendicular;

"Radar transponder" means a radar transponder for use in survival craft to
facilitate location of survival craft in search and rescue operations;

"Recess" means an indentation or depression in a deck and which is
surrounded by the deck and has no boundary common with the shell of the
vessel;

"Rescue boat" means a boat complying with the requirements of the IMO
International Life-Saving Appliances Code and designed to rescue persons in
distress and for marshalling liferafts;

"Retro-reflective material" means a material which reflects in the opposite
direction a beam of light directed on it;

- 14 -

“Rocket parachute flare" means a pyrotechnic signal complying with the
requirements of the IMO International Life-Saving Appliances Code;

"Safe haven" means a harbour or shelter of any kind which affords entry,
subject to prudence in the weather conditions prevailing, and protection from
the force of the weather;

"Sailing vessel" means a vessel designed to carry sail, whether as a sole
means of propulsion or as a supplementary means;

"Sail training vessel" means a sailing vessel which, at the time, is being used
either:

a) to provide instruction in the principles of responsibility, resourcefulness,
loyalty and team endeavour and to advance education in the art of
seamanship; or

b) to provide instruction in navigation and seamanship for yachtsmen;

"Self-activating smoke signal" means a signal complying with the requirements
of the IMO International Life-Saving Appliances Code;

"Self-igniting light" means a light complying with the requirements of the IMO

"Short Range Yacht" means an existing vessel under 500GT or a new vessel
under 300GT,

• restricted to operating in forecast or actual wind of a maximum Beaufort
Force 4,and

• within 60 nautical miles of a safe haven. (The Administration may permit
operation on specified routes up to 90 nautical miles from a safe haven
as appropriate);

“SLA” Safe Landing Area. The area bounded by the perimeter line and
perimeter lighting. The construction of the OFS and LOS segments (see below)
should ensure that the main rotor will not risk conflict with obstacles when the
nose of the helicopter is butted-up to, but not projecting over, the perimeter line.
Thus the pilot, when landing in unusual circumstances, has confidence that he
can touch down provided that all wheels are within the SLA and the nose of the
helicopter is not projecting over the nearest perimeter line ahead. However,
only correct positioning over the aiming circle (see ‘Aiming Circle’ above) will
ensure proper clearance with respect to physical obstacles, provision of ground
effect, and provision of adequate passenger access/egress.

”SOLAS" means the International Convention of Safety of Life at Sea, 1974, as
amended;

"SOLAS A pack" means a liferaft emergency pack complying with the

"SOLAS B pack" means a liferaft emergency pack complying with the

- 15 -

"Standard fire test" means a test in which specimens of the relevant bulkheads,
decks or other constructions are exposed in a test furnace by a specified test
method in accordance with the IMO Fire Test Procedures Code.

"Superstructure" has the meaning given in annex I to ICLL;

"Survival craft" means a craft capable of sustaining the lives of persons in
distress from the time of abandoning the ship;

"Trainee"

A trainee SHALL:

1. Be engaged for the sole purpose of:
(a) Obtaining instruction in the principles of responsibility, resourcefulness,
loyalty and team endeavour; and/or
(b) Instruction in navigation and seamanship, marine engineering or other
shipboard related skills.
2 Be considered to form part of a ‘trainee voyage crew'; and
3 Participate in the operation of the vessel to the best of his or her ability.

A trainee SHALL NOT:

1 Be part of the crew for the purpose of safe manning or have any safety
critical duties;
2 Have any employment contract or any employment relationship with the
owner or operator of the vessel;
3 Receive any remuneration for his/her activities on board;
4 Be considered to be a seaman or seafarer; and
5 Be considered as a passenger*.

*Note – the fact that a trainee(s) may contribute towards the cost of their
welfare whilst on board should not imply that they are passengers.

The Minimum age of trainees shall be an issue for the National Marine
Administration and requirements shall be as indicated in the National Annex.

Training organisations wishing to operate training vessels carrying more than
12 trainees shall comply with the requirements of the National Marine
Administration as indicated in the National Annex.

"Training manual" with regard to life-saving appliances means a manual
complying with the requirements of SOLAS III/Part B – Life Saving Appliances
and Arrangements, Regulation 35;

"Training Vessel" Training Vessel which may be either a sailing or motor vessel,
means a vessel which is operated to provide:

a) Instruction in the principles of responsibility, resourcefulness, loyalty and
team endeavour; and/or
b) Instruction in navigation and seamanship, marine engineering or other
shipboard related skills.

The vessel must be properly and safely manned at all times, both at sea and if
necessary in port, by a sufficient number of experienced and competent
personnel to ensure that trainees are adequately supervised giving particular
consideration to the number, age and sex of the trainees.

- 16 -

All training shall be properly organised with clearly detailed objectives and
outcomes.

"Two-way VHF radiotelephone set" means a portable or a fixed VHF installation
for survival craft complying with the performance standards adopted by the IMO
contained in A.762(18) or any Resolution amending or replacing it which is
considered by the Administration to be relevant from time to time;

"Voyage" includes an excursion;

"Watertight" means capable of preventing the passage of water in any direction;

"Weather deck" means the uppermost complete weather tight deck fitted as an
integral part of the vessel's structure and which is exposed to the sea and
weather;

"Weathertight" has the meaning given in annex I of ICLL. Weathertight means
that in any sea conditions water will not penetrate into the ship;

"Wheelhouse" means the control position occupied by the officer of the watch
who is responsible for the safe navigation of the vessel;

"Window" means a ship's window, being any window, regardless of shape,
suitable for installation aboard ships;

- 17 -

3 APPLICATION AND INTERPRETATION

3.1 Application

3.1.1 The Code applies to a motor or sailing vessel of 24 metres in load line length
and over or, if built before 21 July 1968, which is of 150 tons gross tonnage and
over and which, at the time, is in commercial use for sport or pleasure and
carries no cargo and no more than 12 passengers. The Code only applies to
vessels of less than 3000GT. Sail training vessels are included in this
application.

3.1.2 Any provision of the Code expressed in the conditional (i.e. "should") shall be a
requirement.

3.1.3 Area of Operation

In general, requirements given within the Code are based on unrestricted
geographical operation however, where considered appropriate, standards for
vessels operating as Short Range Yachts have been included.

3.2 Equivalent Standards, Exemptions and Existing Vessels

3.2.1 Equivalent standards

Proposals for the application of alternative standards considered to be at least
equivalent to the requirements of the Code should be submitted to the
Administration for approval. Equivalence may be achieved by incorporating
increased requirements to balance deficiencies and thereby achieve the overall
safety standard.

3.2.2 Exemptions

Exemptions should be granted only by the Administration.

Applications for exemption should be made to the Administration and be
supported by justification for the exemption.

The granting of exemptions will be limited by the extent to which international
conventions allow and should be regarded as exceptional.

3.2.3 Existing vessels

3.2.3.1 In the case of an existing vessel which does not comply fully with the Code
safety standards but for which the Code standards are reasonable and
practicable, the Administration should give consideration to a proposal from the
owner(s)/managing agent(s) to phase in requirements within an agreed time
scale not exceeding 18 months.

3.2.3.2 When an existing vessel does not meet the Code safety standard for a
particular feature and it can be demonstrated that compliance is neither
reasonable nor practicable, proposals for alternative arrangements should be
submitted to the Administration for approval. In considering individual cases,
the Administration should take into account the vessel's service history and any
other factors which are judged to be relevant to the safety standard which can
be achieved.

3.2.3.3 Generally, repairs, alterations and refurbishments should comply with the
standards applicable to a new vessel.

- 18 -

3.2.3.4 Existing vessels not previously certified under the Code

.1 Vessels whose surveys commenced before 1st June 2006 may be
surveyed under LY1.

.2 Existing vessels under 500GT whose surveys commenced on or after
1st June 2006, should be surveyed under this Code. In such cases
where engine room insulation does not meet the required standard, an
alternative arrangement maybe considered for short range service.

.3 Existing vessels of 500GT and over whose surveys commenced on or
after 1st June 2006 but before 1st June 2008 may be certificated under
LY1, providing:

(a) a sprinkler system is installed throughout all accommodation and
service spaces, and

(b) an addressable fire detection system is installed throughout all
accommodation and service spaces, and

(c) steps are taken to reduce the spread of smoke in
accommodation escape routes.

3.3 Interpretation

Where a question of interpretation of any part of this Code arises which cannot
be resolved by a delegated authority and the owner(s)/managing agent(s) for a
vessel, a decision on the interpretation may be obtained on written application
to the Administration.

3.4 Updating the Code

The requirements of the Code will be reviewed and, if necessary revised, by the
Administration in consultation with a standing committee.

3.5 Vessels Coded under "The Code of Practice for Safety of Large
Commercial Sailing and Motor Vessels" (LY1)

Vessels coded under "The Code of Practice for Safety of Large Commercial
Sailing and Motor Vessels" (LY1) may continue to be considered under the
standards in force at the time of initial certification. However, for vessels under
500GT, compliance with section 29.2 (Safety Management) should be achieved
by 1st January 2007.

- 19 -

4 CONSTRUCTION AND STRENGTH

Objective:- The purpose of this section is to ensure that all vessels are
constructed to a consistent standard in respect of strength and watertight
integrity. New Vessels are to be built to the requirements of one of the
recognised Classification Societies listed in the National Annex and issued
with a Class Certificate. Existing Vessels which are not already Classed
should be taken into Class, however for vessels under 500GT alternative
arrangements for Short Range operation may be agreed by the
Administration. The extent of the watertight bulkheads defined in Section 4.3,
is to ensure that sufficient buoyancy is maintained by the vessel to meet the
damaged stability requirements of Section 11.

4.1 General Requirements

4.1.1 All vessels should have a freeboard deck.

4.1.2 All vessels should be fitted with a weather deck throughout the length of the
vessel and be of adequate strength to withstand the sea and weather conditions
likely to be encountered in the declared area(s) of operation.

4.1.3 The declared area(s) of operation and any other conditions which restrict the
use of the vessel at sea should be recorded on the load line certificate issued to
the vessel.

4.1.4 The choice of hull construction material affects fire protection requirements, for
which reference should be made to section 14A and 14B.

4.2 Structural Strength

4.2.1 For unlimited operation, all vessels must be classed.

4.2.2 For operation within the Short Range Yacht Category, all new vessels must be
classed.

4.2.3 Existing un-classed vessels of less than 500GT may be considered for
restricted operation within the Short Range Category.

4.2.4 Attention should be paid to local or global hull strength requirements for the
provision of ballast.

4.3 Watertight Bulkheads

Section 11 of the Code deals with subdivision and damage stability
requirements which will determine the number and positioning of watertight
bulkheads defined below.

4.3.1 Watertight bulkheads should be fitted in accordance with the following
requirements.

.1 The strength of watertight bulkheads and their penetrations, and
watertight integrity of the division should be in accordance with the
requirements of one of the Classification Societies referred to in the
National Annex.

- 20 -

.2 Generally, openings in watertight bulkheads should comply with the
standards required for passenger vessels, as defined in SOLAS
regulations II-1.

.3 Approved hinged doors may be provided for infrequently used openings
in watertight compartments, where a crew member will be in immediate
attendance when the door is open at sea. Audible & visual alarms
should be provided in the wheelhouse.

.4 Unless otherwise required by section 4.4, watertight doors in yachts
under 500GT may be approved hinged doors provided that there is an
audible and visual alarm on the Bridge indicating when the door is open.
The doors are to be kept closed at sea and marked accordingly. A time
delay for the alarm is acceptable.

.5 Procedures for the operation of watertight doors should be agreed with
the administration and posted in suitable locations. Watertight doors
should be normally closed, with the exception of sliding watertight doors
providing the normal access to frequently used living and working
spaces. Additionally when an access is unlikely to be used for lengthy
periods, the door should also be closed. All watertight doors should be
operationally tested before a ship sails and once a week.

4.4 Enclosed Compartments within the Hull and below the Freeboard Deck
provided with Access through Openings in the Hull

4.4.1 Compartment(s) below the freeboard deck, provided for recreational purposes,
oil fuelling/fresh water reception or other purposes to do with the business of
the vessel and having access openings in the hull, should be bounded by
watertight divisions without any opening (i.e. doors, manholes, ventilation ducts
or any other opening) separating the compartment(s) from any other
compartment below the freeboard deck, unless provided with sliding watertight
doors complying with 4.3.1, or for vessels under 500GT, hinged doors
complying with 4.4.2"

4.4.2 For vessels under 500GT, openings from any other compartment below the
freeboard deck may be fitted with hinged watertight doors provided;

.1 after flooding through the shell opening of the space containing the shell
opening, the resultant waterline is below the sills of the internal
openings in that space, or

.2 (a ) bilge alarms are fitted in the compartment containing the shell
opening, with a visual and audible warning on the bridge, and

(b) any hinged door opens into the compartment containing the shell
opening, and

(c) "open" door alarms, both visual and audible fitted on the bridge,
and

(d ) the door is to be fitted with a single closing mechanism, and

(e) sill height of the internal door should be higher above the design
waterline than the sill height of the shell opening.

- 21 -

4.4.2 Openings in the hull should comply with SOLAS regulation II-1/25-10 - External
openings in cargo ships. Provision should be made to ensure that doors may be
manually closed and locked in the event of power or hydraulic failure.

4.5 Rigging on Sailing Vessels

4.5.1 General

The condition of the rig should be monitored in accordance with a planned
maintenance schedule. The schedule should include, in particular, regular
monitoring of all the gear associated with safe work aloft and on the bowsprit
(see 22.3).

4.5.2 Masts and spars

4.5.2.1 Dimensions and construction materials of masts and spars should be in
accordance with the requirements or recommendations of one of the
Classification Societies referred to in 4.3.1.1 or a recognised national or
international standard.

4.5.2.2 The associated structure for masts and spars (including fittings, decks and
floors) should be constructed to effectively carry and transmit the forces
involved.

4.5.3 Running and standing rigging

4.5.3.1 Wire rope used for standing rigging (stays or shrouds) should not be flexible
wire rope (fibre rope core).

4.5.3.2 The strength of all blocks, shackles, rigging screws, cleats and associated
fittings and attachment points should exceed the breaking strain of the
associated running or standing rigging.

4.5.3.3 Chainplates for standing rigging should be constructed to effectively carry and
transmit the forces involved.

4.5.4 Sails

4.5.4.1 Adequate means of reefing or shortening sail should be provided.

4.5.4.2 Sailing vessels operating as Short Range Yachts need not carry storm canvas.

4.5.4.3 All other vessels should either be provided with separate storm sails or have
specific sails designated and constructed to act as storm canvas.

- 22 -

5 WEATHERTIGHT INTEGRITY

Objective:- This section is intended to outline standards to be achieved for
weathertight integrity. As far as is practicable, the standards of the 1966 ICLL
are to be adhered to. However, due consideration may be given to
arrangements that provide an equivalent level of safety in respect of the risks
of down flooding and green sea loading.

Virtual Freeboard Deck

For the purposes of this section only, where actual freeboard to the weather
deck exceeds that required by ICLL 66 by at least one standard superstructure
height, openings on that deck, abaft of the forward quarter, may be assumed to
be in position 2. This is to be taken, unless otherwise stated, as defined in ICLL
66.

For vessels up to 75m load line length, a standard superstructure height is to be
taken as 1.8m. For vessels over 125m load line length, this is to be taken as
2.3m. Superstructure heights for vessels of intermediate lengths should be
obtained by interpolation.

5.1 Hatchways and Skylight Hatches

5.1.1 General requirements

5.1.1.1 All openings leading to spaces below the weather deck not capable of being
closed weathertight, must be enclosed within either an enclosed superstructure
or a weathertight deckhouse of adequate strength meeting with the
requirements of the Load Line Assigning Authority.

5.1.1.2 All exposed hatchways which give access from position 1 and position 2 are to
be of substantial weathertight construction and provided with efficient means of
closure. Weathertight hatch covers should be permanently attached to the
vessel and provided with adequate arrangements for securing the hatch closed.

5.1.1.3 Hatches which are designated for escape purposes should be provided with
covers which are to be openable from either side and in the direction of escape
they are to be openable without a key. All handles on the inside are to be non
removable. An escape hatch should be readily identified and easy and safe to
use, having due regard to its position.

5.1.2 Hatchways which are open at sea

In general, hatches should be kept closed at sea. However, hatchways which
may be kept open for access at sea are to be as small as practicable (a
maximum of 1 square metre in clear area), and fitted with coamings of at least
300mm in height in positions 1 and 2 Hatchways should be as near to the
centreline as practicable, especially on sailing vessels. Covers of hatchways
are to be permanently attached to the hatch coamings and, where hinged, the
hinges are to be located on the forward side.

5.2 Doorways and Companionways

5.2.1 Doorways located above the weather deck

- 23 -

5.2.1.1 External doors in deckhouses and superstructures that give access to spaces
below the weather deck, are to be weathertight and door openings should have
coaming heights of at least:

Location Unrestricted Yachts Short Range Yachts
A 600mm 300mm
B 300mm 150mm
C 150mm 75mm

Location A The door is in the forward quarter length of the vessel and is
used when the vessel is at sea.

Location B The door is in an exposed forward facing location aft of the
forward quarter length.

Location C The door is in a protected location aft of the forward quarter
length, or an unprotected door on the first tier deck above the
weather deck.

5.2.1.2 Weathertight doors should be arranged to open outwards and when located in a
houseside, be hinged at the forward edge. Alternative closing arrangements
will be considered providing it can be demonstrated that the efficiency of the
closing arrangements and their ability to prevent the ingress of water will not
impair the safety of the vessel.

5.2.1.3 An access door leading directly to the engine room from the weather deck
should befitted with a coaming of height of at least;

Position 1 600mm 450mm
Position 2 380mm 200mm
5.2.1.4 Coaming height, construction and securing standards for weathertight doors
which are provided for use only when the vessel is in port or at anchor in calm
sheltered waters and are locked closed when the vessel is at sea, may be
considered individually.

5.2.2 Companion hatch openings

5.2.2.1 Companionway hatch openings which give access to spaces below the weather
deck should be fitted with a coaming, the top of which is at least 300mm above
the deck, or 150mm in the case of Short Range Yachts.

5.2.2.2 Washboards may be used to close the vertical opening. When washboards are
used, they should be so arranged and fitted that they will not be dislodged
readily. Whilst stowed, provisions are to be made to ensure that they are
retained in a secure location.

5.2.2.3 The maximum breadth of an opening in a companion hatch should not exceed 1
metre.

5.3 Skylights

5.3.1 All skylights should be of efficient weathertight construction and should be
located on or as near to the centreline of the vessel as practicable.

- 24 -

5.3.2 If they are of the opening type they should be provided with efficient means
whereby they can be secured in the closed position.

5.3.3 Skylights which are designated for escape purposes should be openable from
either side, and in the direction of escape they are to be openable without a
key. All handles on the inside are to be non-removable. An escape skylight
should be readily identified and easy and safe to use, having due regard to its
position.

5.3.4 The skylight glazing material and its method of securing within the frame should
meet an appropriate national or international standard. Recognised
Classification Society rules for "ships" are considered to meet these
requirements. Where a recognised Classification Society produces alternative
rules for "pleasure vessels" or "yachts", these are considered appropriate for
Short Range Yachts.

A minimum of one portable cover for each size of glazed opening should be
provided which can be accessed rapidly and efficiently secured in the event of a
breakage of the skylight.

5.4 Portlights

5.4.1 Portlights should be of strength appropriate to location in the vessel and meet
an appropriate national or international standard. Recognised Classification
Society rules for “ships" are considered to meet these requirements. Where a
recognised Classification Society produces alternative rules for "pleasure
vessels" or "yachts", these are considered appropriate for Short Range Yachts.
With regard to structural fire protection, the requirements for the construction of
certain portlights should meet the requirements of Section 14A and 14B.

5.4.2 In general, all portlights fitted in locations protecting openings to spaces below
the weather deck or fitted in the hull of the vessel should be provided with a
permanently attached deadlight which is to be capable of securing the opening
watertight in the event of a breakage of the portlight glazing. Proposals to fit
portable deadlights will be subject to special consideration and approval by the
Administration, having regard for the location of the portlights and the ready
availability of deadlights. Consideration should be given to the provision of
operational instructions to the Master as to when deadlights must be applied to
portlights.

5.4.3 Portlights fitted in the hull of the vessel below the level of the freeboard deck
should be either non-opening or of a non-readily openable type and be in
accordance with a standard recognised by the Administration. The lower edge
of the portlights should be at least 500mm or 2.5% of the breadth of the vessel,
whichever is the greater, above the all-seasons load line assigned to the vessel.
Portlights of the non-readily opening type must be secured closed when the
vessel is in navigation and indication provided on the bridge that they are
closed.

5.4.4 Portlights should not be fitted in the hull in the way of the machinery space.

5.5 Windows

5.5.1 Windows should be of strength appropriate to their location in the vessel and
meet the requirements of BSMA 25 or equivalent international standard.
Recognised Classification Society rules for "ships" are considered to meet
these requirements.

- 25 -

Where a recognised Classification Society produces alternative rules for
"pleasure vessels" or "yachts", these are considered appropriate for Short
Range Yachts With regard to structural fire protection, the requirements for the
construction of certain windows should meet the requirements of 14A and 14B.

5.5.2 For all vessels where the glazing material, glazing thickness, or fixing of the
windows does not meet the requirements of a recognised standard, windows
may be tested, to the satisfaction of the Administration, at a minimum of 4 times
the required design pressure derived from an appropriate national or
international standard. Additionally, as a minimum, calculated thicknesses
should meet Classification Society requirements for pleasure vessels or yachts.
For windows fitted with storm shutters, see 5.5.6, or for Short Range Yachts,
test pressures may be reduced to 2.5 times the derived design pressure.

5.5.3 When using BSMA 25 or equivalent, the following minimum design heads may
be assumed when determining design head pressure.
First tier unprotected fronts 4.5 + L/100metres
Second tier unprotected fronts 3.5 metres
Elsewhere 1.5 metres

5.5.4 In general, windows fitted in superstructures or weathertight deckhouses are to
be substantially framed and efficiently secured to the structure. The glass is to
be of the toughened safety glass type.

5.5.5 Where chemically toughened safety glass is used, windows are to be of the
laminated type, the minimum depth of chemical toughening to be 30 microns on
exposed faces. Regular inspections of the windows, with particular reference to
the surface condition, should form part of the operational procedures and
annual survey by a Classification Society.

5.5.6 In general, windows should not be fitted in the main hull below the level of the
freeboard deck. Proposals to fit windows in the main hull below the level of the
freeboard deck will be subject to special consideration and approval by the
Administration, having regard for the location and strength of the windows and
their supporting structure and, the availability of strong protective covers for the
windows. One item of the special consideration should be operational
instructions to the Master as to when the strong protective covers must be
applied to windows.

5.5.7 For all vessels, other than Short Range Yachts, storm shutters are required for
all windows in the front and sides of first tier and front windows of the second
tier of superstructures or weathertight deckhouses above the freeboard deck.
Where windows are of laminated construction and their equivalent toughened
safety glass thickness exceeds the requirements of the applied standard by a
minimum of 30%, storm shutters need not be carried, but a blanking plate(s) is
to be provided so that any window opening may be sealed in the event of glass
failure. When storm shutters are interchangeable port and starboard, a
minimum of 50% of each size should be provided.

5.5.8 Side and front windows to the navigating position should not be constructed of
polarised tinted glass. (See Section 18.2.3)

5.6 Ventilators and Exhausts

5.6.1 Adequate ventilation is to be provided throughout the vessel. The
accommodation is to be protected from the entry of gas and/or vapour fumes
from machinery, exhaust and fuel systems.

- 26 -

5.6.2 Ventilators are to be of efficient construction and provided with permanently
attached means of weathertight closure. Generally, ventilators serving any
space below the freeboard deck or an enclosed superstructure should have a
coaming of minimum height of:

Forward quarter length 900mm 450mm
Elsewhere 760mm 380mm

5.6.3 Ventilators should be kept as far inboard as practicable and the height above
the deck of the ventilator opening should be sufficient to prevent the ingress of
water when the vessel heels.

5.6.4 The ventilation of spaces such as the machinery space, which must remain
open, requires special attention with regard to the location and height of the
ventilation openings above the deck, taking into account the effect of down
flooding angle on stability standard. (See section 11.)

The means of closure of ventilators serving the machinery space should be
selected with regard to the fire protection and extinguishing arrangements
provided in the machinery space.

5.6.5 Engine exhaust outlets which penetrate the hull below the freeboard deck
should be provided with means to prevent back flooding into the hull through a
damaged exhaust system. For vessels operating on unrestricted service a
positive means of closure should be provided. The system should be of
equivalent construction to the hull on the outboard side of the closure. For Short
Range Yachts, where the fitting of a positive closure is not practicable, the
exhaust should be looped up above the waterline on the outboard side of the
system, to a minimum height of 1000mm, and be of equivalent construction to
the hull.

5.7 Air Pipes

5.7.1 Air pipes serving fuel and other tanks should be of efficient construction and
provided with permanently attached means of weathertight closure. Means of
closure may be omitted if it can be shown that the open end of an air pipe is
afforded adequate protection by other structure(s) which will prevent the ingress
of water.

5.7.2 Where located on the weather deck, air pipes should be kept as far inboard as
practicable and be fitted with a coaming of sufficient height to prevent
inadvertent flooding. Generally, air pipes to tanks should have a minimum
coaming height of:
On weather deck 760mm 380mm
Elsewhere 450mm 225mm

5.7.3 Air pipes to fuel tanks should terminate at a height of not less than 760mm
above either, the top of the filler pipe for a gravity filling tank or, the top of the
overflow tank for a pressure filling tank.

- 27 -

5.8 Scuppers, Sea Inlets and Discharges

The standards of ICLL should be applied to every discharge led through the
shell of the vessel as far as it is reasonable and practicable to do so, and in any
case, all sea inlet and overboard discharges should be provided with efficient
shut-off valves arranged in positions where they are readily accessible at all
times.

5.9 Materials for Valves and Associated Piping

5.9.1 Valves which are fitted below the waterline should be of steel, bronze or other
material having a similar resistance to impact, fire and corrosion. Non metallic
valves will not normally be considered equivalent.

5.9.2 The associated piping should, in areas as indicated above, be of steel, bronze,
copper or other equivalent material. Non metallic valves will not normally be
considered equivalent.

5.9.3 Where the use of plastic piping is proposed, it will be considered and full details
of the type of piping, its intended location, and use, should be submitted for
approval; with regard to watertight integrity, any plastic piping should be above
the waterline. Due regard should be paid to the IMO Fire Test Procedures
Code.

5.9.4 The use of flexible piping in any location should be kept to a minimum
compatible with the essential reason for its use. Flexible piping and the means
of joining it to its associated hard piping system should be approved as fit for
the purpose.

5.10 General Equivalence

Where vessels cannot fully comply with the requirements of this section,
equivalent arrangements may be considered by the Administration. Such
proposals should take into account the following, although this should not be
considered as an exhaustive list:

• Openings to be kept closed at sea
• Enhanced Bilge Pumping capacity and additional bilge alarms
• Compliance with damage stability if not already a requirement (see
Section 11)
• Provision of dorade boxes or baffle systems to prevent direct ingress of
water
• Alternative ventilation for use in bad weather
• Consideration of downflooding angle and reduced risk of green sea
loads, i.e. protected position
• Enhanced survey inspection regime
• Operational Limitations

- 28 -

6 WATER FREEING ARRANGEMENTS

Objective:- This section provides for consideration of the risks of green
water being shipped aboard and the resulting consequences with respect to
the vessels stability and safety of personnel on deck.

6.1 The standards for water freeing arrangements should comply with ICLL as far
as it is reasonable and practicable to do so.

In any case the intention should be to achieve a standard of safety which is at
least equivalent to the standard of ICLL.

Additionally, where a well is created on each side of the vessel between a
superstructure or deckhouse, and the bulwark in way of that superstructure or
deck house, the following formula may be used to determine the required
freeing port areas on each side of the vessel for the well concerned:

FPREQ = 0.28 x Aw/ B

Where;

FPREQ = Freeing port area required

Aw = Area of well in way of superstructure or deckhouse

B = Full beam at deck,

On sailing vessels, where the solid bulwark height does not exceed 150mm,
specific freeing ports, as defined above, are not required.

6.2 In individual cases, when the Administration considers that the requirements of
ICLL cannot be met, the Administration may consider and approve alternative
arrangements to achieve adequate safety standards. Freeing arrangements
may take account of a reduced permeability and volume of the well, when
compared to a full size well.

For Short Range Yachts it is considered that the requirement for freeing port
area for a forward or after well may be reduced by a form factor equal to the
ratio of (actual area well) divided by (length of well x breadth of well).
Dimensions should be taken at half height of the bulwark. This may be reduced
by 50% providing it can be shown that the intact stability of the yacht remains
acceptable if the well is flooded to any level up to the bulwark height and that
area provided will allow the well to drain in less than 3 minutes.

- 29 -

In considering an individual case, the Administration will take into account the
vessels past performance in service and the declared area(s) of operation and
any other conditions which restrict the use of the vessel at sea which will be
recorded on the load line certificate issued to the vessel. (See section 4.1.3.)

6.3 Recesses

6.3.1 Any recess in the weather deck should be of weathertight construction and
should be self draining under all normal conditions of heel and trim of the
vessel.

A swimming pool or spa bath, open to the elements, should be treated as a
recess.

6.3.2 The means of drainage provided should be capable of efficient operation when
the vessel is heeled to an angle of 10º in the case of a motor vessel (see
10A.2), and 30º in the case of a sailing vessel.

The drainage arrangements should have the capability of draining the recess
(when fully charged with water) within 3 minutes when the vessel is upright and
at the load line draught. Means should be provided to prevent the backflow of
sea water into the recess.

6.3.3 When it is not practical to provide drainage which meets the requirements of
6.3.2,alternative safety measures may be proposed for approval by the
Administration. Where the above requirements for quick drainage cannot be
met, the effect on intact and damage stability should be considered taking into
account the mass of water and its free surface effect.

- 30 -

7A MACHINERY - VESSELS OF LESS THAN 500GT

Objective:- This section outlines the minimum requirements for machinery,
which are to be in accordance with the requirements of one of the
Classification Societies defined in the National Annex and should cover the
minimum aspects defined below, even if the machinery is not considered the
primary means of propulsion. Existing Vessels which are not already
Classed should be taken into Class, however alternative arrangements for
Short Range operation may be agreed by the Administration.

7A.1 General Requirements
7A.1.1 The machinery and it’s installation should, in general, meet with the
requirements of one of the Classification Societies named in the National
Annex. The Class Survey or Notation should include, as a minimum,
propulsion and electrical generation machinery and shafting. For existing and
new vessels which operate with periodically unattended machinery spaces,
the machinery and it’s installation should meet the standards of SOLAS
regulations II-1/Part E - “Additional requirements for periodically unattended
machinery spaces, so far as is reasonable and practicable to do so”.
Plastic piping may be accepted where the piping and the arrangements for its
use meet the requirements of the IMO Fire Test Procedures Code.
7A.1.2 The requirements for main propulsion are based upon the installation of
diesel powered units. When other types of main propulsion are proposed, the
arrangements and installation should be specially considered. Where gas
turbines are to be fitted, attention should be paid to the guidance contained
within the IMO High-Speed Craft Code, and installation is to be to the
satisfaction of the Administration.

7A.1.3 Notwithstanding the requirements of paragraph 7A.1.1, in a fuel supply
system to an engine unit, where a flexible section of piping is provided,
connections should be of a screw type or equivalent approved type. Flexible
pipes should be fire resistant/metal reinforced. Materials and fittings should
be of a suitable recognised national or international standard.
7A.2 Installation
7A.2.1 Notwithstanding the requirements referred to in 7A.1, the machinery, fuel
tanks and associated piping systems and fittings should be of a design and
construction adequate for the service for which they are intended, and should
be so installed and protected as to reduce to a minimum any danger to
persons during normal movement about the vessel, with due regard being
made to moving parts, hot surfaces, and other hazards.
7A.2.2 Means should be provided to isolate any source of fuel which may feed a fire
in an engine space. A fuel shut-off valve(s) should be provided which is
capable of being closed from a position outside the engine space. The
valve(s) should be fitted as close as possible to the fuel tank(s).
7A.2.3 All external high-pressure fuel delivery lines between the high pressure fuel
pumps and fuel nozzles should be protected with a jacketed tubing system
capable of containing fuel resulting from a high-pressure line failure. The
jacketed tubing system should include means for collection of leakage and
arrangements should be provided for an alarm to be given in the event of a
fuel line failure.
7A.2.4 When a glass fuel level gauge is fitted it should be of the "flat glass" type with
self closing valves between the gauge and the tank.

- 31 -

7B MACHINERY - VESSELS OF 500GT AND OVER

Objective:- This section outlines the minimum requirements for machinery,
Classification Societies defined in the National Annex. The Class Notation
should cover the minimum aspects defined within this chapter even if the
machinery is not considered the primary means of propulsion.

7B.1 For existing and new vessels the machinery and its installation should meet the
requirements of one of the Classification Societies and of SOLAS regulations II-
1/Part C Machinery installations and II-1/Part E - Additional requirements for
periodically unattended machinery spaces, so far as is reasonable and
practicable to do so.
7B.2 In any case the intention should be to achieve a standard of safety which is at
least equivalent to the standard of SOLAS. Equivalence may be achieved by
incorporating increased requirements to balance deficiencies and thereby
achieve the required overall standard.
7B.3 Where gas turbines are to be fitted, attention should be paid to the guidance
contained within the IMO High-speed Craft Code, and installation is to be to the

- 32 -

8A ELECTRICAL INSTALLATIONS - VESSELS OF LESS THAN 500GT

Objective:- This section outlines the minimum requirements for electrical
installations, which are to be in accordance with the requirements of one of
the Classification Societies defined in the National Annex, and should cover
the minimum aspects defined below. For sailing vessels, this should also
cover the elements necessary to ensure safety of the vessel including
control of the sails, where appropriate. Existing Vessels which are not
already Classed should be taken into Class, however alternative
arrangements for Short Range operation may be agreed by the
Administration.

8A.1 Installation
8A.1.1 Particular attention should be paid to the provision of overload and short
circuit protection of all circuits, except engine starting circuits supplied from
batteries.

8A.1.2 Electrical devices working in potentially hazardous areas, into which
petroleum vapour or other hydrocarbon gas may leak, should be of a type
certified safe for the hazard.
8A.2 Lighting
8A.2.1 Lighting circuits, including those for emergency lighting, should be distributed
through the spaces so that a total blackout cannot occur due to failure of a
single protective device

8A.2.2 An emergency source of lighting should be provided which should be
independent of the general lighting system. This source should be sufficient
for up to 3 hours duration and should include navigation light supplies. The
lighting is to provide sufficient lighting for personnel to escape from the
accommodation or working spaces to their muster station, and launch and
board survival craft. Additionally, this light, supplemented by torches, should
be sufficient to permit emergency repairs to machinery, etc. The emergency
source of power should be independent of the main power supply, external to
the engine room, and with separate distribution.
8A.3 Batteries
Batteries of a type suitable for marine use and not liable to leakage should be
used. Areas in which batteries are stowed should be provided with adequate
ventilation to prevent an accumulation of gas which is emitted from batteries of
all types. Reference should also be made to Section 14.1.5.

- 33 -

8B ELECTRICAL INSTALLATIONS - VESSELS OF 500GT AND OVER

Objective:- This section outlines the minimum requirements for electrical,
installations which are to be in accordance with the requirements of one of the
Classification Societies defined in the National Annex, and should cover the
minimum aspects defined below. For sailing vessels, this should also cover
the elements necessary to ensure safety of the vessel including control of the
sails, where appropriate.

8B.1 The electrical equipment and it’s installation should meet the standards of
SOLAS regulations II-1/Part D - Electrical installations and II-1/Part E -
Additional requirements for periodically unattended machinery spaces, where
appropriate, so far as it is reasonable and practicable to do so.

8B.2 The emergency generator, if fitted, should be located above the uppermost
continuous deck but may be located below this deck provided it is protected
from the effects of fire and flooding. In all cases, the emergency generator
should be separated from main generators and main switchboard by a division
capable of ensuring its continued operation. The emergency generator should
be readily accessible from the open deck.

- 34 -

9A STEERING GEAR - VESSELS OF LESS THAN 500GT

Objective:- This section outlines the minimum requirements for steering gear,
which are to be in accordance with the requirements of a recognised
Classification Society. The Class Notation or Survey should cover the
minimum aspects defined within this chapter. Due regard is to be paid to the
requirements for emergency steering.

The steering gear and its installation should, in general, meet with the
requirements of one of the Classification Societies named in the National
Annex.
In the event that the above requirements cannot be met on an existing vessel,
the Administration may be requested to consider and approve alternative
arrangements to achieve adequate safety standards.
9A.2 Vessels should be provided with means for directional control of adequate
strength and suitable design to enable the heading and direction of travel to be
effectively controlled at all operating speeds. When appropriate to the safe
steering of the vessel, the steering gear should be power operated in
accordance with the requirements of the Administration.

9A.3 When the steering gear is fitted with remote control, arrangements should be
made for emergency steering in the event of a failure of such control.

- 35 -

9B STEERING GEAR - VESSELS OF 500GT AND OVER

Objective:- This section outlines the minimum requirements for steering gear,
which are to be in accordance with the requirements a recognised
Classification Society. The Class Notation should cover the minimum aspects
defined within this chapter. Due regard is to be paid to the requirements for
emergency steering.

9B.1 For existing and new vessels, the steering gear and its installation should meet
the standards of SOLAS regulations II-1/Part C - Machinery installations, so far
as it is reasonable and practicable to do so.
9B.2 In any case, the intention should be to achieve a standard of safety which is at

- 36 -

10A BILGE PUMPING - VESSELS OF LESS THAN 500GT

Objective:- This section outlines the minimum requirements for bilge
pumping, which are to be in accordance with the requirements of a
recognised Classification Society. The Class Notation should cover the
minimum aspects defined within this chapter. The principle objective of this
section is that in the event of one compartment being flooded, which may or
not be the engine room, there is an ability to control any leakage to adjacent
compartments.

The bilge pumping equipment and its installation should, in general, meet with
the requirements of a recognised Classification Society. Either the vessel
should be in class or a statement of compliance issued by one of the Societies
should be provided to the Administration

In the event that the above requirements cannot be met on an existing vessel,
the Administration may be requested to consider alternative arrangements to
achieve adequate safety standards.
10A.2 All vessels should be provided with at least two fixed and independently
powered pumps, with suction pipes so arranged that any compartment can be
effectively drained when the vessel is heeled to an angle of 10º. For Short
Range Yachts, the second pump and suction pipes may be portable.
10A.3 The location of pumps, their individual power supplies and controls, including
those for bilge valves, should be such that in the event of any one
compartment being flooded another pump is available to control any leakage
to adjacent compartments.
10A.4 Each bilge pump suction line should be fitted with an efficient strum box.
10A.5 In the case of a vessel where the propulsion machinery space may be
unmanned at any time, a bilge level alarm should be fitted. The alarm should
provide an audible and visual warning in the Master's cabin and in the
wheelhouse. The audible and visual alarm may be accepted elsewhere if it is
considered that such a location may be more appropriate.

10A.6 Pumping and piping arrangements for bilges into which fuel or other oils of
similar or higher fire risk could collect, under either normal or fault conditions,
should be kept clear of accommodation spaces and separate from
accommodation bilge systems. Bilge level alarms meeting the requirements of
10A.5 should be fitted to all such bilges.

- 37 -

10B BILGE PUMPING - VESSELS OF 500GT AND OVER

Objective:- This section outlines the minimum requirements for bilge pumping,
Classification Societies defined in section 3. The Class Notation should cover
the minimum aspects defined within this chapter. The principle objective of
this section is that in the event of one compartment being flooded, which may
or not be the engine room, there is an ability to control any leakage to
adjacent compartments.

For all vessels, the bilge pumping and its installation should as a minimum meet
the cargo vessel standards of SOLAS regulations II-1/Part B - Subdivision and
stability Regulation 21.

In any case, the intention should be to achieve a standard of safety which is at

A minimum of two pumps should be provided. The capacity of the pumps and
the size of the bilge main and branches should meet the capacity requirements
for passenger ships contained in SOLAS.

In addition the minimum requirements for vessels of less than 500GT contained
at section 10A, should also be met.

- 38 -

11 STABILITY

Objective:- This section outlines the minimum requirements for intact and
damage stability. For vessels less than 85m Load Line length, a minor
damage methodology is adopted in which damage is assumed not to occur on
any bulkhead, deck, or other watertight boundary.

11.1 General

11.1.1 This section deals with the standards for both intact and damage stability.

11.1.2 An intact stability standard proposed for assessment of a vessel type not
covered by the standards defined in the Code should be submitted to the
Administration for approval at the earliest opportunity.

11.1.3 If used, permanent ballast should be located in accordance with a plan
approved by the Administration and in a manner that prevents shifting of
position. Permanent ballast should not be removed from the ship or relocated
within the ship without the approval of the Administration. Permanent ballast
particulars should be noted in the ship’s stability booklet. Attention should be
paid to local or global hull strength requirements from the point of view of the
fitting of additional ballast.

11.2 Intact Stability Standards

11.2.1 Motor vessels

11.2.1.1 Monohull Vessels

The curves of statical stability for seagoing conditions should meet the following
criteria:

.1 the area under the righting lever curve (GZ curve) should not be less
than 0.055 metre-radians up to 30º angle of heel and not less than 0.09
metre-radians up to 40º angle of heel, or the angle of downflooding, if
this angle is less;

.2 the area under the GZ curve between the angles of heel of 30º and 40º
or between 30º and the angle of downflooding if this is less than 40º,
should not be less than 0.03 metre-radians;

.3 the righting lever (GZ) should be at least 0.20 metres at an angle of heel
equal to or greater than 30º;

.4 the maximum GZ should occur at an angle of heel of preferably
exceeding 30º but not less than 25º;

.5 after correction for free surface effects, the initial metacentric height
(GM) should not be less than 0.15 metres; and

.6 In the event that the vessels intact stability standard fails to comply with
the criteria defined in .1 to .5 the Administration may be consulted for the
purpose of specifying alternative but equivalent criteria.

- 39 -

11.2.1.2 Monohull Vessels operating as Short Range Yachts

Where Short Range Yachts are unable to meet the criteria above, the following
criteria may be used:

than 0.07 metre-radians up to 15º angle of heel, when maximum GZ
occurs at 15°, and
0.055 metre-radians up to 30º angle of heel, when maximum GZ occurs
at 30º or above. Where the maximum GZ occurs at angles of between
15º and 30º, the corresponding area under the GZ curve, Areq should be
taken as follows:-

Areq = 0.055 +0.001(30º -θmax) metre.radians

where θmax is the angle of heel, in degrees, where the GZ curve reaches
its maximum.

.2 the area under the GZ curve between the angles of heel of 30º and 40º

equal to or greater than 30º;

.4 the maximum GZ should occur at an angle of heel not less than 15º;

.5 after correction for free surface effects, the initial metacentric height
(GM) should not be less than 0.15 metres.

11.2.1.3 Multi-hulls

The curves of statical stability for seagoing conditions should meet the following
criteria:

than 0.075 metre-radians up to an angle of 20º when the maximum
righting lever (GZ) occurs at 20º and, not less than 0.055 metre-radians
up to an angle of 30º when the maximum righting lever (GZ) occurs at
30º or above. When the maximum GZ occurs at angles between 20º and
30º the corresponding area under the GZ curve, Areq should be taken as
follows:-

Areq = 0.055 + 0.002(300 -θmax) metre.radians;

where θmax is the angle of heel in degrees where the GZ curve
reaches its maximum.

.2 the area under the GZ curve between the angles of heel of 30º and 40º,

where it reaches its maximum;

- 40 -

.4 the maximum GZ should occur at an angle of heel not less than 20º;

.5 after correction for free surface effects, the initial metacentric height (GM)
should not be less than 0.15 metres; and

.6 if the maximum righting lever (GZ) occurs at an angle of less than 20º
approval of the stability should be considered by the Administration as a special
case.

11.2.1.4 For the purpose of assessing whether the stability criteria are met, GZ curves
should be produced for the loading conditions applicable to the operation of the
vessel.

11.2.1.5 Superstructures

11.2.1.5.1 The buoyancy of enclosed superstructures complying with regulation 3(10)(b) of
the ICLL may be taken into account when producing GZ curves.

11.2.1.5.2 Superstructures, the doors of which do not comply with the requirements of
regulation 12 of ICLL , should not be taken into account.

11.2.1.6 High Speed Vessels

In addition to the criteria above designers and builders should address the
following hazards which are known to affect vessels operating in planing modes
or those achieving relatively high speeds:

.1 directional instability, often coupled to roll and pitch instabilities;

.2 bow diving of planing vessels due to dynamic loss of longitudinal stability
in calm seas;

.3 reduction in transverse stability with increasing speed in monohulls;

.4 porpoising of planing monohulls being coupled with pitch and heave
oscillations;

.5 generation of capsizing moments due to immersion of chines in planing
monohulls (chine tripping).

11.2.2 Sailing vessels

11.2.2.1 Monohulls

.1 Curves of statical stability (GZ curves) for at least the Loaded Departure
with 100% consumables and the Loaded Arrival with 10% consumables
should be produced.

.2 The GZ curves required by .1 should have a positive range of not less
than 90º.For vessels of more than 45m, a range of less than 90º may be
considered but may be subject to agreed operational criteria .

.3 In addition to the requirements of .2, the angle of steady heel should be
greater than 15 degrees (see figure). The angle of steady heel is
obtained from the intersection of a "derived wind heeling lever" curve
with the GZ curve required by .1.

- 41 -

00 >150 θf 900
Heel Angle (0)
Noting that:

WLO= is the magnitude of the actual wind heeling lever at 0º which would
cause the vessel to heel to the 'down flooding angle' θf or 60º whichever
is least.

GZf = is the lever of the vessel's GZ at the down flooding angle (θf) or 60º
whichever is least.

θd = is the angle at which the 'derived wind heeling' curve intersects the GZ
curve. (If θd is less than 15º the vessel will be considered as having
insufficient stability for the purpose of the Code).

θf = the 'down-flooding angle' is the angle of heel causing immersion of the
lower edge of openings having an aggregate area, in square metres,
greater than:-
Δ
= where Δ = vessels displacement in tonnes
1500

All regularly used openings for access and for ventilation should be considered
when determining the downflooding angle. No opening regardless of size which
may lead to progressive flooding should be immersed at an angle of heel of less
than 40°. Air pipes to tanks can, however, be disregarded.

If, as a result of immersion of openings in a superstructure, a vessel cannot
meet the required standard, those superstructure openings may be ignored and
the openings in the weather deck used instead to determine θf. In such cases
the GZ curve should be derived without the benefit of the buoyancy of the
superstructure.

- 42 -

It might be noted that provided the vessel complies with the requirements of
11.2.2.1.1, 11.2.2.1.2 and 11.2.2.1.3 and is sailed with an angle of heel which is
no greater than the’ derived angle of heel', it should be capable of withstanding
a wind gust equal to 1.4 times the actual wind velocity (i.e. twice the actual wind
pressure) without immersing the’ down-flooding openings', or heeling to an
angle greater than 60°.

11.2.2.2 Multi-hull

.1 Curves of statical stability in both roll and pitch shall be prepared for at
least the Loaded Arrival with 10% consumables. The VCG shall be
obtained by one of the three methods listed below:

.1 inclining of complete craft in air on load cells, the VCG being
calculated from the moments generated by the measured forces,
or

.2 separate determination of weights of hull and rig (comprising
masts and all running and standing rigging), and subsequent
calculation assuming that the hull VCG is 75% of the hull depth
above the bottom of the canoe body, and that the VCG of the rig
is at half the length of the mast (or a weighted mean of the
lengths of more than one mast), or

.3 a detailed calculation of the weight and CG position of all
components of the vessel, plus a 15% margin of the resulting
VCG height above the underside of canoe body.

.2 if naval architecture software is used to obtain a curve of pitch restoring
moments, then the trim angle must be found for a series of longitudinal
centre of gravity (LCG) positions forward of that necessary for the
design waterline. The curve can then be derived as follows:

GZ in pitch = CG’ x cos (trim angle)

-1
trim angle = tan

where: CG’= shift of
LCG forward of that required for design trim, measured
parallel to baseline
TFP= draught at forward perpendicular
TAP= draught at aft perpendicular
LBP= length between perpendiculars

Approximations to maximum roll or pitch moments are not acceptable.

- 43 -

.3 Data shall be provided to the user showing the maximum advised mean
apparent wind speed appropriate to each combination of sails, such
wind speeds being calculated as the lesser of the following:

LM R
vW = 1.5
A'S h cos φ R + AD b

or

LM P
vW = 1.5
A'S h cos φ P + AD b

where
vW = maximum advised apparent wind speed (knots)

LMR = maximum restoring moment in roll (N.m)

LMP = limiting restoring moment in pitch (N.m), defined as the pitch
restoring moment at the least angle of the following:

a) angle of maximum pitch restoring moment, or

b) angle at which foredeck is immersed

c) 10º from design trim

A’S = area of sails set including mast and boom (square metres)

h = height of combined centre of effort of sails and spars above the waterline

φR = heel angle at maximum roll righting moment (in conjunction with LMR)

φP = limiting pitch angle used when calculating LMP (in conjunction with LMP)

AD = plan area of the hulls and deck (square metres)

b = distance from centroid of AD to the centreline of the leeward hull

This data shall be accompanied by the note:

In following winds, the tabulated safe wind speed for each sail combination should be
reduced by the boat speed.

- 44 -

.4 If the maximum safe wind speed under full fore-and-aft sail is less than
27 knots, it shall be demonstrated by calculation using annex D of ISO
12217-2 (2002) that, when inverted and/or fully flooded, the volume of
3
buoyancy, expressed in cubic metres (m ), in the hull, fittings and
equipment is greater than:

1.2 x (fully loaded mass in tonnes)

thus ensuring that it is sufficient to support the mass of the fully loaded
vessel by a margin. Allowance for trapped bubbles of air (apart from
dedicated air tanks and watertight compartments) shall not be included.

.5 The maximum safe wind speed with no sails set calculated in
accordance with .3 above should exceed 36 knots. For Short Range
Yachts this wind speed should exceed 32 knots.

.6 Trimarans used for unrestricted operations should have sidehulls each
having a total buoyant volume of at least 150% of the displacement
volume in the fully loaded condition.

.7 The stability information booklet shall include information and guidance
on:

.1 the stability hazards to which these craft are vulnerable, including
the risk of capsize in roll and/or pitch;
.2 the importance of complying with the maximum advised apparent
wind speed information supplied;
.3 the need to reduce the tabulated safe wind speeds by the vessel
speed in following winds;
.4 the choice of sails to be set with respect to the prevailing wind
strength, relative wind direction, and sea state;
.5 the precautions to be taken when altering course from a following
to a beam wind.

.8 In vessels required to demonstrate the ability to float after inversion
(according to .3 above), an emergency escape hatch shall be fitted to
each main inhabited watertight compartment such that it is above both
upright and inverted waterlines.

11.3 Damage Stability

The following requirements are applicable to all vessels, other than those
operating as Short Range Yachts. Whilst Short Range Yachts are not required
to meet the damage stability criteria defined above, ultimate survivability after
minor damage or flooding is recommended.

It should be noted that compliance with the damage stability criteria is not
required for vessels that obtain full compliance with the ICLL conditions of
assignment.

11.3.1 The watertight bulkheads of the vessel should be so arranged that minor hull
damage that results in the free flooding of any one compartment, will cause the
vessel to float at a waterline which, at any point, is not less than 75mm below
the weather deck, freeboard deck, or bulkhead deck if not concurrent.

11.3.2 Minor damage should be assumed to occur anywhere in the length of the
vessel, but not on a watertight bulkhead.

- 45 -

11.3.3 Standard permeabilities should be used in this assessment, as follows:
Space Percentage Permeability
Stores 60
Stores but not a substantial 95
quantity thereof
Accommodation 95
Machinery 85

11.3.4 In the damaged condition, considered in 11.3.1, the residual stability should be
such that any angle of equilibrium does not exceed 7º from the upright, the
resulting righting lever curve has a range to the downflooding angle of at least
15º beyond any angle of equilibrium, the maximum righting lever within that
range is not less than 100mm and the area under the curve is not less than
0.015 metre radians.

11.3.5 A vessel of 85 metres and above should meet a SOLAS one-compartment
standard of subdivision, calculated using the deterministic damage stability
methodology.

11.4 Elements of Stability

11.4.1 Unless otherwise specified, the lightship weight, vertical centre of gravity (KG)
and longitudinal centre of gravity (LCG) of a vessel should be determined from
the results of an inclining experiment.

11.4.2 An inclining experiment should be conducted in accordance with a detailed
standard which is approved by the Administration and, in the presence of an
authorised surveyor.

- 46 -

11.4.3 The report of the inclining experiment and the lightship particulars derived
should be approved by the Administration prior to its use in stability
calculations.

At the discretion of the owner(s)/managing agent(s) and prior to approval of the
lightship particulars by the Administration, a margin for safety may be applied to
the lightship weight and KG calculated after the inclining experiment. Such a
margin should be clearly identified and recorded in the stability booklet.

A formal record should be kept in the stability booklet of alterations or
modifications to the vessel for which the effects on lightship weight and vertical
centres of gravity are offset against the margin.

11.4.4 When sister vessels are built at the same shipyard, the Administration may
accept a lightweight check on subsequent vessels to corroborate the results of
the inclining experiment conducted on the lead vessel of the class.

11.5 Stability Documents

11.5.1 A vessel should be provided with a stability information booklet, for the Master,
that is to be approved by the Administration.

11.5.2 The content, form and presentation of information contained in the stability
information booklet should be based on the model booklet for the vessel type
(motor or sailing) published by/for the Administration.

11.5.3 A vessel with previously approved stability information which undergoes a major
refit or alterations should be subjected to a complete reassessment of stability
and provided with newly approved stability information.

A major refit or major alteration is one which results in either a change in the
lightship weight of 2% and above and/or the longitudinal centre of gravity of 1%
and above(measured from the aft perpendicular) and/or the calculated vertical
centre of gravity rises by 0.25% and above (measured from the keel).

Additionally, unless it can be clearly demonstrated that no major change has
occurred, a lightweight check should be carried out at the renewal survey
required by 28.4.1.

11.5.4 Sailing vessels should have, readily available, a copy of the ‘Curves of
Maximum Steady Heel Angle to Prevent Downflooding in Squalls’, or in the
case of a multihull, the values of maximum advised mean apparent wind speed,
for the reference of the watchkeeper. This should be a direct copy taken from
that contained in the approved stability booklet.

11.5.5 The overall sail area and spar weights and dimensions should be as
documented in the vessel’s stability information booklet. Any rigging
modifications that increase the overall sail area, or the weight/dimensions of the
rig aloft, must be accompanied by an approved updating of the stability
information booklet.

11.5.6 For Short Range Yachts, where the damage stability has not been assessed,
the following note should be added to the approved stability booklet;

"This vessel has not been assessed for damage stability, and therefore might
not remain afloat in the event of damage or flooding."

- 47 -

12 FREEBOARD

assigned a freeboard in accordance with ICLL 1966. This section also
outlines the requirements for draught marks to enable trim to be readily
calculated.

12.1 General
12.1.1 The freeboard for the vessel and its marking should be approved by the
Assigning Authority for the assignment of freeboard and issue of the
International Load Line Certificate (1966).
12.1.2 Vessels should comply with ICLL for the assignment of a freeboard mark
which corresponds to the deepest loading condition included in the stability
information booklet for the vessel.
12.1.3 The freeboard assigned should be compatible with the strength of hull
structure, intact and damage stability requirements for the vessel, and should
ensure that minimum bow height requirements are met.
12.1.4 The Assigning Authority should provide the owner(s)/managing agent(s) of
the vessel with a copy of the particulars of the freeboard assigned and a
copy of the record of particulars relating to the conditions of assignment.

12.2 Freeboard Mark and Loading
12.2.1 The freeboard mark applied should be positioned port and starboard at
amidships on the load line length and may be an all-seasons mark. The mark
should be a permanent disc and be of contrasting colour to the hull of the
vessel in way of the mark.
12.2.2
The fresh water freeboard allowance should be obtained by deducting from
the all-seasons freeboard assigned, the quantity

Δ
millimetres
4T

where:-

Δ = displacement in salt water in tonnes at the all-seasons draught

T = tonnes per centimetres immersion at the all seasons load waterline

Alternatively the deduction may be taken as 1/48th of the all-seasons draught
of the ship at amidships.
12.2.3 A vessel should not operate in any condition which will result in its
appropriate freeboard marks being submerged when it is at rest and upright
in calm water.
12.3 Datum Draught Marks
12.3.1 Datum draught marks should be provided at the bow and stern, port and
starboard, and be adequate for assessing the condition and trim of the
vessel. Such draught marks maybe single datum lines.

- 48 -

12.3.2 The marks should be permanent and easily read but need not be of contrasting
colour to the hull. The marks need not indicate more than one draught at each
position and should be above, but within 1000mm, of the deepest load
waterline.

12.3.3 The draught to which marks relate should be indicated either above the mark on
the hull and/or in the stability information booklet for the vessel. The position of
the marks should be verified at initial placement by the Administration or the
vessel’s Assigning Authority.

- 49 -

13 LIFE-SAVING APPLIANCES

equipped with the minimum essential LSA equipment appropriate to yacht
operations. The basic provision is for the principles of SOLAS to be met,
however, some sections have been identified where alternative standards can
be accepted, where appropriate.

13.1 General Requirements

13.1.1 Life-Saving Appliances should be provided in accordance with Table 1 - Life-
Saving Appliances.

13.1.2 All equipment fitted should be of a type which has been accepted by the
Administration as complying with IMO Lifesaving Appliances Code and IMO
Resolution MSC.81(70).

13.1.3 Additional life-saving equipment which is provided should meet the
requirements of 13.1.2.

When personal safety equipment is provided for use in water sports activities,
arrangements for its stowage should ensure that it will not be used mistakenly
as lifesaving equipment in an emergency situation.

13.1.4 All life-saving equipment carried should be fitted with retro-reflective material in
accordance with the recommendations of IMO Resolution A.658(16) as
amended.

13.1.5 Liferaft embarkation arrangements should comply with the following:

.1 Where the distance between the embarkation deck and the top of the
liferaft buoyancy tube exceeds 1 metre with the vessel in its lightest
condition, an embarkation ladder is to be provided. A means for
fastening is to be provided and ladders are to be readily available for
use at all times.

.2 Where the distance between the embarkation deck and the top of the
liferaft buoyancy tube exceeds 4.5 metres with the vessel in its lightest
condition, davit launched liferafts and at least one launching appliance
for launching are to be provided on each side of the vessel.

13.1.6 Falls for launching devices are to comply with IMO Lifesaving Appliances Code.
When falls are of stainless steel, they should be renewed at intervals not
exceeding the service life recommended by the manufacturer, or where no
service life is stated be treated as galvanised steel falls. Falls of alternative
materials may be considered by the Administration.

13.1.7 Every inflatable or rigid inflatable rescue boat, inflatable boat, inflatable liferaft
and hydrostatic release unit should be serviced, at intervals not exceeding 12
months, at an approved service station. Hydrostatic release units which have
been approved for a service life of 2 years and which should be replaced at the
end of their life, need not be serviced after 1 year.

13.1.8 Maintenance of equipment should be carried out in accordance with the
instructions for onboard maintenance.

- 50 -

13.1.9 The stowage and installation of all life-saving appliances is to be to the

13.1.10 All life-saving appliances should be in working order and be ready for
immediate use at the commencement of, and at all times during, the voyage.

13.1.11 For a vessel equipped with stabiliser fins or having other projections at the
sides of the hull, special consideration should be given, and provisions made,
as necessary to avoid possible interference with the safe evacuation of the
vessel in an emergency.

13.1.12 Means should be provided to prevent overboard discharge of water into survival
craft.

- 51 -

Table 1 - LIFE-SAVING APPLIANCES

VESSEL SIZE Short ≥ 24m ≥ 500GT ≥ 85m
Range
Yacht

LIFEBOATS (see 13.2.1) - - - YES

LIFERAFTS (see 13.2.2) YES YES YES YES

MANOVERBOARD RECOVERY SYSTEM YES - - -
(see 13.2.3.3)

RESCUE BOAT (see 13.2.3) - YES YES YES

LIFEJACKETS (see 13.2.4) YES YES YES YES

IMMERSION SUITS (see 13.2.5) YES YES YES YES/2/0

LIFEBUOYS (TOTAL) 4 4 8 8

LIFEBUOYS WITH LIGHT (see 13.2.6.1)
AND SMOKE 2 2 2 2

LIFEBUOYS WITH LIGHT - - 2 2

LIFEBUOYS WITH BUOYANT
(see 13.2.6.2) LIFELINE 2 2 2 2

SET OF LINE THROWING APPLIANCES
(4 lines plus 4 charges) 1 1 1 1

ROCKET PARACHUTE FLARES 6 6 12 12

TWO-WAY RADIOTELEPHONE SETS 2 2 2 3

EPIRB (see 13.2.7) 1 1 1 1

SART (see 13.2.8) 1 1 2 2

GENERAL ALARM (see 13.2.9) YES YES YES YES

LIGHTING (see13.2.10) YES YES YES YES

POSTERS AND SIGNS SHOWING
SURVIVAL CRAFT AND EQUIPMENT
OPERATING INSTRUCTIONS YES YES YES YES YES

TRAINING MANUAL YES YES YES YES

INSTRUCTIONS FOR ONBOARD
MAINTENANCE YES YES YES YES

LIFESAVING SIGNALS AND (see 13.2.11)
RESCUE POSTER - SOLAS No 1 IN
WHEELHOUSE YES YES YES YES

- 52 -

13.2 Equipment Carriage Requirements

13.2.1 Lifeboats (Required for vessels over 85m in length)

13.2.1.1 When lifeboats are required to be carried their acceptance is conditional upon
the provision of suitable stowage and launching arrangements.

13.2.1.2 When lifeboats are provided on each side of the vessel, the lifeboat(s) on each
side should be of capacity to accommodate the total number of persons
onboard.

13.2.1.3 Alternative arrangements to the carriage of lifeboats may be considered as
indicated below:

.1 substitution of lifeboats by liferafts where the vessel complies with a
SOLAS 2 compartment subdivision standard; or

.2 substitution of lifeboats by a sufficient number of davit launched liferafts
such that in the event of any one liferaft being lost or rendered
unserviceable, sufficient aggregate capacity remains on either side of
the vessel for all persons on board. Additionally one approved rescue
boat should be provided on either side of the vessel.

13.2.1.4 A lifeboat will also be acceptable as a rescue boat provided it also meets the
requirements of IMO Lifesaving Appliances Code as a rescue boat.

13.2.2 Liferafts

13.2.2.1 The liferafts carried are to be stowed in GRP containers and must contain the
necessary ”emergency pack". For Short Range Yachts, or vessels operating
within 60 miles from a safehaven , liferafts provided may be equipped with a
"SOLAS B PACK". For all other vessels, liferafts should be equipped with a
"SOLAS A PACK".

13.2.2.2 Liferaft approval includes approval of their stowage, launching and float-free
arrangements.

13.2.2.3 For vessels of less than 85m in length, or those complying with 13.2.1.3, a
sufficient number of liferafts should be provided so that in the event of any one
liferaft being lost or rendered unserviceable, sufficient aggregate capacity
remains on either side of the vessel for all persons on board. This may be
achieved by transferring liferafts from one side to the other. Where liferafts are
transferable, this requirement may be met by the ability of the rafts to be
transferred within 5 minutes, as below:-

Liferafts of 6 - 15 persons capacity to be carried by 2 persons
Liferafts of more than 15 persons capacity to be carried by 4 persons.

13.2.2.4 When lifeboats are provided in accordance with 13.2.1.2, sufficient liferafts are
to be provided such that in the event of any one lifeboat being lost or rendered
unserviceable, sufficient aggregate liferaft capacity remains on either side of the
vessel for all persons onboard. Where liferafts are transferable, this
requirement may be met by the ability of the rafts to be transferred within 5
minutes, as detailed in 13.2.2.3.

- 53 -

13.2.2.5 GRP containers containing liferafts should be stowed on the weather deck or in
an open space and fitted with hydrostatic release units so that the liferafts will
float free of the vessel and automatically inflate.

13.2.2.6 Liferafts may form part of an approved Marine Evacuation System (MES). A
sufficient number of systems should be provided, such that in the event of any
one entire system being lost or rendered unserviceable, sufficient aggregate
capacity remains on either side of the vessel for all persons on board.

13.2.2.7 For vessels operating with reduced personnel aboard, attention is drawn to the
dangers associated with the use of large capacity liferafts with small numbers of
persons embarked.

13.2.3 Rescue Boats and Recovery of Persons from the Sea

Means should be provided for the recovery of a person from the sea to the
vessel and it should be assumed that the person is unconscious or unable to
assist in the rescue. This requirement is satisfied by the following sections as
appropriate to the size of the vessel. If an overside boarding ladder or
scrambling net is provided the ladder or net should extend from the weather
deck to at least 600mm below the lowest operational waterline.

All rescue boats covered within this section are to be equipped to the
requirements of the IMO Lifesaving Appliance Code Ch V/5.1.2. Additionally,
rescue boats need not be capable of being launched from both sides, and
means to lower the boat from within the boat is not required.

13.2.3.1 Vessels of 500GT and over

All vessels of 500GT and over should be provided with a rescue boat meeting
SOLAS requirements in all respects, except for the colour where white will also
be considered acceptable.

The launching appliances should comply and be approved in accordance with
the IMO Lifesaving Appliance Code except that when a power operated crane is
fitted, it should be capable of operation either by hand or by an emergency
source of power in the event of a main power failure. The routing of the
emergency source of power should be considered in respect of damaged
waterlines and fire.

13.2.3.2 Vessels under 500GT

Vessels under 500GT should be provided with a rescue boat either meeting the
requirements of 13.2.3.1 or the following:

A boat which is not SOLAS approved but which is suitable for rescue purposes.
The boat may be rigid, rigid inflatable, or inflatable, and should have a capacity
for not less than 4 persons, one of which should be assumed to be lying down.
Tubes of rigid inflatable or inflatable boats should have a minimum of 3
buoyancy compartments. The boat is to be capable of displaying a highly visible
colour. If stowed in a grab bag, required equipment need not be permanently
stowed in the boat.

Launching appliances should be either of an approved type or comply with the
following requirements:

- 54 -

The appliance should be able to launch the boat within 5 minutes. When a
power operated device is fitted, it should be capable of operation either by hand
or by an emergency source of power in the event of a main power failure. The
routing of the emergency source of power should be considered in respect of
damaged waterlines and fire.

The launching appliance and its attachments should be constructed to
withstand a static proof load on test of not less than 2.2 times the maximum
working load. Acceptable factors of safety are 6 for wires, hooks and sheaves,
and 4.5 for the remainder of the launching appliance. The appliance and its
attachments should also be tested dynamically to 1.1 times the working load. It
should be noted that there is no requirement to recover the rescue boat
provided that the casualty and the boat’s crew can be recovered on board from
the boat in the water.

The design of the falls and winch system should take account of the principles
of IMO Lifesaving Appliances Code Ch VI/6.1.2

Where it is proposed to use the running rigging on sailing vessels, the above
requirements should also be met

13.2.3.3 Short Range Yachts

Vessels operating as Short Range Yachts should either comply with
requirements of 13.2.3.1 or 13.2.3.2, or the following:

The vessel should have sufficient mobility and manoeuvrability in a seaway to
enable persons to be retrieved from the water. For assessing this ability it is not
considered acceptable to retrieve persons over the stern of the vessel or
adjacent to the propeller(s).The recovery location should be visible from the
conning position at all times during the recovery, although this may be achieved
by the use of remote controls where necessary.

The vessel should be provided with suitable equipment and/or arrangements to
enable the person(s) to be recovered without further persons entering the
water.

13.2.4 Lifejackets

13.2.4.1 One adult SOLAS approved lifejacket should be provided for each person
onboard plus spare adult lifejackets sufficient for at least 10% of the total
number of persons onboard or two, whichever is the greater. Each lifejacket
should be fitted with a light and whistle.

13.2.4.2 Included in the above number of lifejackets, there should be at least two SOLAS
approved inflatable lifejackets for use of the crew of any rescue boat or
inflatable boat carried onboard.

13.2.4.3 In addition to the adult lifejackets, a sufficient number of children's lifejackets
should be provided for children carried on the vessel.

13.2.5 Immersion Suits

13.2.5.1 One approved immersion suit should be provided for each person onboard. Due
consideration should be given to the provision of appropriate immersion /
thermal protection for children carried on board; these should be of the
insulated type.

- 55 -

However, on application to the Administration, the non-insulated type may be
acceptable for Short Range Yachts dependant on the area of operation.

However, these need not be provided if the vessel is operating in water of
surface temperatures of 20°C or more.

13.2.6 Lifebuoys

13.2.6.1 Lifebuoys port and starboard provided with combined self-igniting light and self-
activating smoke signals should be capable of quick deployment from the
navigating bridge.

13.2.6.2 The attached buoyant lifeline required on each of two of the lifebuoys is to have
a minimum length of 30 metres.

13.2.6.3 Each lifebuoy should be marked with the vessel’s name and Port of Registry.

13.2.7 EPIRB

An approved EPIRB should be installed in an easily accessible position ready to
be manually released, capable of being placed in a survival craft and floating
free if the vessel sinks. All EPIRBs should be registered with the Administration.
EPIRBS are to be tested annually and serviced at not more than five yearly
intervals by an approved shore based maintainer.

13.2.8 Radar Transponders (SART)

The SART is to be stowed in an easily accessible position so that it can rapidly
be placed in any survival craft. Means should be provided in order that it can be
mounted in the survival craft at a height of at least 1 metre above sea level.

13.2.9 General Alarm

13.2.9.1 For a vessel of less than 500GT this alarm may consist of the ship's whistle or
siren providing it can be heard in all parts of the vessel.

13.2.9.2 For a vessel of 500GT and above the requirement of 13.2.9.1 is to be
supplemented by an electrically operated bell or Klaxon system, which is to be
powered from the vessel's main supply and also the emergency source of
power (see section 8).

13.2.9.3 For a vessel of 85m in length and above, in addition to the requirements of
13.2.9.2, a public address system or other suitable means of communication
should be provided.

13.2.10 Lighting

13.2.10.1 Alleyways, internal and external stairways, and exits giving access to, and
including, the muster and embarkation stations should be adequately lit. (See
also section 8).

13.2.10.2 Adequate lighting is to be provided in the vicinity of survival craft, launching
appliance(s) (when provided) and the overside area of sea in way of the
launching position(s). The lighting should be supplied from the emergency
source of power.

- 56 -

13.2.11 Life-saving Signals and Rescue Poster

When display space in the wheelhouse is restricted, the 2 sides of a SOLAS
No.2 poster(as contained in liferaft equipment packs) may be displayed in lieu
of a SOLAS No. 1 poster.

- 57 -

14 FIRE SAFETY

14.1 Protection of spaces containing vehicles or craft with fuel in their tanks or
lockers storing such fuels

14.1.1 Special consideration should be given to safe conditions of carriage of petrol
and other highly flammable liquids either in hand portable containers/tanks or in
the tanks of vehicles (such as personal water craft, motor cars and helicopters)
which may be transported. This is not considered applicable to diesel stowage.

14.1.2 The quantity of petrol and/or other highly flammable liquids carried should be
kept to a minimum, generally up to 150 litres maximum. Greater quantities may
be specially considered by the Administration on receipt of a reasoned case
made by the master.

14.1.3 Containers used for the carriage of flammable liquids should be constructed to
a recognised standard appropriate to the contents and each container clearly
marked to indicate its contents.

14.1.4 Small lockers on open deck for the stowage of hand portable containers of
petrol should be located away from high risk areas, have no electrical fittings,
and be provided with the following:

1 Natural ventilation openings top and bottom.
2 Drainage leading overboard.
3 Means of securing the fuel containers.
4 A facility to boundary cool the locker.

14.1.5 Enclosed spaces, and larger lockers on open deck, designated for the safe
carriage of petrol or similar fuel or vehicles with fuel in their tanks should be
fitted with:
2
.1 A manual water spray system giving a coverage of 3.5 ltr/m /minute over
the total area of deck, which may be taken from the fire main with the
isolating valve located outside the garage. An equivalent arrangement
may be considered. Adequate provision should be made for drainage of
water introduced to the space. This should not lead to machinery or
other spaces where a source of ignition may exist.

.2 A fixed fire detection and fire alarm system complying with the
requirements of SOLAS regulations II-2/Part A / Fire Safety Systems
Code Chapter IX. The system within the space should also comply with
14.1.5.5.

.3 Ducted mechanical exhaust ventilation, which is isolated from other
ventilated spaces, should provide at least 6 air changes per hour (based
on the empty space) and for which reduction of the airflow should be
signalled by an audible and visual alarm on the navigating bridge and at
the "in port" control station(s). Exhaust ducting should be arranged to
extract from the area low over the bilge. If the fan motors are located in
the space or in the ventilation duct they should be certified safe to the
correct designation for the flammable vapour/liquid. The ventilation fans
should be of a non-sparking type and the ventilation system should be
capable of rapid shut down and effective closure in event of fire.

- 58 -

.4 A suitable gas detection system is to be provided, with audible and
visual alarm in the wheelhouse and where it may always be observed by
the crew.

.5 All electrical equipment located up to 450mm above the deck should be
certified safe for petrol vapours.

.6 Electrical equipment located higher than 450mm above the deck should
either,

(a) be to [IP55] standard of construction (IEC Publication 529 -
Classification of Degree of protection Provided by Enclosures).
or,

(b) provided with easily accessible means of isolation (on all poles)
located outside the space. These isolators should be grouped
together as far as practicable and be clearly marked. This option
should not be used for safety systems such as steering motors,
rudder indicators, etc.

.7 Regardless of the height of installation, it is considered that the following
equipment located within the space should be certified safe for the
flammable vapours:

(a) gas detection system
(b) bilge alarm
(c) fire detection system
(d) at least one light fitting (on a dedicated circuit, possibly
emergency)

It should be noted that electrical equipment includes starters, distribution
boxes, etc

14.2 Miscellaneous

14.2.1 Construction and arrangement of saunas

14.2.1.1 The perimeter of the sauna should be of "A" class boundaries and may include
changing rooms, showers and toilets. The sauna should be insulated to A-60 for
vessels of 500GT and over, A-30 for vessels under 500GT, and B-15 for Short
Range Yachts, against other spaces except those inside of the perimeter.

14.2.1.2 Bathrooms with direct access to saunas may be considered as part of them. In
such cases, the door between sauna and the bathroom need not comply with
fire safety requirements.

14.2.1.3 Wooden linings on bulkheads and ceilings are permitted. The ceiling above the
oven should be lined with a non-combustible plate with an air gap of at least
30mm. The distance from the hot surfaces to combustible materials should be
at least 500mm or the combustible materials should be protected (e.g. non-
combustible plate with an air gap of at least 30mm).

14.2.1.4 Wooden benches are permitted.

14.2.1.5 The sauna door should open outwards by pushing.

14.2.1.6 Electrically heated ovens should be provided with a timer.

- 59 -

14.2.1.7 All spaces within the perimeter of the sauna are to be protected by a fire
detection and alarm system and an automatic sprinkler system.

14.2.2 Construction and arrangement of Thermal Suite (e.g. Steam Room).

14.2.2.1 The perimeter of the thermal suite may include changing rooms, showers and
toilets.

14.2.2.2 Bathrooms with direct access to suite may be considered as part of it. In such
cases, the door between suite and the bathroom need not comply with fire
safety requirements.

14.2.2.3 If the steam generator is contained within the perimeter, the suite boundary
should be constructed to an A-0 standard, or B-0 for Short Range Yachts. If the
steam generator is not contained within the perimeter then the boundaries of
the space should be constructed of B-0 class divisions, and the steam
generator should be protected by A-0 standard divisions, or B-0 for Short
Range Yachts.

14.2.2.4 If a suite arrangement contains a sauna then the requirements contained in
14.2.1 are applicable, regardless of the steam generator location.

14.2.2.5 All spaces within the perimeter are to be protected by a fire detection and alarm
system and an automatic sprinkler.

14.2.3 Deep Fat Frying Equipment

Attention is drawn to the requirements SOLAS II-2/10.6.4 for fire extinguishing
systems for deep fat cooking equipment.

For fryers of up to 15 litres cooking oil capacity, the provision of a suitably sized
Class F extinguisher (BS7937:2000) together with manual isolation of the
electrical power supply is acceptable.

14.3 Fire Control Plan(s)

14.3.1 A fire control (general arrangement) plan(s) should be permanently exhibited for
the guidance of the Master and crew of the vessel. The content of the plan(s)
should adequately show and describe the principal fire prevention and
protection equipment and materials. As far as practical, symbols used on the
plans should comply with a recognised international standard. The fire control
plan may be a combined Fire & Safety Plan, which should show the positions of
stowage of the life-saving and fire appliances.

14.3.2 For each deck, the plan(s) should show the position of control stations; sections
of the vessel which are enclosed respectively by "A" class divisions and "B"
class divisions; location of flammable liquid storage (see 14.1.); particulars of
and locations of fire alarms, fire detection systems, sprinkler installations, fixed
and portable fire extinguishing appliances; fireman's outfit(s); means of access
and emergency escapes for compartments and decks; locations and means of
control of systems and openings which should be closed down in a fire
emergency.

14.3.3 The plan(s) required by 14.3.1 should be kept up to date. Up-dating alterations
should be applied to all copies of the plan(s) without delay. Each plan should
include a list of alterations and the date on which each alteration was applied.

- 60 -

14.3.4 A duplicate set of the plan(s) should be permanently stored in a prominently
marked weathertight enclosure readily accessible to assist non-vessel fire-
fighting personnel who may board the vessel in a fire emergency.

14.3.5 Instructions valid to the maintenance and operation of all the equipment and
installations onboard for the fighting and containment of fire should be kept in
one document holder, readily available in an accessible location.

- 61 -

14A STRUCTURAL FIRE PROTECTION - VESSELS OF LESS THAN 500GT

Objective:- The purpose of this section is to ensure a consistent level of
structural fire protection. The section is primarily concerned with protecting
high risk spaces such as the engine room and galley. It also makes provision
for restricting the quantity of combustible materials and sets out the principles
for detection of fire and effective escape.

14A.1 General
Terms used in this section should have the same meaning as defined in
14A.1.1
SOLAS.
Table 14A.1.1 is a guide to the major requirements of this Section. The Table is
intended as a quick reference to the requirements and is not to be used in
isolation when designing the fire safety arrangements.
Table 14A.1.1

Category ‘A’ machinery spaces: ‘A-30’/
Passive fire protection (see 14A.2).
‘A-0’.

Means of escape (see 14A.3).
• Category ‘A’ machinery spaces. Two (2).
• Accommodation and other spaces. Two (2).
Fixed fire detection system (see • Fitted in machinery spaces.
14A.7). • Fitted in service spaces, control
stations and accommodation spaces.

Automatic sprinkler system or Fitted in yachts that do not meet
equivalent restrictions on combustible materials
(14A.2.3.6 & 14A.2.3.8).

14A.2 Structure

Purpose
The purpose of this section is to contain a fire in the space of origin. For this
purpose, the following functional requirements should be met:
• the ship should be subdivided by thermal and structural boundaries as
required by this section;
• thermal insulation of boundaries should have due regard to the fire risk
of the space and adjacent spaces;
• the fire integrity of the divisions should be maintained at openings and
penetrations.

14A.2.1 Forms of construction - Fire divisions

14A.2.1.1 Fire divisions required by 14A.2.2 are to be constructed in accordance with the
remaining paragraphs of this sub-Section.

14A.2.1.2 Fire divisions using steel equivalent, or alternative forms of construction may be
accepted if it can be demonstrated that the material by itself, or due to non-
combustible insulation provided, has the fire resistance properties equivalent to
those divisions required by 14A.2.2.1.

- 62 -

14A.2.1.3 Insulation required by 14A.2.1.2 is to be such that the temperature of the
structural core does not rise above the point at which the structure would begin
to lose its strength at anytime during the applicable exposure to the standard
fire test as referenced in the IMO FTP Code. For 'A' Class divisions, the
applicable exposure is 60 minutes, and for 'B' Class divisions, the applicable
exposure is 30 minutes.

14A.2.1.3.1 For aluminium alloy structures, the insulation is to be such that the temperature
of the structural core does not rise more than 200°C above the ambient
temperature at any time during the applicable fire exposure.

14A.2.1.3.2 For composite structures, the insulation is to be such that the temperature of
the laminate does not rise more than the minimum temperature of deflection
under load of the resin at any time during the applicable fire exposure. The
temperature of deflection under load is to be determined in accordance with a
recognised international standard.

14A.2.1.3.3 Insulation need only be applied on the side that is exposed to the greatest fire
risk, ie inside the engine room, a division between two such spaces should
however be insulated on both sides unless it is a steel division.

14A.2.1.3.4 Special attention is to be given to the fixing of fire door frames in bulkheads
constructed of materials other than steel. Measures are to be taken to ensure
that the temperature of the fixings when exposed to fire does not exceed the
temperature at which the bulkhead itself looses strength.

14A.2.2 Structural fire protection

14A.2.2.1 a) Machinery spaces of category 'A' , are to be enclosed by 'A-30' Class
divisions .

b) For Short Range Yachts, machinery spaces of category ‘A’ , are to be
enclosed by 'B-15' Class divisions .

14A.2.2.2 Openings in 'A' and 'B' Class divisions are to be provided with permanently
attached means of closing that are to be at least as effective for resisting fires
as the divisions in which they are fitted. Generally, windows should not be fitted
in machinery space boundaries.

14A.2.2.3 Where 'A' Class divisions are penetrated for the passage of electric cables,
pipes, trunks, ducts, etc., or for girders, beams or other structural members,
arrangements are to beamed to ensure that the fire resistance is not impaired.

14A.2.2.4 Where 'B' Class divisions are penetrated for the passage of electric cables,
pipes, trunks, ducts, etc., or for the fitting of ventilation terminals, lighting
fixtures and similar devices, arrangements are to be made to ensure that the
fire resistance is not impaired.

14A.2.2.5 Where the structure or 'A' Class divisions are required to be insulated, it is to be
ensured that the heat from a fire is not transmitted through the intersections and
terminal points of the divisions or penetrations to uninsulated boundaries.
Where the insulation installed does not achieve this, arrangements are to be
made to prevent this heat transmission by insulating the horizontal and vertical
boundaries or penetrations for a distance of 450 mm (this may be reduced to
380mm on steel divisions only).

- 63 -

14A.2.3 Materials

14A.2.3.1 Except in refrigerated compartments of service spaces, all insulation (e.g. fire
and comfort) is to be of not readily-ignitable materials .

14A.2.3.2 Pipes penetrating 'A' or 'B' Class divisions are to be of approved materials
having regard to the temperature such divisions are required to withstand.

14A.2.3.3 Pipes conveying oil or other combustible liquids through accommodation and
service spaces are to be of approved materials having regard to the fire risk.

14A.2.3.4 Materials readily rendered ineffective by heat are not to 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. Due regard should be paid to the IMO Fire Test
Procedures Code.

14A.2.3.5 Vapour barriers and adhesives used in conjunction with insulation, as well as
insulation of pipe fittings for cold service system need not be non-combustible,
but they are to be kept to the minimum quantity practicable and their exposed
surfaces are to have low flame spread characteristics.

14A.2.3.6 Upholstery composites (fabric in association with any backing or padding
material) used throughout the vessel should be approved in accordance with
the IMO FTP Code, Annex 1, Part 8, or equivalent. This does not apply to
spaces fitted with sprinklers or equivalent approved fixed fire extinguishing
systems.

14A.2.3.7 It is recommended that organic foams used in upholstered furniture and
mattresses are of the combustion modified type.

14A.2.3.8 Suspended textile materials such as curtains or drapes should be approved in
accordance with the IMO FTP Code, Annex 1, Part 7, or equivalent. This does
not apply to spaces fitted with sprinklers or equivalent approved fixed fire
extinguishing systems.

14A.2.4 Surface of insulation

In spaces where penetration of oil products is possible, the surface of insulation
is to be impervious to oil or oil vapours. Insulation boundaries are to be
arranged to avoid immersion in oil spillages.

14A.2.5 Fuel arrangements

14A.2.5.1 Arrangements for the storage, distribution and utilisation of oil fuel are to be
such as to minimise the risk of fire or explosion.

14A.2.5.2 Oil fuel tanks situated within, or adjacent to, the boundaries of Category 'A'
machinery spaces are not to contain oil fuel having a flashpoint of less than
60°C.

14A.2.5.3 Oil fuel, lubricating oil and other flammable oils are not to be carried in fore-
peak tanks.

- 64 -

14A.2.5.4 Every oil fuel pipe, which, if damaged, would allow oil to escape from a storage,
settling or daily service tank situated above the double bottom, shall be fitted
with a cock or valve directly on the tank capable of being closed from a safe
position outside the space concerned in the event of a fire occurring in the
space in which such tanks are situated.

14A.2.5.5 Means are to be provided to stop fuel transfer pumps, oil fired boilers and
separators from outside the machinery space.

14.A.2.5.6 Fuel filter bowls should be of metal, construction.

- 65 -

14A.3 Means of escape

14A.3.1 Purpose

The purpose of this section is to provide means of escape so that persons
onboard can safely and swiftly escape to the liferaft embarkation deck. For this
• safe escape routes should be provided;
• escape routes should be maintained in a safe condition, clear of
obstacles; and
• additional aids for escape should be provided as necessary to ensure
accessibility, clear marking, and adequate design for emergency
situations.

14A.3.2 Requirements

14A.3.2.1 Stairways, ladders and corridors serving all spaces normally accessible are to
be arranged so as to provide ready means of escape to a deck from which
embarkation into survival craft may be effected.

14A.3.2.2 The arrangement of the vessel should be such that all compartments are
provided with a satisfactory means of escape. In the case of the
accommodation, two means of escape from every restricted space or group of
spaces should be provided. Concealed escapes and escape routes are to be
clearly marked to ensure ready exit.

Category ‘A’ machinery spaces on motor vessels should also be provided with a
minimum of two means of escape. Other machinery spaces should also have at
least two means of escape as widely separated as possible, except where the
small size of the machinery space makes it impracticable.
(a) The normal means of access to the accommodation and service spaces
below the open deck is to be arranged so that it is possible to reach the
open deck without passing through a galley, engine room or other space
with a high fire risk, wherever practicable.
(b) Where accommodation arrangements are such that access to
compartments is through another compartment, the second escape
route is to be as remote as possible from the main escape route. This
may be through hatches of adequate size, leading to the open deck or
separate space to the main escape route.
(c) In exceptional circumstances a single means of escape may be
accepted for spaces, other than accommodation spaces, that are
entered only occasionally, if the escape route does not pass through a
galley, machinery space or watertight door.
(d) No escape route should be obstructed by furniture or fittings.
Additionally, furniture along escape routes should be secured in place to
prevent shifting if the yacht rolls or lists.
(e) All doors in escape routes are to be openable from either side. In the
direction of escape they are all to be openable without a key. All
handles on the inside of weathertight doors and hatches are to be non
removable. Where doors are lockable measures to ensure access from
outside the space are to be provided for rescue purposes.

14A.3.2.3 Lifts are not considered as forming a means of escape.

- 66 -

14A.4 Ventilation systems

14A.4.1 Ventilation fans for machinery spaces and enclosed galleys are to be capable of
being stopped, and main inlets and outlets of ventilation systems closed, from
outside the spaces being served. This position should not be readily cut off in
the event of a fire in the spaces served.

14A.4.2 Ventilation ducts for Category 'A' machinery spaces, galleys, spaces containing
vehicles or craft with fuel in their tanks, or lockers storing such fuels, are
generally not to passthrough accommodation spaces, service spaces or control
stations Where this is unavoidable, the trunking should be constructed of steel
at least 3mm thick or equivalent to the satisfaction of the administration. The
ducting within the accommodation should be fitted with:

.1 fire insulation to A-30 (B-15 on Short Range Yachts) standard to a point at
least 5 metres from the machinery space or galley; and

.2 automatic fire dampers located in the deck or bulkhead within the
accommodation where the trunking passes from the machinery space or galley
into the accommodation. These automatic fire dampers are also to be manually
closable from outside the galley or machinery space.

14A.4.3 Ventilation ducts for accommodation spaces, service spaces or control stations
are not to pass through Category 'A' machinery spaces, spaces containing
vehicles or craft with fuel in their tanks, or lockers storing such fuels, unless the
ducts are constructed of steel and arranged to preserve the integrity of the
division.

14A.4.4 Store-rooms containing highly flammable products are to be provided with
ventilation arrangements that are separate from other ventilation systems.
Ventilation is to be arranged to prevent the build up of flammable vapours at
high and low levels. The inlets and outlets of ventilators are to be positioned so
that they do not draw from or vent into an area which would cause undue
hazard, and are to be fitted with spark arresters.

14A.4.5 Ventilation systems serving Category 'A' machinery spaces are to be
independent of systems serving other spaces.

14A.4.6 All enclosed spaces containing free standing fuel tanks are to be ventilated
independently of systems serving other spaces.

14A.4.7 Ventilation is to be provided to prevent the accumulation of dangerous
concentrations of flammable gas which may be emitted from batteries.

14A.5 Arrangements for gaseous fuel for domestic purposes

14A.5.1 Where gaseous fuel is used for domestic purposes, the arrangements for the
storage, distribution and utilisation of the fuel is to be such that, having regard
to the hazards of fire and explosion which the use of such fuel may entail, the
safety of the yacht and the persons onboard is preserved. The installation is to
be in accordance with recognised National or International Standards.
Hydrocarbon gas detectors and carbon monoxide detectors should be provided.

14A.5.2 Gas cylinders, regulators and safety devices should be stowed on the open
deck (where leakage will not accumulate) or in a compartment that is vapour-
tight to the vessels interior, and fitted with a vent and drain, so that any gas
which may leak can disperse overboard.

- 67 -

14A.5.3 An open flame gas appliance provided for cooking, heating or any other
purpose should comply with the requirements of EC Directive 90/396/EEC or
equivalent.

The installation of an open flame gas appliance should comply with the
appropriate provisions of Annex 3.

14A.6 Space heaters

Space heaters, if used, are to be fixed in position and so constructed as to
reduce fire risks to a minimum. The design and location of these units is to be
such that clothing, curtains or other similar materials cannot be scorched or set
on fire by heat from the unit.

14A.7 Fixed fire detection and fire-alarm systems

The purpose of this section is to detect a fire in the space of origin and to
provide for an alarm for safe escape and fire-fighting activity.

A fixed fire detection and fire alarm system is to be fitted in all enclosed spaces
except those containing no significant fire risk (toilets, bathrooms, void spaces,
etc). Manually operated call points shall be placed effectively to ensure a
readily accessible means of notification. The fixed fire detection and fire-alarm
system is to be installed in accordance with the requirements of SOLAS II-2/7
and the IMO Fire Safety Systems Code, Chapter 9.

14A.8 Fixed fire-extinguishing systems not required by this Section

Where a fixed fire-extinguishing system not required by this Chapter, is
installed, the arrangement is to be to the satisfaction of the Administration.

- 68 -

14B STRUCTURAL FIRE PROTECTION - VESSELS OF 500GT AND OVER

Objective: The purpose of this section is to ensure a consistent level of
structural fire protection. The principles of the section aim to achieve a level of
fire protection compatible with the requirements of SOLAS for passenger
ships carrying up to 36 passengers. These have been adapted where
appropriate to fit the general yacht design philosophy. Much emphasis is
placed on the provision of sprinkler/mist systems as trade-off for certain
aspects.

14B.1 Definitions

Terms used in this section should have the same meaning as defined in
SOLAS, except as defined in Section 14.1 and as follows:

"Not readily ignitable" means that the surface thus described will not continue to
burn for more than 20 seconds after removal of a suitable impinging test flame;

14B.2 Table 14B.2 is a guide to the major requirements of this Section. The table
is intended as a quick reference to the requirements and is not to be used
in isolation when designing the fire safety arrangements.

Table 14B.2

All vessels should comply with the following:

Form of construction (see 14B.2.1) Steel or equivalent, or alternative
forms of construction may be
accepted subject to requirements.

Passive fire protection (see 14B.2.1 to See Tables 1 and 2
14B.2.7)

Means of escape (see 14B.2.12)
• Category ‘A’ machinery spaces 2 (two)
• Accommodation, etc. 2 (two)
Fixed fire detection system (see • Fitted in machinery spaces
14B.2.15) • Fitted in service spaces, control
stations and accommodation
spaces
Fire extinguishing arrangements in • As per SOLAS II-2/10.5
Category ‘A’ machinery spaces (see
15B)

Automatic sprinkler system or Fitted in all vessels
equivalent(see14B.2.14)

14B.2.1 Structure

Purpose

- 69 -

The purpose of this section is to contain a fire in the space of origin. For this
• the ship should be subdivided by thermal and structural boundaries;
• thermal insulation of boundaries should have due regard to the fire risk
of the space and adjacent spaces;
• the fire integrity of the divisions should be maintained at openings and
penetrations.

14B.2.2.1 The hull, superstructures, structural bulkheads, decks and deckhouses should
be constructed of steel or other equivalent material.

14B.2.2.2 However, in cases where any part of the structure is of aluminium alloy, the
following should apply:

.1 Insulation of aluminium alloy components of "A" or "B" class divisions,
except structure which, in the opinion of the Administration, is non-load-
bearing, should be such that the temperature of the structural core does
not rise more than 200ºC above the ambient temperature at any time
during the applicable fire exposure to the standard fire test. This
insulation is to be applied on all sides except for the upper sides of
decks and the outside of the vessel

.2 Special attention should be given to the insulation of aluminium alloy
components of columns, stanchions and other structural members
required to support lifeboat and liferaft stowage, launching and
embarkation areas, and "A" and "B" class divisions to ensure that for
members:
(a) supporting lifeboat and liferaft areas and "A" class divisions, the
temperature rise limitation specified in .1 above should apply at
the end of one hour; and
(b) supporting "B" class divisions, the temperature rise limitation
specified in .1 above should apply at the end of half an hour.

.3 Aluminium alloy components of divisions that are required to be
equivalent to steel (identified by an * in tables 1 and 2) should be
insulated with 25mm of mineral wool approved for use in A class
divisions or with an equivalent insulation acceptable to the
administration.

14B.2.2.3 For composite structures, the insulation is to be such that the temperature of
the laminate does not rise more than the minimum temperature of deflection
under load of the resin at any time during the specified fire exposure. The
temperature of deflection under load is to be determined in accordance with the
requirements of a recognised international standard. This insulation is to be
applied on all sides except for the upper sides of decks and the outside of the
vessel.

.1 Special attention should be given to the insulation of composite
components of columns, stanchions and other structural members
required to support lifeboat and liferaft stowage, launching and
embarkation areas, and "A" and "B" class divisions to ensure that for
members:
(a) supporting lifeboat and liferaft areas and "A" class divisions, the
temperature rise limitation specified in .1 above should apply at
the end of one hour; and
(b) supporting "B" class divisions, the temperature rise limitation
specified in .1 above should apply at the end of half an hour.

- 70 -

Special attention should be given to the fixing of fire door frames in bulkheads
constructed of materials other than steel. Measures are to be taken to ensure
that the temperature of the fixings when exposed to fire does not exceed the
temperature at which the bulkhead itself loses strength.

14B.2.2.4 Crowns and casings of a machinery space of category A should be A60
divisions and openings therein, if any, should be suitably arranged and
protected to prevent the spread of fire.

14B.2.2.5 For structures in contact with sea-water, the required insulation should extend
to at least 300 mm below the lightest waterline.

14B.2.2.6 Fire divisions using steel equivalent, or alternative forms of construction may be
accepted if it can be demonstrated that the material by itself, or due to non-
combustible insulation provided, has the fire resistance properties equivalent to
the A or B class standard required.

14B.2.2.7 Insulation required by 14B.2.2.6 is to be such that the temperature of the
structural core does not rise above the point at which the structure would begin
to lose its strength at anytime during the applicable exposure to the standard
fire test. For 'A' Class divisions, the applicable exposure is 60 minutes, and for
'B' Class divisions, the applicable exposure is 30 minutes.

14B.2.3 Main vertical zones and horizontal zones

14B.2.3.1 Hull, superstructure and deckhouses in way of accommodation and service
spaces should be subdivided into main vertical zones by "A" class divisions.
These divisions should have insulation values in accordance with tables 1 and
2.

14B.2.3.2 As far as practicable, the bulkheads forming the boundaries of the main vertical
zones above the bulkhead deck should be in line with watertight subdivision
bulkheads situated immediately below the bulkhead deck. The length and width
of main vertical zones may be extended to a maximum of 48 m in order to bring
the ends of main vertical zones to coincide with watertight subdivision
bulkheads or in order to accommodate a large public space extending for the
whole length of the main vertical zone provided that the total area of the main
vertical zone is not greater than 800 m2 on any deck. The length or width of a
main vertical zone is the maximum distance between the furthermost points of
the bulkheads bounding it.

14B.2.3.3 Such bulkheads should extend from deck to deck and to the shell or other
boundaries.

14B.2.3.4 When a main vertical zone is subdivided by "A" class divisions for the purpose
of providing an appropriate barrier between spaces protected and not protected
by a sprinkler system, the divisions should be insulated in accordance with the
fire insulation and integrity values given in tables 1 and 2.

14B.2.4 Bulkheads within a main vertical zone

14B.2.4.1 All bulkheads within accommodation and service spaces which are not required
to be "A" class divisions should be at least "B" class or "C" class divisions as
prescribed in the tables1 and 2 .

14B.2.4.2 All such divisions may be faced with combustible materials

- 71 -

14B.2.4.3 All corridor bulkheads, where not required to be "A" class should be "B" class
divisions which should extend from deck to deck except:

.1 when continuous "B" class ceilings or linings are fitted on both sides of
the bulkhead, the portion of the bulkhead behind the continuous ceilings
or lining should be of material which, in thickness and composition, is
acceptable in the construction of "B" class divisions but which should be
required to meet "B" class integrity standards only in so far as is
reasonable and practical in the opinion of the Administration;
.2 the corridor bulkheads of "B" class materials may terminate at a ceiling
in the corridor provided such a ceiling is of material which, in thickness
and composition, is acceptable in the construction of "B" class divisions.
All doors and frames in such bulkheads should be so constructed and
erected to provide a "B" class standard.

14B.2.4.4 All bulkheads required to be "B" class divisions, except corridor bulkheads,
should extend from deck to deck and to the shell or other boundaries unless
continuous "B" class ceilings or linings are fitted on both sides of the bulkhead,
in which case the bulkhead may terminate at the continuous ceiling or lining.

14B.2.5 Fire integrity of bulkheads and decks

14B.2.5.1 In addition to complying with the specific provisions for fire integrity of
bulkheads and decks mentioned elsewhere in this section, the minimum fire
integrity of bulkheads and decks should be as prescribed in tables 1 and 2.

14B.2.5.2 The following requirements should govern application of the tables:

.1 Tables 1 and 2 should apply respectively to the bulkheads and decks
separating adjacent spaces.

.2 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 shown in categories (1) to (9) below. The
title of each category is intended to be typical rather than restrictive.
The number in parentheses preceding each category refers to the
applicable column or row in the tables.

(1) Control stations
• 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.

(2) Corridors and lobbies
• Guest and crew corridors and lobbies.

(3) Accommodation spaces
• Cabins, dining rooms, lounges, offices, pantries containing no
cooking appliances (other than equipment such as microwave
cookers and toasters), and similar spaces.

(4) Stairways

- 72 -

• Interior stairways, lifts and escalators (other than those wholly
contained within the machinery space(s)) 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.

(5) Service spaces (low risk)
• Lockers and store-rooms not having provisions for the storage of
2
flammable liquids and having areas less than 4m , and drying
rooms and laundries.

(6) Machinery spaces of category A,
• Spaces so defined.

(7) Other machinery spaces
• Spaces so defined, excluding machinery spaces of category A.
• Sprinkler, drencher or fire pump spaces.

(8) Service spaces (high risk)
• Galleys, pantries containing cooking appliances, paint and lamp
rooms, lockers and store-rooms having areas of 4m_ or more,
spaces for the storage of flammable liquids, workshops other
than those forming part of the machinery spaces, and spaces
containing vehicles or craft with fuel in their tanks, or lockers
storing such fuels storage lockers for gaseous fuels for domestic
purposes.

(9) Open decks
• Open deck spaces and enclosed promenades having no fire risk.
Air spaces (the space outside superstructures and deckhouses).

14B.2.5.3 Continuous "B" class ceilings or linings, in association with the relevant
decks or bulkheads, may be accepted as contributing, wholly or in part,
to the required insulation and integrity of a division.

14B.2.5.4 External boundaries which are required to be of steel or other equivalent
material may be pierced for the fitting of windows and portlights provided
that there is no requirement for such boundaries to have "A" class
integrity elsewhere in this section. Similarly, in such boundaries which
are not required to have "A" class integrity, doors may be of combustible
materials, substantially constructed.

- 73 -

Table 1 - Fire integrity of bulkheads separating adjacent spaces

Spaces (1) (2) (3) (4) (5) (6) (7) (8) (9)

Control stations (1) A-0c A-0 A-60 A-0 A-15 A-60 A-15 A-60 *

Corridors and lobbies (2) Cd B-0d A-0a B-0d A-60 A-0 A-0 *
B-Od
Accommodation
(3) Cd A-0a B-0d A-60 A-0 A-0 *
spaces
B-0d

Stairways (4) A-0a A-0a A-60 A-0 A-0
B-0d B-0d *
Service spaces (low
risk) (5) Cd A-60 A-0 A-0 *

Machinery spaces of (6) * A-0 A-60 *
category A
Other machinery
spaces (7) A-0b A-0 *
Service spaces (high
risk) (8) A-0b *

Open decks (9)

Table 2 - Fire integrity of decks separating adjacent spaces

Spaces above Spaces (1) (2) (3) (4) (5) (6) (7) (8) (9)
below

Control stations (1) A-0 A-0 A-0 A-0 A-0 A-60 A-0 A-0 *

Corridors and lobbies (2) A-0 * * A-0 * A-60 A-0 A-0 *

Accommodation spaces (3) A-60 A-0 * A-0 * A-60 A-0 A-0 *

Stairways (4) A-0 A-0 A-0 * A-0 A-60 A-0 A-0 *
Service spaces (low risk)
(5) A-15 A-0 A-0 A-0 * A-60 A-0 A-0 *
A-
Machinery spaces of A-60 A-60 A-60 A-60 A-60 * A-60 *
60e
(6)category A

Other machinery spaces (7) A-15 A-0 A-0 A-0 A-0 A-0 * A-0 *
Service spaces (high risk)
(8) A-60 A-0 A-0 A-0 A-0 A-60 A-0 A-0 *

Open decks (9) * * * * * * * * -

Notes: To be applied to both tables 1 and 2, as appropriate.

- 74 -

a For clarification on which applies, see 14B.2.4 and 14B.2.6.
b Where spaces are of the same numerical category and
subscript b 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.
c Bulkheads separating the wheelhouse and chartroom from each
other may be "B-0" rating.
d For the application of 14B.2.3.1, "B-O" and "C", where appearing
in table 1, should be read as "A-0".
e Fire insulation need not be fitted if the machinery space in
category (7),in the opinion of the Administration, has little or no
fire risk.
* Where an asterisk appears in the tables, the division is required
to be of steel or other equivalent material but is not required to be
of "A" class standard.

For the application of 14B.2.3.1 an asterisk, where appearing in table 2, except
for category (9), should be read as "A-0".

14B.2.6 Protection of stairways and lifts in accommodation and service spaces

14B.2.6.1 A stairway should be of steel frame construction except where the
Administration sanctions the use of other equivalent material, and should be
within enclosures formed of "A" class divisions, with positive means of closure
at all openings, except that:

.1 an isolated stairway which penetrates a single deck only may be
protected at one level only by at least "B" class divisions and self-closing
door(s); and

.2 stairways may be fitted in the open in a public space, provided they lie
wholly within such public space.

14B.2.6.2 A stairway enclosure should have direct communication with the corridors and
be of sufficient area to prevent congestion, having in view the number of
persons likely to use them in an emergency. In so far as is practical, stairway
enclosures should not give direct access to galleys, machinery spaces, service
lockers, or other enclosed spaces containing combustibles in which a fire is
likely to originate.

14B.2.6.3 A lift trunk should be so fitted to prevent the passage of flame from one 'tween-
deck to another and should be provided with means of closing to permit the
control of draught and smoke.

14B.2.7 Openings in "A" class divisions

14B.2.7.1 Except for hatches between store and baggage spaces, and between such
spaces and the weather decks, all openings should be provided with
permanently attached means of closing which should be at least as effective for
resisting fires as the divisions in which they are fitted.

14B.2.7.2 The construction of all doors and door frames in "A" class divisions, with the
means of securing them when closed, should provide resistance to fire as well
as the passage of smoke and flame, as far as practical, equivalent to that of the
bulkheads in which the doors are situated.

- 75 -

Such doors and door frames should be constructed of steel or other equivalent
material. Steel watertight doors need not be insulated.

14B.2.7.3 It should be possible for each door to be opened and closed from each side of
the bulkhead by one person only.

14B.2.7.4 Fire doors in main vertical zone bulkheads, galley boundaries and stairway
enclosures other than power-operated watertight doors and those which are
normally locked, should satisfy the following requirements:

(a) the doors should be self-closing and be capable of closing with an angle
of inclination of up to 3.5º opposing closure;

(b) the approximate time of closure for hinged fire doors should be no more
than 40 seconds and no less than 10 seconds from the beginning of
their movement with the ship in the upright position. The approximate
uniform rate of closure for sliding doors should be of no more than 0.2
m/s and no less than 0.1 m/s with the ship in the upright position;

(c) the doors, except those for emergency escape trunks, should be
capable of remote release from the continuously manned central control
station, either simultaneously or in groups and should also be capable of
release, individually, from a position at the door. Release switches
should have an on-off function to prevent automatic resetting of the
system;

(d) hold-back hooks not subject to central control station release are
prohibited;

(e) a door closed remotely from the central control station should be
capable of being re-opened from both sides of the door by local control.
After such local opening, the door should automatically close again;

(f) indication must be provided at the fire door indicator panel in the
continuously manned central control station whether each door is
closed;

(g) the release mechanism should be so designed that the door will
automatically close in the event of disruption of the control system or
central power supply;

(h) local power accumulators for power-operated doors should be provided
in the immediate vicinity of the doors to enable the doors to be operated
after disruption of the control system or central power supply at least ten
times (fully opened and closed) using the local controls;

(i) disruption of the control system or central power supply at one door
should not impair the safe functioning of the other doors

(j) remote-released sliding or power-operated doors should be equipped
with an alarm that sounds at least 5s but no more than 10s after the
door being released from the central control station and before the door
begins to move and continues sounding until the door is completely
closed;

(k) a door designed to re-open upon contacting an object in its path should
re-open not more than 1 m from the point of contact

- 76 -

(l) double-leaf doors equipped with a latch necessary for their fire integrity
should have a latch that is automatically activated by the operation of
the doors when released by the system

(m) the components of the local control system should be accessible for
maintenance and adjusting;

(n) power-operated doors should be provided with a control system of an
approved type which should be able to operate in case of fire and be in
accordance with the Fire Test Procedures Code. This system should
satisfy the following requirements:

• the control system should be able to operate the door at the temperature
of at least 200°C for at least 60 min, served by the power supply;
• the power supply for all other doors not subject to fire should not be
impaired; and
• at temperatures exceeding 200°C the control system should be
automatically isolated from the power supply and should be capable of
keeping the door closed up to at least 945°C.

14B.2.7.5 Where 'A' Class divisions are penetrated for the passage of electric cables,
pipes, trunks, ducts, etc., or for girders, beams or other structural members,
arrangements are to beamed to ensure that the fire resistance is not impaired.

14B.2.8 Openings in "B" class divisions

14B.2.8.1 Doors and door frames in "B" class divisions and means of securing them
should provide a method of closure which should have resistance to fire as far
as practical equivalent to that of the divisions except that a ventilation opening
may be permitted in the lower portion of such doors. When such an opening is
in or under a door the total net area of the opening(s) should not exceed
2
0.05m . When such an opening is cut in a door it should be fitted with a grill
made of non-combustible material. Doors should be noncombustible or of
substantial construction.

14B.2.8.2 Where 'B' Class divisions are penetrated for the passage of electric cables,
pipes, trunks, ducts, etc., or for the fitting of ventilation terminals, lighting
fixtures and similar devices, arrangements are to be made to ensure that the
fire resistance is not impaired.

14B.2.9 Windows and portlights (Also see 5.4 and 5.5)

14B.2.9.1 All windows and portlights in bulkheads within accommodation spaces, service
spaces and control stations should be so constructed to preserve the integrity
requirements of the type of bulkheads in which they are fitted.

14B.2.9.2 Glass is not to be installed as an interior main vertical zone, stairway enclosure
bulkhead, or within machinery space boundaries.

14B.2.10 Details of construction

14B.2.10.1 In accommodation and service spaces, control stations, corridors and
stairways:

.1 air spaces enclosed behind ceilings, panelling or linings should be
suitably divided by close-fitting draught stops not more than 14m apart;

- 77 -

and

.2 in the vertical direction, enclosed air spaces, including those behind
linings of stairways, trunks, etc. should be closed at each deck.

14B.2.10.2 The draught stops are to be non-combustible and are to form a continuation
above the ceiling of the bulkhead below or the other side of the panelling or
lining to the bulkhead, as far as possible.

14B.2.10.3 Where the structure or 'A' Class divisions are required to be insulated, it is to be
ensured that the heat from a fire is not transmitted through the intersections and
terminal points of the divisions or penetrations to uninsulated boundaries.
Where the insulation installed does not achieve this, arrangements are to be
made to prevent this heat transmission by insulating the horizontal and vertical
boundaries or penetrations for a distance of 450 mm.

14B.2.10.4 Without impairing the efficiency of the fire protection, the construction of ceilings
and bulkheads should allow a fire patrol to detect any smoke originating in
concealed and inaccessible places, except where there is no risk of fire
originating in such places.

14B.2.10.5 When gaseous fuel is used for domestic purposes, the arrangements for the
storage, distribution and utilisation of the fuel should be such that, having
regard to the hazards of fire and explosion which the use of such fuel may
entail, the safety of the vessel and the persons onboard are preserved.

In particular, open flame gas appliances provided for cooking, heating or any
other purposes, should comply with the requirements of EC directive
90/396/EEC or equivalent and, the installation of open flame gas appliances
should comply with the appropriate provisions of Section 14A.5.

14B.2.11 Restricted use of combustible materials

14B.2.11.1 Except in spaces protected by an automatic sprinkler system and fully
addressable fire detection system in accordance with 14B.2.14, all linings,
grounds, and ceilings should be of non-combustible materials.

14B.2.11.2 The use of combustible materials is to be kept to a minimum. Insulation
materials should be non-combustible.

14B.2.11.3 The following surfaces should be low flame spread:

.1 exposed surfaces in corridors and stairway enclosures, and of
bulkheads, wall and ceiling linings in all service spaces and control
stations; and

.2 concealed or inaccessible spaces in accommodation, service spaces
and control stations.

As an alternative to .1 and .2 above, these spaces may contain surfaces that
are not low flame spread, provided

.3 adequate barriers of low flame spread surfaces are arranged to restrict
the spread of flame areas at distances not greater than 5m, or

.4 these spaces are protected by an automatic sprinkler system and fully
addressable fire detection system in accordance with 14B.2.14.

- 78 -

14B.2.11.4 Pipes penetrating 'A' or 'B' Class divisions are to be of approved materials
having regard to the temperature such divisions are required to withstand.

14B.2.11.5 Pipes conveying oil or combustible liquids through accommodation and service
spaces are to be of approved materials having regard to the fire risk.

14B.2.11.6 Materials readily rendered ineffective by heat are not to 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 the danger of flooding.

14B.2.11.7 Furniture in the corridors and escape routes should be of a type and quantity
not likely to obstruct access. Additionally, furniture along escape routes should
be secured in place to prevent shifting if the vessel rolls or lists.

14B.2.11.8 Primary deck coverings within accommodation spaces, service spaces and
control stations are to be of a type which will not readily ignite, or give rise to
toxic or explosive hazards at elevated temperatures. Reference is also to be
made to the IMO FTP Code, Annex 1, Parts 2 and 6.

14B.2.11.9 Vapour barriers and adhesives used in conjunction with insulation, as well as
insulation of pipe fittings for cold service systems need not be non-combustible,
but they should be kept to the minimum quantity practicable and their exposed
surfaces should have low flame spread characteristics.

14B.2.11.10 Except when a fully addressable fire detection system is fitted, upholstery
composites (fabric in association with any backing or padding material) used
throughout the vessel should be approved in accordance with the IMO FTP
Code, Annex 1, Part 8 or an equivalent standard acceptable to the
administration.

14B.2.11.11 Except when a fully addressable fire detection system is fitted bedding
components should be approved in accordance with the IMO FTP Code, Annex
1, Part 9 or an equivalent standard acceptable to the administration

14B.2.11.12 Except when a fully addressable fire detection system is fitted, suspended
textile materials such as curtains and drapes should be approved in accordance
with the IMO FTP Code, Annex 1, Part 7, or an equivalent standard, acceptable
to the administration

14B.2.11.13 Upholstery, bedding components and suspended textiles required to comply
with the IMO FTP code or an equivalent standard are to be clearly labelled by
the manufacturer stating the standard that they meet and any washing or
cleaning instructions needed to maintain their fire resistance. These labels are
not to be removed.

14B.2.11.14 In spaces where penetration of oil products is possible, the surface of insulation
is to be impervious to oil or oil vapours. Insulation boundaries are to be
arranged to avoid immersion in oil spillages so far as is practicable.

14B.2.12 Means of escape

Purpose

The purpose of this section is to provide means of escape so that persons
onboard can safely and swiftly escape to the lifeboat and liferaft embarkation
deck. For this purpose, the following functional requirements should be met:

- 79 -

• safe escape routes should be provided;
• escape routes should be maintained in a safe condition, clear of
obstacles; and
• additional aids for escape should be provided as necessary to ensure
accessibility, clear marking, and adequate design for emergency
situations.

14B.2.12.1 Stairways and ladders should be arranged to provide ready means of escape to
the lifeboat and liferaft embarkation deck from all guest and crew
accommodation spaces and service spaces in which the crew are normally
employed, other than machinery spaces. In particular, the following provisions
should be complied with:

.1 Below the bulkhead deck two means of escape, at least one of which
should be independent of watertight doors, should be provided from
each watertight compartment, main vertical zone or similarly restricted
group of spaces. Exceptionally one of the means of escape may be
dispensed with, due regard being paid to the nature and location of
spaces and to the number of persons who might normally be
accommodated or employed there.

.2 Above the bulkhead deck, there are to be at least two means of escape
from each vertical fire zone or similarly restricted spaces or group of
spaces, at least one of which is to give access to a readily accessible
escape which will provide continuous fire shelter from the level of its
origin to the appropriate survival craft embarkation deck

.3 Within each main vertical zone there should be at least one readily
accessible enclosed stairway providing continuous fire shelter, where
practical, at all levels up to the appropriate lifeboat and liferaft
embarkation decks or the highest level served by the stairway,
whichever level is the highest. The width, number and continuity of the
stairways should be satisfactory for the number of persons likely to use
them.

.4 Access from the stairway enclosures to the lifeboat and liferaft
embarkation areas should avoid high fire risk areas.

.5 Stairways serving only a space and a balcony in that space should not
be considered as forming one of the required means of escape.

.6 If a radio room or wheelhouse has no direct access to the open deck,
two means of escape should be provided, one of which may be a
window of sufficient size or another means.

.7 Stairways are not to exceed 3,5 m vertical rise without the provision of a
landing.

.8 In the case where direct access to the appropriate survival craft
embarkation deck as required by .1 and .2 is not practical, a ready
accessible escape which will provide continuous fire shelter from the
level of its origin to the appropriate open deck with subsequent direct
passage to the embarkation deck can be accepted provided that these
escape routes including external staircases, have emergency lighting
and slip free surfaces under foot.

- 80 -

.9 Protection of access from the stairway enclosures to the lifeboat and
liferaft embarkation areas should be provided either directly or through
protected internal routes which have fire integrity and insulation values
for stairway enclosures as determined by tables 1 and 2, as appropriate.

.10 Where public spaces span three or more open decks and contain
combustibles such as furniture and give access to other enclosed
spaces, each level within the space is to have two means of escape,
one of which is to give access to a readily accessible escape which will
provide continuous fire shelter from the level of its origin to the
appropriate survival craft embarkation deck.

14B.2.12.2 Two means of escape should be provided from each machinery space. In
particular, the following provisions should be complied with:

.1 The two means of escape should consist of either:
(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 appropriate
survival craft embarkation decks. One of these ladders should
provide continuous fire shelter from the lower part of the space to
a safe position outside the space. This shelter is to be of steel or
equivalent material, insulated where necessary, and provided
with a self closing door at the lower end. If access is provided at
other levels each level is to be provided with a steel or equivalent
material self-closing door; or
(b) one steel ladder leading to a door in the upper part of the space
from which access is provided to the embarkation 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
embarkation deck.

.2 One of the means of escape from any such space required by
14B.2.12.2.1 may be dispensed with on sailing vessels with small
machinery spaces, so long as either a door or a steel ladder and
walkways provide a safe escape route to the embarkation deck with due
regard being paid to the nature and location of the space and whether
persons are normally employed in that space.

.3 Two means of escape should be provided from a machinery control
room located within a machinery space, at least one of which should
provide continuous fire shelter to a safe position outside the machinery
space.

14B.2.12.3 Lifts should not be considered as forming one of the required means of escape.

14B.2.12.4 In exceptional circumstances a single means of escape may be accepted for
spaces other than accommodation spaces that are entered only occasionally, if
the escape route does not pass through a galley, machinery space or watertight
door.

- 81 -

14B.2.12.5 Adequate deck area is to be provided at assembly stations and embarkation
areas having due regard to the expected number of persons. Generally,
assembly stations should be provided close to the embarkation stations. Each
assembly station should have sufficient clear deck space to accommodate all
2
persons assigned to assemble at that station, but at least 0.35m per person.

14B.2.12.6 Emergency Escape Breathing Devices

Emergency escape breathing devices (EEBD’s) should comply with the Fire
Safety Systems Code. At least one spare emergency escape breathing device
should be kept onboard.

14B.2.12.6.1 All vessels should carry at least two EEBD’s within accommodation spaces, and
at least two EEBD’s should be carried in each main vertical zone.

14B.2.12.6.2 On all vessels, within the machinery spaces, EEBD’s should be situated ready
for use at easily visible locations, which can be reached quickly and easily at
any time in the event of fire. The number and location should take into account
the layout of the machinery space and the number of persons normally working
in the space. The number and location of these devices should be indicated in
the fire control plan.

14B.2.13 Ventilation systems

14B.2.13.1 Ventilation ducts should be of non-combustible material. Short ducts, however,
not generally exceeding 2m in length and with a cross-section not exceeding
2
0.02m need not be non-combustible, subject to the following conditions:

.1 they should be of a suitable material having regard to the risk of fire;

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

.3 they should not be situated less than 600mm, measured along the duct,
from an opening in an "A" or "B" class division including continuous "B"
class ceilings.
2
14B.2.13.2 Where ventilation ducts with a free cross-sectional area exceeding 0.02m pass
through class "A" 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 the ducts and
sleeves should comply in this part with the following:

.1 Sleeves should have a thickness of at least 3mm and a length of at least
900mm. When passing through bulkheads, this length should be divided
preferably into 450mm on each side of the bulkhead. The ducts, or
sleeves lining such ducts, 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.
2
.2 Ducts with a free cross-sectional area exceeding 0.075m should be
fitted with fire dampers in addition to the requirements of .1 above. 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.

- 82 -

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 divisions which
they pierce.

14B.2.13.3 Ducts provided for the ventilation of a machinery space of category A,
machinery spaces, galley, spaces containing vehicles or craft with fuel in their
tanks or lockers storing such fuel, should not pass through accommodation
spaces, service spaces or control stations unless they comply with the
conditions specified in .1 to .4 or .5 and .6 below:

.1 they are constructed of steel having a thickness of at least 3mm and
5mm for duct widths or diameters of up to and including 300mm and
760mm and over respectively and, in the case of ducts with widths or
diameters between 300mm and 760mm, thickness should be obtained
by interpolation;

.2 they are suitably supported and stiffened;

.3 they are fitted with automatic fire dampers close to the boundaries
penetrated; and

.4 they are insulated to "A-60" standard from a machinery space or galley
to a point at least 5m beyond each fire damper; or

.5 they are constructed of steel in accordance with .1 and .2 above; and

.6 they are insulated to "A-60" standard throughout accommodation
spaces, service spaces or control stations; except that penetrations of
main zone divisions should also comply with the requirements of
14B.2.13.8.

14B.2.13.4 Ducts provided for ventilation to accommodation spaces, service spaces or
control stations, should not pass through a machinery space of category A
machinery spaces, galley, spaces containing vehicles or craft with fuel in their
tanks or lockers storing such fuel, unless they comply with the conditions
specified in .1 to .3 or .4 and .5 below:

.1 where they pass through a machinery space of category A or galley,
ducts are constructed of steel in accordance with 14B.2.13.3.1 & .2;

.2 automatic fire dampers are fitted close to the boundaries penetrated;
and
.3 the integrity of the machinery space or galley boundaries is maintained
at penetrations or;

.4 where they pass through a machinery space of category A or galley,
ducts are constructed of steel in accordance with 14B.2.13.3.1 & .2; and

.5 within a machinery space or galley, ducts are insulated to "A-60"
standard; except that penetrations of main zone divisions should also
comply with the requirements of 14B.2.13.8.
2
14B.2.13.5 Ventilation ducts with a free cross-sectional area exceeding 0.02m passing
through "B" class bulkheads should be lined with steel sheet sleeves of 900mm
in length divided preferably into 450mm on each side of the bulkheads, unless
the duct is of steel for this length.

- 83 -

14B.2.13.6 For a control station outside machinery spaces and other normally manned
control stations, practical measures should be taken to ensure that ventilation,
visibility and freedom from smoke are maintained so that, in the event of fire,
the machinery and equipment contained in the control station 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. These requirements need not apply to control
stations situated on, and opening on to, an open deck, or where local closing
arrangements would be equally effective.

14B.2.13.7 Exhaust duct(s) from a galley range should be constructed of "A" class divisions
where passing through accommodation spaces and/or spaces containing
combustible materials. In addition to the requirements of 14B.2.13.3 An exhaust
duct should be fitted with:

.1 a grease trap readily removable for cleaning;
.2 a fire damper located in the lower end of the duct;
.3 arrangements for shutting off the exhaust fans, operable from within the
galley;
.4 fixed means for extinguishing a fire within the duct.

14B.2.13.8 When it is necessary for a ventilation duct to pass through a main vertical zone
division, a fail-safe automatic closing fire damper should be fitted adjacent to
the division. The damper should also be capable of being manually closed from
each side of the division. The operating position should be readily accessible
and be marked in red light-reflecting colour. The duct between the division and
the damper should be of steel or other equivalent material and, if necessary,
insulated to comply with the requirements of SOLAS regulation II-2/9.3.1. The
damper should be fitted on at least one side of the division with a visible
indicator showing whether the damper is in the open position.

14B.2.13.9 Inlets and outlets of ventilation systems should be capable of being closed from
outside the space being ventilated.

14B.2.13.10 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 a machinery space should be entirely
separate from the means provided for stopping ventilation of other spaces.

14B.2.13.11 Where public spaces span three or more open decks and contain combustibles
such as furniture, and other enclosed spaces, the space is to be equipped with
a smoke extraction system. The smoke extraction system is to be activated by
the smoke detection system required by 14B.2.14 and is to be capable of
manual control. The fans are to be capable of exhausting the entire volume
within the space in not more than 10 min.

14B.2.13.12 Store-rooms containing highly flammable products are to be provided with
ventilation arrangements that are separate from other ventilation systems.
Ventilation is to be arranged to prevent the build up of flammable vapours at
high and low levels. The inlets and outlets of ventilators are to be positioned so
that they do not draw from or vent into an area which would cause undue
hazard, and are to be fitted with spark arresters.

- 84 -

14B.2.13.13 Ventilation systems serving Category 'A' machinery spaces are to be
independent of systems serving other spaces.

14B.2.13.14 All enclosed spaces containing free standing fuel tanks are to be ventilated
independently of systems serving other spaces.

14B.2.13.15 Ventilation is to be provided to prevent the accumulation of dangerous
concentrations of flammable gas which may be emitted from batteries.

14B.2.13.16 Ventilation openings may be fitted in and under the lower parts of cabin and
public space doors in corridor bulkheads. The total net area of any such
2
openings is not to exceed 0.05m .

14B.2.13.17 For spaces containing vehicles or craft with fuel in their tanks or lockers storing
such fuels, see 14B.1. For additional requirements for the ventilation of
domestic gaseous fuel, see 14.2.20.

14B.2.13.18 Ducts provided for exhaust ventilation from laundries are to be fitted with
suitable located cleaning and inspection openings.

14B.2.13.19 All fire dampers should comply with IMO Resolution A.754(18) pt A11 as
referenced in IMO FTP Code , Annex 1, Part 3.

14B.2.14 Fixed fire detection and fire alarm systems and automatic sprinkler, fire
detection and fire alarm systems

Purpose

The purpose of this section is to detect a fire in the space of origin and to
provide for alarm for safe escape and fire-fighting activity. For this purpose, the
following functional requirements should be met:

• fixed fire detection and fire alarm system installations should be suitable
for the nature of the space, fire growth potential and potential generation
of smoke and gases; and
• manually operated call points should be placed effectively to ensure a
readily accessible means of notification.

14B.2.14.1 Each separate zone in all accommodation and service spaces, except spaces
which afford no substantial fire risk such as void spaces, sanitary spaces, etc.,
should be provided throughout with an automatic sprinkler, fire detection and
fire alarm system of an approved type and complying with the requirements of
SOLAS 74, Chapter II-2 Part C, regulation II-2/7 and the IMO FSS Code,
Chapter 8, or an equivalent standard acceptable to the Administration. The
system should be designed to enable simultaneous operation of all sprinklers
fitted in the most hydraulically demanding area. The minimum area for
simultaneous operation may be taken as the largest area bounded by “A-O”
class divisions bulkheads or the breadth of the vessel squared, whichever is the
greater. In addition, a fixed fire detection and fire alarm system of an approved
type complying with the requirements of SOLAS 74, Chapter II-2 Part C,
Regulation II-2/7 and the IMO FSS Code, Chapter 9 should be installed and
arranged to provide smoke detection in corridors, stairways and escape routes
within accommodation spaces;

- 85 -

14B.2.15 Fire detection and alarms

14B.2.15.1 Manually operated call points complying with the requirements of SOLAS 74,
Chapter II-2, Part C regulation II-2/7 and the IMO FSS Code, Chapter 9 should
be installed.

14B.2.15.2 For vessels having a freeboard length of 85 m or more, a public address system
complying with the requirements of SOLAS 74'. Chapter III, regulation 6.5 is to
be available throughout the accommodation and service spaces and control
stations and open decks.

14B.2.16 Oil fuel arrangements

14B.2.16.1 Arrangements for the storage, distribution and utilisation of oil fuel are to be
such as to minimise the risk of fire or explosion.

14B.2.16.2 As far as practicable, oil fuel tanks are to be part of the vessel's structure and
are to be located outside Category 'A' machinery spaces.

14B.2.16.3 Where oil fuel tanks, other than double bottom tanks, are necessarily located
adjacent to or within Category 'A' machinery spaces, at least one of their vertical
sides is to be contiguous to the machinery space boundaries, and is preferably
to have a common boundary with the double bottom tanks, and the area of the
tank boundary common with the machinery spaces is to be kept to a minimum.
Where the vertical boundary of a tank directly exposed to a machinery space
meets the vessel's side plating at an acute angle, a small horizontal surface at
the base of the tank, necessary to accommodate practical constructional
considerations may be permitted. If the arrangement of the machinery is such
that a tank with a large horizontal surface at the base is necessary then a
cofferdam with suitable ventilation arrangements, to protect the base of the tank
from the effect of a machinery space fire, will be specially considered. Oil fuel
tanks situated within the boundaries of Category 'A' machinery spaces are not
to contain oil fuel having a flashpoint of less than 60°C. Except for vessels
constructed of materials other than steel, where steel tanks should be provided,
the use of free standing oil fuel tanks is prohibited.

14B.2.17 Lubricating oil arrangements

Arrangements for the storage, distribution and utilisation of oil used in pressure
lubrication systems are to be such as to minimise the risk of fire or explosion.

14B.2.18 Arrangements for other flammable oils

Arrangements for the storage, distribution and utilisation of other flammable oils
employed under pressure in power transmission systems, control and activating
systems and heating systems are to be such as to minimise the risk of fire or
explosion.

14B.2.19 Prohibition of carriage of flammable oils in forepeak tanks

Oil fuel, lubricating oil and other flammable oils are not to be carried in forepeak
tanks.

- 86 -

14B.2.20 Arrangements for gaseous fuel for domestic purposes

Where gaseous fuel is used for domestic purposes, the arrangements for the
storage, distribution and utilization of the fuel are to be such that, having regard
to the hazards of fire and explosion which the use of such fuel may entail, the
safety of the vessel and the persons on board is preserved. The installation is to
be in accordance with recognised national or international standards and is to
meet the requirements contained in 14A.5.

14B.2.21 Space heaters

Space heaters, if used, are to be fixed in position and so constructed as to
reduce fire risks to a minimum. The design and location of these units is to be
such that clothing, curtains or other similar materials cannot be scorched or set
on fire by heat from the unit.

- 87 -

15A FIRE APPLIANCES - VESSELS OF LESS THAN 500GT


15A.1.1 Fire appliances are to be of an approved type and should be provided to meet
the minimum requirements listed in Table 1 and the specific requirements of
15A.2.

15A.1.2 Fire appliances provided in addition to those required by 15A.1.1 should be of a
type acceptable to the Administration.

15A.1.3 The location of concealed fire appliances should be clearly marked.

- 88 -

Table 1 - FIRE APPLIANCES - VESSELS OF LESS THAN 500GT

1 PROVISION OF WATER JET – sufficient to 1
reach any part of vessel

2 POWER DRIVEN FIRE PUMP - engine or 1
independent drive
1
3 ADDITIONAL INDEPENDENT POWER
DRIVEN FIRE PUMP, POWER SOURCE
AND SEA CONNECTION - not located in the
same space as item 2

4 FIREMAIN & HYDRANTS - Sufficient to achieve item 1 with a
single length of hose

5 HOSES - with jet/spray nozzles each fitted 3
with a shut-off facility

6 FIRE EXTINGUISHERS - For each deck, 1 within 10m of any
portable,(accommodation and service spaces) position within an accommodation
or service space

7 FIRE EXTINGUISHERS - for a machinery
space containing internal combustion type
machinery - the options are:

(a) a fixed fire extinguishing system approved
in accordance with the IMO Fire Safety
Systems Code; and

(b)
(i) 1 portable extinguisher for oil fires for 7 (max)
each 74.6kw power; or
(ii) 2 portable extinguishers for oil fires 2+1
together with either

1 foam extinguisher of 45l capacity; or

1 CO2 extinguisher of 16kg capacity

8 FIREMANS OUTFIT - to include an approved 21
breathing apparatus

9 FIRE BLANKET - in galley 1

Notes:-
1. A minimum of two breathing apparatus are to be provided. In vessels where
stowage considerations do not allow the carriage of two apparatus, proposals to
carry a single unit should be agreed with the Administration.

- 89 -

15A.2 Specific Requirements

15A.2.1 Provision of water jet

At least one jet of water, from a single length of hose, should be able to reach
any part of the vessel normally accessible to passengers or crew while the
vessel is being navigated and, any store room or any part of a storage
compartment when empty.

15A.2.2 Fire pumps

15A.2.2.1 The power driven fire pump should have a capacity of

0.5 2 3
2.5x{1+0.066x(L(B+D)) } m /hour

where:

L = the length

B = the greatest moulded breadth

D = the moulded depth measured to the bulkhead deck at amidships.

When discharging at full capacity through 2 adjacent fire hydrants, the pump
2
should be capable of maintaining a water pressure of 0.2N/mm at any hydrant,
provided the fire hose can be effectively controlled at this pressure.

15A.2.2.2 The second fire pump, which may be portable, should have a capacity of at
least 80% of that required by 15A.2.2.1 and be capable of input to the fire main.
A permanent sea connection, external to the machinery space, should be
provided. "Throw-over" sea suctions are not acceptable.

15A.2.2.3 Each centrifugal fire pump should be provided with a non-return valve in the
connection to the fire main.

15A.2.3 Fire main and hydrants

15A.2.3.1 A fire main, water service pipes and fire hydrants should be fitted.

15A.2.3.2 The fire main and water service pipe connections to the hydrants should be
sized for the maximum discharge rate of the pump(s) connected to the main.

15A.2.3.3 The fire main, water service pipes and fire hydrants should be constructed such
that they will:

.1 not be rendered ineffective by heat;

.2 not readily corrode; and

.3 be protected against freezing.

15A.2.3.4 When a fire main is supplied by 2 pumps, 1 in the machinery space and 1
elsewhere, provision should be made for isolation of the fire main within the
machinery space and for the second pump to supply the fire main and hydrants
external to the machinery space. Isolation valve(s) should be manually operated
valves fitted outside the machinery space in a position easily accessible in the
event of a fire.

- 90 -

15A.2.3.5 The fire main should have no connections other than those necessary for fire
fighting or washing down.

15A.2.3.6 Fire hydrants should be located for easy attachment of fire hoses, protected
from damage and distributed so that a single length of the fire hoses provided
can reach any part of the vessel.

15A.2.3.7 Fire hydrants should be fitted with valves that allow a fire hose to be isolated
and removed when a fire pump is operating.

15A.2.4 Fire hoses

15A.2.4.1 Fire hoses should not exceed 18 metres in length and, generally, the diameter
of a lined hose for use with a powered pump should not be less than 45mm.

15A.2.4.2 Fire hoses and associated tools and fittings should be kept in readily accessible
and known locations, close to the hydrants or connections on which they will be
used. Hoses supplied from a powered pump should have jet/spray nozzles
(incorporating a shut-off facility) of diameter 19mm, 16mm or 12mm depending
on fire fighting purposes. For accommodation and service spaces, the diameter
of nozzles need not exceed 12mm. For machinery spaces and exterior
locations, the nozzle size should be as to obtain the maximum discharge
possible from two jets at the pressure referred to in 15A.2.2.1, from the smallest
pump.

15A.2.4.3 Hydrants or connections in interior locations on the vessel should have hoses
connected at all times. For use within accommodation and service spaces,
proposals to provide a smaller diameter of hoses and jet/spray nozzles will be
considered.

15A.2.4.4 The number of fire hoses and nozzles provided should correspond to the
functional fire safety requirements, but be at least 3.

15A.2.5 Portable fire extinguishers for use in accommodation and service spaces

15A.2.5.1 The number, location, fire extinguishing medium type and capacity should be
selected according to the perceived fire risk, but for each deck, one portable
extinguisher should be available for use within a distance of 10 m from any
location. A minimum of at least 3 portable fire extinguishers should be provided.
As far as practical, the fire extinguishers provided should have a uniform
method of operation and should be of an approved type and capacity.

15A.2.5.2 Portable fire extinguishers of the carbon dioxide type should not be located or
provided for use in accommodation spaces.

15A.2.5.3 Except for portable extinguishers provided in connection with a specific hazard
within a space when it is manned (such as a galley), portable extinguishers
generally should be located external to, but adjacent to, the entrance of the
space(s) in which they will be used. Extinguishers should be stowed in readily
accessible and marked locations.

15A.2.5.4 Spare charges should be provided onboard for at least 50% of each type and
capacity of portable fire extinguisher onboard. When an extinguisher is not of a
type which is rechargeable when the vessel is at sea, an additional portable fire
extinguisher of the same type (or its equivalent) should be provided.

- 91 -

15A.2.6 Fire extinguishing in machinery spaces

15A.2.6.1 In a machinery space containing internal combustion type machinery, fire
appliances should be provided at least to the extent listed in item 7 of Table 1 -
Fire Appliances.

15A.2.6.2 In a machinery space containing an oil fired boiler, oil fuel settling tank or oil fuel
unit, a fixed fire extinguishing system complying with the IMO Fire Safety
Systems Code should be installed.

15A.2.6.3 Portable fire extinguishers should be installed and the number, location, fire
extinguishing medium type and capacity should be selected according to the
perceived fire risk in the space. (Spare charges or spare extinguishers should
be provided per 15A.2.5.4.)

In any case, portable fire extinguishers for extinguishing oil fires should be
fitted:

.1 in a boiler room - at least 2;

.2 in a space containing any part of an oil fuel installation - at least
2; and

.3 in a firing space - at least 1.

- 92 -

15B FIRE APPLIANCES - VESSELS OF 500GT AND OVER

All vessels should comply with the requirements of SOLAS 74, Chapter II-2,
regulation 10. as may be amended, and as appropriate to the vessel and its
equipment. For the purpose of the SOLAS regulations, the standards for a
cargo ship apply.
In no case should the standards applied be less than those applied to a vessel
of less than 500GT.

The location of concealed fire appliances should be clearly marked.

- 93 -

16 RADIO

16.1 General

16.1.1 All vessels regardless of size should comply with the requirements of this
chapter.

16.2 Radio communications: The Global Maritime Distress and Safety System
(GMDSS)

16.2.1 Each vessel should carry sufficient radio equipment to perform the following
distress and safety communications functions throughout its intended voyage:

.1 transmitting ship to shore distress alerts by at least two separate and
independent means, each using a different radio communication service;

.2 receiving shore-to-ship distress alerts;

.3 transmitting and receiving ship-to-ship distress alerts;

.4 transmitting and receiving search and rescue co-ordinating
communications;

.5 transmitting and receiving on-scene communications;

.6 transmitting and receiving signals for locating by radar;

.7 transmitting and receiving maritime safety information;

.8 transmitting and receiving bridge-to-bridge communications.

16.2.2 Radio installations

16.2.2.1 Table 1 illustrates the radio installations to be carried to fulfil the functional
requirements for sailing at different distances from a safe haven.

Table 1

Radio Equipment Distance from safe haven - nautical miles

Up to 30 Up to 60 Up to 150 Unlimited

VHF Radiotelephone with One One One One
Digital Selective Calling (DSC)

MF/HF Radiotelephone with None None One1 One1
Digital Selective Calling (DSC)

INMARSAT Ship Earth Station None None One1 One1

NAVTEX2 receiver None None One 2 One 2

Notes:

1. An INMARSAT ship earth station OR an MF/HF radiotelephone with
DSC may be fitted for operations over 60 miles from a safe haven.

- 94 -

When a vessel operates north of 70° North, or south of 70° South, i.e.
polar regions, an INMARSAT Ship Earth and MF/HF is required due to
lack of coverage also, IRIDIUM is recommended.

2. If the vessel is sailing in an area where an international NAVTEX service
is not provided then the NAVTEX receiver should be supplemented by
an INMARSAT enhanced group calling system.

16.2.2.2 Example:

As an illustration, the minimum equipment to be installed on a vessel engaged
on worldwide operations south of 70 degrees North and north of 70 degrees
South would be:

one VHF radiotelephone with DSC;
one INMARSAT-C ship earth station;
one NAVTEX receiver.

Note: also the requirement for the carriage of two way radiotelephone sets,
EPIRB's and SART's given in section 13 table 1

16.2.3 Operational Performance

16.2.3.1 All required radio communications equipment should be of a type which is
approved by the relevant authority.

16.2.4 Installation

16.2.4.1 The radio installation should:

.1 be so located to ensure the greatest possible degree of safety and
operational availability;

.2 be protected against the harmful effect of water, extremes of
temperature and other adverse environmental conditions;

.3 be clearly marked with the call sign, the vessel station identity and any
other codes applicable to the use of the radio installation.

16.2.5 Sources of energy

16.2.5.1 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.

16.2.5.2 A reserve source of energy, independent of the propelling power of the vessel
and its electrical system, should be provided for the purpose of conducting
distress and safety radio communications for a minimum of one hour in the
event of failure of the vessel's main and emergency sources of electrical power,
(3 hours minimum).

An independent reserve source of energy should be provided for the purpose of
conducting distress and safety radio communications for a minimum of 1 hour in
addition to that provided by the emergency source of electrical power.

- 95 -

16.2.5.3 When a reserve source of energy consists of a rechargeable accumulator
battery, a means of automatically charging such batteries should be provided,
which is capable of recharging them to minimum capacity requirements within
10 hours which should include a visual and audible charger failure device.

16.2.5.4 The siting and installation of accumulator batteries should ensure the highest
degree of service and safety.

16.2.6 Watches

16.2.6.1 A vessel, while at sea, should maintain a continuous watch:

.1 where practicable, on VHF Channel 16;

.2 where practicable, on VHF Channel 13;

.3 on VHF Digital Selective Calling (DSC), on channel 70;

.4 if fitted with an MF / HF radiotelephone, on the distress and safety DSC
frequency 2187.5kHz;

.5 for satellite shore-to-ship distress alerts, if fitted, with a radio facility for
reception of maritime safety information by the INMARSAT enhanced
group calling system;

.6 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; normally using the International
NAVTEX service or INMARSAT's enhanced group calling facility.
(Further information may be obtained from the Admiralty List of Radio
Signals volume 5.)

16.2.7 Radio Personnel

16.2.7.1 A vessel should carry at least one person qualified for distress and safety
radiocommunication purposes, who should hold a certificate of competence
acceptable to the relevant authority.

- 96 -

17 NAVIGATION LIGHTS, SHAPES AND SOUND SIGNALS

17.1 Every vessel should comply with the requirements of the International
Regulations For Preventing Collisions At Sea, 1972, as amended.

17.2 All navigation lights should be provided with main and emergency power
supply.

17.3 With due regard to accessibility, the requirement for duplication for navigation
lights required to be shown whilst underway may be satisfied by having a spare
lamp that can be easily fitted within three minutes.

17.4 For vessels where compliance is impracticable, alternatives may be considered
by application to the Administration.

- 97 -

18 NAVIGATIONAL EQUIPMENT AND VISIBILITY FROM WHEELHOUSE

18.1 Navigational Equipment

18.1.1 A vessel should be fitted with the following:

.1 A properly adjusted standard magnetic compass or other means,
independent of any power supply, to determine the ship’s heading.

.2 In a steel vessel, it should be possible to correct the compass for co-
efficients B, C and D, and heeling error

.3 The magnetic compass or repeater should be so positioned as to be
clearly readable by the helmsman at the main steering position. It
should also be provided with an electric light, the electric power supply
of which should be of the twin wire type.

18.1.2 A vessel should be fitted with, the following additional equipment:

.1 an echo sounder;

.2 a receiver for a global navigation satellite system or a terrestrial radio-
navigation system, or other means suitable for use at all times
throughout the intended voyage, to establish and update the ship’s
position by automatic means;

.3 a distance measuring log;

.4 a gyro compass or spare magnetic compass bowl;

.5 a rudder angle indicator; and

.6 a 9 GHz radar.

18.1.3 For vessels of less than 300GT the equipment specified in 18.1.1 and 18.1.2
need not be of an approved type.

18.1.4 Means should be provided for taking bearings as near as practicable over an
arc of the horizon of 360º. This requirement may be met by the fitting of a
pelorus compass, or, on a vessel other than a steel vessel, with a hand bearing
compass.

18.1.5 For vessels under 300GT the requirements of 18.1.2.4 may be met by the use
of a fluxgate compass, provided that a suitable back up power supply is
available to power the compass in the event of failure of the main electrical
supply. Where such a compass incorporates a capability to measure magnetic
deviation by undertaking a calibration routine, and where the deviation figures
are recorded within the device, a deviation card is not required.

18.1.6 Attention should be paid to magnetic effects on magnetic compasses, including
fluxgate compasses, when operating in Polar Regions. (i.e. north of 70° N, or
south of 70° S).

18.1.7 All vessels of 300GT and over shall be fitted with an approved automatic
identification system (AIS) in accordance with SOLAS Chapter V, no later than
31st December 2004.The AIS shall:

- 98 -

.1 provide automatically to appropriately equipped shore stations, other
ships and aircraft, information including the ships identity, type, position,
course, speed, navigational status and other safety related information;

.2 receive automatically such information from similarly fitted ships

.3 monitor and track ships; and

.4 exchange data with shore- based facilities.

18.2 Bridge Visibility

18.2.1 Navigation bridge visibility should comply with SOLAS Chapter V. Vessels
under 45m in length should comply as far as reasonable and practicable.

18.2.2 Windows may be inclined from the vertical plane provided that, where
necessary, appropriate measures are taken to avoid adverse reflections from
within.

18.2.3 Windows to the navigating position should not be of either polarised or tinted
glass (see 5.5.8) Portable tinted screens may be provided for selected
windows.

- 99 -

19 MISCELLANEOUS EQUIPMENT

19.1 Nautical Publications

Every vessel should carry nautical charts and nautical publications to plan and
display the ship’s route for the intended voyage and to plot and monitor
positions throughout the voyage.

An approved electronic chart display and information system (ECDIS) may be
accepted as meeting these chart carriage requirements.

Back-up arrangements to meet these functional requirements should be
provided where this function is partly or fully filled by electronic means: this
means single ECDIS and paper charts or duplicate ECDIS.

19.2 Measuring Instruments

Every vessel should carry a barometer. Every sailing vessel should carry an
anemometer and an inclinometer.

19.3 Signalling Lamp

Every vessel should carry a daylight signalling lamp, or other means to
communicate by light during day and night using an energy source of electrical
power not solely dependent upon the ship's power supply. The signalling lamp
may be the searchlight required by 19.4.

19.4 Searchlight

Every vessel should carry an efficient fixed or portable searchlight suitable for
man-overboard search and rescue operations.

19.5 Vessels of <150 GT require a radar reflector.

19.6 Vessels of >300 GT must be marked externally with the vessel’s IMO number
which may be horizontal provided that it is visible from the air.

- 100 -

20 ANCHORS AND CABLES

Objective:- The purpose of this section is to set out the minimum standard for
anchoring and mooring arrangements. It should be noted that this element is
to be an integral part of the Classification process and this should be reflected
in the Class Notation.

20.1 Equipment

20.1.1 Vessels will be considered to have adequate equipment if fitted out in
accordance with standards for such equipment, set by an approved
Classification Society.

20.1.2 Vessels not equipped in accordance with 20.1.1 may be specially considered by
the Administration, provided full information is submitted for approval.

20.1.3 All vessels are to have at least 2 anchors, one of which must be ready for use
at all times. Any powered deployment system should be connected to an
emergency power supply or be capable of being manually operated.

20.2 Sailing Vessels

20.2.1 The sizing of anchors and cables for sailing vessels should take into account
the additional windage effect of the masts and rigging.

20.2.2 Typically, for square rigged sailing vessels, experience based guidance on
approximate increase in anchor mass and cable strength required is:

for vessels up to 50 metres in length, typically 50% above the requirements for
a typical motor vessel having the same total longitudinal profile area of hull and
superstructure as the square rigged sailing vessel under consideration; and

for vessels 100 metres in length and over, typically 30% above the
requirements for a typical motor vessel having the same total longitudinal profile
area of hull and superstructure as the square rigged sailing vessel under
consideration.

For a square rigged sailing vessel of between 50 and 100 metres in length the
increase should be obtained by linear interpolation.

- 101 -

21 ACCOMMODATION

21.1 General

21.1.1 An adequate standard of accommodation should be provided to ensure the
comfort, recreation, health and safety of all persons on board.

21.1.2 Attention is drawn to the achievement of appropriate standards for means of
access and escape, lighting, heating, food preparation and storage, messing,
safety of movement about the vessel, ventilation and water services.

21.1.3 Generally, accommodation standards for the crew should be at least equivalent
to the standards set by the International Labour Organisation conventions for
crew accommodation in merchant ships. The ILO Convention provisions should
be practicable with regard to vessels greater than 500GT. For smaller vessels,
particularly sailing vessels, the standards should be applied where possible.
When it is neither reasonable nor practicable to site crew sleeping
accommodation amidships or aft, and above the deepest waterline as required,
measures taken to ensure an equivalent level of crew health and safety should
be agreed with the Administration. Sleeping accommodation with the deckhead
lining below the deepest waterline is not permitted. It is recommended that
where such accommodation is sited partially below the deepest waterline it
should be arranged such that in the event of damage to the watertight
compartment in which the accommodation space is situated, the lining should
not be immersed.

21.1.5 Crew accommodation should not be sited within hazardous spaces.

The following standards are described by general principles which need to be
expanded to meet the requirements which relate to the use and areas of
operation of particular vessels.

21.2 Access/Escape Arrangements

See 14A.3 and 14B.2.12.

21.3 Lighting

An electric lighting system should be installed which is capable of supplying
adequate light to all enclosed accommodation and working spaces. The system
should be designed and installed in accordance with section 8.

21.4 Heating

As considered appropriate, an adequate heating installation should be provided.

21.5 Food Preparation, Storage and Messing

The galley floor should be provided with a non-slip surface and provide a good
foothold.

All furniture and fittings in the galley shall be made of a material which is
impervious to dirt and moisture. All metal parts of furniture and fittings shall be
rust resistant.

The ventilation in the galley shall be arranged to ensure that there is an
adequate supply of fresh air and for the efficient discharge of fumes into the
open air (see also 21.7).

- 102 -

When a cooking appliance is gimballed it should be protected by a crash bar or
other means to prevent personal injury. Means should be provided to lock the
gimballing mechanism.

Means should be provided to allow the cook to be secured in position, with both
hands free for working, when the vessel motions threaten safe working.

Secure and hygienic storage for food and garbage should be provided.

A messing area(s) should be provided, each messing area shall be large
enough to accommodate the greatest number of persons likely to use it at any
one time.

21.6 Hand Holds and Grab Rails

There should be sufficient hand holds and grab rails within the accommodation
to allow safe movement around the accommodation at all times. Stairways
should be specially considered

21.7 Ventilation

Effective means of ventilation should be provided to all enclosed spaces which
are entered by personnel.

Mechanical ventilation should be provided to all accommodation spaces on
vessels which are intended to make long international voyages or operate in
tropical waters. As a minimum, mechanical ventilation should be capable of
providing 6 changes of air per hour, when all access and other openings (other
than ventilation intakes) to the spaces are closed.

3
Air conditioning systems are to provide a minimum of 25m of air per hour, per
person accommodated in the ventilated space during normal operating
conditions.

Enclosed galleys are to be specially considered, and where air conditioning is
not fitted should have, as a minimum, a mechanical supply of 20 fresh air
changes per hour and a mechanical exhaust of 30 changes.

21.8 Water Services

An adequate supply of fresh drinking water should be provided and piped to
convenient positions throughout the accommodation spaces.

In addition, an emergency reserve supply of drinking water should be carried,
sufficient to provide at least 2 litres per person. The installation of fresh water
making machines and disinfection arrangements are to be to the acceptance of
the Administration. (for this purpose silver ionisation or chlorination would be
considered acceptable.)

21.9 Sleeping Accommodation

An appropriately sized bed (bunk or cot) should be provided for every person on
board, with due regard for the guidance produced by the International Labour
Organization (ILO). Where considered appropriate, means for preventing the
occupants from falling out, should be provided.

- 103 -

There shall be no direct access into sleeping rooms from spaces for machinery,
galleys, paint rooms or from engine, deck, and other bulk storerooms, drying
rooms, communal wash places or water closets.

In crew accommodation, wherever possible, the maximum number of persons
per sleeping room is to be two and there should be unobstructed access to at
least one side of each bed. Any increase in the maximum number of persons
per sleeping room should be agreed with the Administration

21.10 Toilet Facilities

Adequate sanitary toilet facilities should be provided on board. The facilities
should be at least one water closet, one shower for every 8 persons or part
thereof, and one washbasin for every 6 persons or part thereof.

In vessels where a sanitary system, including a holding tank, is provided, care
should be taken to ensure that there is no possibility of fumes from the tank
finding their way back to a toilet, should the water seal at the toilet be broken.

21.11 Stowage Facilities for Personal Effects

Adequate stowage facilities for clothing and personal effects should be provided
for every person on board.

21.12 Securing of Heavy Equipment

All heavy items of equipment such as ballast, batteries, cooking stove, etc,
should be securely fastened in place. All stowage lockers containing heavy
items should have lids or doors which are capable of being securely fastened.

- 104 -

22 PROTECTION OF PERSONNEL

22.1 Deckhouses and Superstructures

The structural strength of any deckhouse or superstructure should comply with
the requirements of one of the Classification Societies listed in the National
Annex, as appropriate to the vessel and its areas of operation.

22.2 Bulwarks and Guardrails

22.2.1 Bulwarks and/or guardrails on all accessible decks should be 1000mm high
except that on vessels built to 1959 Load Line Rules these may be 915mm
high. Any opening should not exceed 380mm. Where no bulwarks are fitted, or
bulwark height is less than 230mm, the lowest opening should not exceed
230mm. They should be supported at intervals not exceeding 2.2 metres.
Intermediate courses of rails or wires should be evenly spaced.

22.2.2 Satisfactory means (in the form of guard rails, life lines, gangways or underdeck
passages, etc.) shall be provided for the protection of the crew in getting to and
from their quarters, the machinery space and all other areas used in the
necessary work of the craft.

22.2.3 Where the function of the vessel would be impeded by the provision of bulwarks
and/or guard rails complying with 22.2.1, alternative proposals detailed to
provide equivalent safety for persons on deck should be submitted to the
Administration for approval.

22.3 Safe Work Aloft, Overside, and on the Bowsprit of Sailing Vessels

22.3.1 When access to the rig, bowsprit, or overside working is required, provision
should be made to enable people to work safely, in accordance with national
standards, see National Annex.
22.3.2 The arrangements provided should be based on established safe working
practices for the type of vessel. The arrangements may include but not be
limited to:

.1 safety nets below the bowsprit;

.2 safety grab rails or jackstays (metal or wire) fixed along the bowsprit to
act as handholds and strong points for safety harnesses;

.3 mandatory use of safety harnesses aloft, overside, and for work on the
bowsprit;

.4 sufficient footropes and horses in wire (or rope) permanently rigged to
enable seamen to stand on them whilst working out on the yards or on
the bowsprit;

.5 safety jackstays (metal or wire) fixed along the top of the yards, to
provide handholds and act as strong points for safety harnesses;

.6 means of safely climbing aloft, such as:

(i) fixed metal steps or ladders attached to the mast; or
(ii) traditional ratlines (rope) or, rattling bars (wood/steel), fixed
across the shrouds to form a permanent ladder.

- 105 -

22.4 Personal Clothing

It should be the responsibility of an owner/managing agent/skipper to advise
that the following requirements for items of personal clothing should be met:

.1 Each person on board a vessel should have protective clothing
appropriate to the prevailing air and sea temperatures.

.2 Each person on board a vessel should have footwear having non-slip
soles, to be worn on board.

22.5 Noise

Attention is drawn to the IMO Code on Noise Levels on Board Ships, Resolution
A.468(XII), published 1982.

22.5.1 Vessels covered by this Code should meet the recommendations so far as is
reasonable and practicable.

22.5.2 The IMO Code on Noise Levels on Board Ships promotes the control of noise
within the framework of internationally agreed guidelines, whilst recommending
methods of measuring noise at listening posts.

22.5.3 For safe navigation, it is important that sound signals and VHF communications
can be heard, at the navigating position in normal operating conditions.

22.5.4 For machinery spaces, workshops and stores which are manned either
continuously or for lengthy periods, the recommended limits are 90dB(A) for
machinery spaces and 85dB(A) for workshops and stores.

For machinery spaces which are not intended to be continuously manned or are
attended for short periods only, the recommended limits are 110dB(A).

The limits have been set from hearing damage risk considerations and the use
of suitable ear protectors.

22.5.5 To indicate the need to wear ear protectors, safety signs, signs with symbols
and supplementary warning notices should be displayed at all entrances to
spaces in which the noise level exceeds 85dB(A). See National Annex.

- 106 -

23 MEDICAL STORES

A vessel should carry medical stores as required by the Administration.

Medical training requirements for members of the complement of the vessel are
given in the Manning Section of the National Annex.

- 107 -

24 SHORE-SHIP TRANSFER OF PERSONNEL

24.1 Tenders (Dinghies)

24.1.1 When a vessel carries a rigid or inflatable tender, it should be fit for its intended
use, regularly inspected by the owner/managing agent, and maintained in a
safe condition

24.1.2 Safety equipment should be provided in the tender as appropriate to its
intended range and area of operation.

24.1.3 Each tender should be clearly marked with the number of persons (mass 75 kg)
that it can safely carry, and the name of the parent vessel.

24.1.4 In the case of petrol-engined tenders, see section 14 for the safety
requirements for the carriage of petrol.

24.2 Helicopters

24.2.1 When provision is made for helicopter operations to or from the vessel, the
helicopter landing area should be located on an appropriate area of the weather
or superstructure deck, or on a purpose built landing area permanently attached
to the vessel or structure, providing;

.1 the structural strength of the helicopter landing area is designed and
constructed according to Classification Society rules on helicopter landing
areas for vessels and a Certificate of Compliance is issued by the relevant
Classification Society;

.2 all other considerations such as landing area size, means of access,
obstacle protected surfaces (sector clearance zones), lighting, and marking
should be in accordance with Annex 6 of this Code with a Helicopter
Landing Area Certificate issued by the Aviation Inspection Body;

.3 the requirements for helicopter facilities in SOLAS II-2 are complied with in
full;

.4 helicopter operations to / from the vessel are restricted to within the
weather, pitch, roll, and heave limits for the vessel as defined where
appropriate in the relevant operating rules, and / or in the rotorcraft flight
manual (RFM) and /or by the Aviation Inspection Body;

.5 the helicopter landing area is designed for the largest helicopter which it is
intended to use; and

.6 the operational procedures for the vessel fully reflect the above.

24.2.2 If it is proposed to provide hangar and/or refuelling facilities for a helicopter
whilst it is on board the vessel, prior approval should be sought from the
Administration. Such facilities should be arranged in accordance with Annex 6
Section 7 and / or 8 of this Code.

24.2.3 In order to meet the full safe landing area size requirement in Annex 6 of this
Code, the out-board edges of the landing area may be engineered to retract or
fold to a closed position when the landing area is not in use providing the
overall safe landing area, including the retractable or movable sides, when fully
deployed, provides the minimum load bearing area specified.

- 108 -

24.2.3.1 The minimum safe landing area dynamic load bearing capability should be 2.5
times the Maximum Take-Off Mass (MTOM) of the heaviest helicopter intended
to use the landing area. This may only be reduced, subject to agreement from
both the Classification Society and Administration.

24.2.4 The officer(s) in charge of each helicopter landing area operations team should
be in possession of an Offshore Petroleum Industry Training Organisation
(OPITO) Approved Offshore Helicopter Landing Officer (HLO) certificate.
All other crew assigned duties within the helicopter landing area operations
team(s) should be in possession of an OPITO Approved Offshore Emergency
Helideck Team Member certificate. Certification from an equivalent course
approved by the Administration will also be accepted. All helicopter operations
certification should be in date.

24.2.5 All crew on board should undergo familiarisation training regarding helicopter
operations on board and it is recommended that all crew undertake helicopter
crash survivability (“dunker”) training at a recognised OPITO training centre,
prior to commencement of duties.

24.2.6 Ship to shore and ship to helicopter communications procedures, ship operating
procedures, and guidance on helicopter emergencies are outlined in the
International Chamber of Shipping Guide to Helicopter / Ship Operations and
should be used as part of the operational procedures of the vessel.

24.3 Pilot for Vessel

Boarding arrangements provided for pilots should have due regard for SOLAS
Chapter V, Regulation 23 and IMO Resolution A.889 (21) "Pilot transfer
arrangements", International Maritime Pilots’ Association (IMPA)
recommendations, or any documents replacing them. Also see National Annex
for any national requirements.

24.4 Gangways, Passerelles, and Accommodation Ladders

24.4.1 A safe means of access is to be provided at all times when in port, either
deployed or available for deployment. If the safe means of access is not
deployed, there shall be a means provided for communication between those
on the quay and those on board.

24.4.2 When provided, gangways, passerelles, and accommodation ladders should be
manufactured to a recognised national or international standard, and be clearly
marked with the manufacturer's name, the model number, the maximum design
angle of use and the maximum safe loading (by number of persons and by total
weight). Side screens or handrail(s) should be provided on both sides.

24.4.3 Where gangways, passerelles or ladders do not comply with national or
international standards, a manufacturer’s test load certificate should be
provided. Alternatively practical tests may be carried out to the satisfaction of
the Administration. In all cases the maximum design angle, maximum number
of persons, and the maximum total weight should be clearly marked, and are to
be used in accordance with the manufacturer’s instructions.

24.4.4 Accommodation ladders should be provided on a vessel of 120 metres in length
and over.

- 109 -

24.4.5 Access equipment and immediate approaches to it should be adequately
illuminated.

24.4.6 Reference standards include:

BSMA 78:1978 - Gangways (excluding the maximum overall widths specified in
table 2); and
BSMA 89:1980 - Accommodation Ladders.
ISO 7061:1993 -Shipbuilding - Aluminium shore gangways for seagoing vessels
ISO 5488:1979 - Shipbuilding - Accommodation ladders

- 110 -

25 CLEAN SEAS

25.1 Vessels should comply with all the requirements of MARPOL as prescribed by
the regulations of the Administration. For vessels under 400GT it is the owner’s
responsibility to comply with local administration/port state requirements and for
dealing with oily bilge water retention etc.

25.2 Every ship of 400GT and above, and every ship which is certified to carry 15
persons or more, should carry a garbage management plan which should
include the written procedures agreed for collection, storage, processing and
disposal of garbage; and a garbage record book recording disposal and
incineration, as outlined in regulation 9 of Annex V of MARPOL.

25.3 Special local requirements may exist in national sea areas, ports and harbours.
The attention of owners/operators is drawn to the need to comply with local
requirements as appropriate.

- 111 -

26 MANNING and PERSONNEL CERTIFICATION

26. 1 HOURS OF WORK

26.1.1 Principles of Safe Manning

IMO Resolution A.890(21) adopted on the 25th November 1999 defines the
principles of Safe Manning to ensure the safe operation of, and prevention of
pollution from, ships to which the Convention applies. Convention 180 of the
International Labour Organisation(ILO) (Seafarer’s hours of work and the
manning of ships) came into force on the 10th January 2003 and applies to all
commercially operated vessels.

The underlying principles of safe manning are considered to extend to Large
Yachts within the context of the Code. In this respect an Administration may
choose to adopt these arrangements in full, or modify these arrangements to
meet particular operational circumstances.

All sea going commercially operated yachts and sail training vessels of more
than 24metres Load Line Length should carry an appropriate number of
qualified Deck and Engineer Officers together with a sufficient number of
qualified Yacht Ratings to ensure a degree of safety at least equivalent to that
established by the IMO guidelines.

26.1.2 Application and Definitions

These guidelines apply to all "seafarers employed or engaged in any capacity
on board every commercially operated large yacht".

The term "seafarer", is defined as a person employed or engaged in any
capacity on the vessel and should be taken to mean any person employed
either directly by a owner/operator or through a manning agency, whose usual
place of work is on the vessel and includes the master, officers, crew members,
and catering, salon and hotel staff.

26.1.3 Responsibility

Fatigue at sea is a serious safety issue and owners and operators should
ensure that all vessels are sufficiently manned to avoid the need to work
excessive hours. The owner/operator and the Master are responsible for
ensuring, so far as is reasonably practicable, that the Master and all the crew
members are properly rested when they begin work and can obtain adequate
rest when not on duty.

The owner/operator should ensure that the necessary resources are available
to man the vessel so that the limits on hours can be observed. The master is
responsible for ensuring compliance with the requirements.

It is also the responsibility of all seafarers to ensure that they are properly
rested when they begin duty on the vessel and that they obtain adequate rest
when not on duty.

26.1.4 Definition of Hours of Work

Hours of work is defined as when a seafarer is at their employers’ disposal and
carrying out their duties or activities.

- 112 -

26.1.5 On-Call Time

Where a seafarer’s normal period of rest on board a vessel is disturbed by a
callout he/she should have adequate compensatory rest.

26.1.6 Minimum Hours of Rest

The owner/operator or Master should ensure that the crew are provided with at
least the minimum hours of rest. These should not be less than:

a) ten hours in any 24-hour period; and
b) 77 hours in any seven-day period.

Hours of rest may be divided into no more than 2 periods; one of which should
be at least 6 hours long, and the interval in between should not exceed 14
hours.

It is expected that as far as practicable the Master will arrange for conducting
emergency drills such as musters, fire-fighting and abandon vessel drills in a
way which minimises the disturbance to rest periods and provide compensatory
rest for seafarers whose normal rest is disturbed by call-outs for drills.

26.1.7 Exceptions to the Limits on Hours of Rest

The limits defined should as far as practicable be observed. However, an
exception maybe considered so long as they are agreed between the Master
and crew members, and provided that their health and safety, and the safety of
the vessel, is not compromised.

When considering whether an exception is appropriate, the Master should give
due regard to the associated duties being considered and in this respect
exceptions to persons undertaking watch keeping duties and/or with safety
critical duties would not be considered appropriate.

In allowing any such agreed exception and to ensure that a crew member does
not become fatigued, such exceptions shall be documented and accompanied
by commensurate rest arrangements.

26.1.8 Schedule of Duties

The Master should ensure that a schedule of duties is drawn up setting out the
hours of work and rest periods for each of the crew. It is recommended that the
table or schedule should be in a similar format to that detailed in Annex A of
MSN 1767, and show:

• the schedule of duties at sea and duties in port; and
• the minimum hours of rest as defined by the guidelines.

In devising the schedule, operators should take account of factors such as:

a) nature of the operation;
b) type and size of vessel;
c) construction and technical equipment of the vessel;
d) manning levels and changes in crew numbers due to crew changes and
sickness;
e) the maximum period of continuous watchkeeping;

- 113 -

f) minimum rest periods;
g) total workload;
h) compliance with the ISPS Code as applicable;
i) the seriousness of irregular working hours and their contribution to
causing fatigue and the importance of scheduling reasonably stable
working hours.

Changes should not be made to the schedule of duties unless they can be
justified by substantially altered work patterns or other significant factors.

Where it is known that a vessel engages in an irregular pattern or that working
hours are unlikely to be uniform, this can be taken into account when
considering the schedule.

It is not necessary to draw up a new schedule of duties for each voyage, so
long as it is applicable to the voyage in question and the composition of the
crew for whom it was originally intended has not changed.

A copy of the schedule should be made available to all members of the crew.

26.1.9 Exceptions for Emergencies

Situations may arise in which a seafarer may be required to work during
scheduled hours of rest. These include emergencies which threaten the safety
of the vessel or put life at risk. In these circumstances, the limits may be
exceeded provided compensatory arrangements are subsequently made to
avoid fatigue.

26.1.10 Records

The master or authorised person is responsible for ensuring that records of
hours of rest are maintained for each of the crew serving on the vessel. The
records should be completed monthly in arrears. Each record should be
endorsed by the master or authorised person and the seafarer. A copy should
be retained by the seafarer.

In an emergency, or when unforeseen events occur, changes may be
unavoidable. In these cases records should reflect all deviations from the
schedule.

All records should be kept for a minimum of 12 months and should be available
for inspection by the flag administration surveyors at any time. Checking the
vessel’s records may be carried out by the flag administration as part of the
normal routine of vessel inspection and will include a check that the appropriate
schedules are available and records maintained.

26.2 SAFE MANNING

26.2.1 Introduction

An Administration should ensure that all vessels are safely and sufficiently
manned in relation to the nature of their operation with the responsibilities
placed on companies owning or operating seagoing vessels, to ensure that their
vessels are manned with personnel of appropriate grades who have been
properly trained and certificated.

- 114 -

The numbers of certificated officers and certificated and non-certificated ratings,
must be sufficient to ensure safe and efficient operation of the vessel at all
times.

The guidelines place a duty on the owner or operator to provide the master of a
vessel with the necessary resources to comply with the manning requirements.

26.2.2 Responsibilities of Owners and Operators: General Principles

In fulfilling their responsibility to ensure that vessels are safely and sufficiently
manned, owners and operators should:

.1 make an assessment of the tasks, duties and responsibilities of the
vessel’s complement required for its safe operation, for the protection of
the marine environment and dealing with emergency situations;

.2 assess the numbers and grades/capacities in the vessel’s complement
required for the safe operation and for the protection of the environment,
and for dealing with emergency situations, including the evacuation of
passengers where applicable;

.3 ensure that the manning level is adequate at all times and in all
respects, including meeting peak workloads;

.4 in case of changes in the nature of the operation, operational area,
construction, machinery, equipment or maintenance of the vessel, which
may affect the manning level, review the manning level.

In conjunction with these factors the owner or operator should:

.5 identify all the functions to be undertaken on board during a
representative voyage or operational period, including determination of
the number of crew required to undertake the relevant tasks and duties
under both peak and routine work load conditions;

.6 identify those functions that constitute a normal operation and determine
the numbers of crew required to undertake the concurrent tasks and
duties safely;

.7 identify the skills and experience required to perform those functions;

.8 establish working arrangements to ensure that the master and crew are
capable of undertaking concurrent and continuing operations at the
appropriate level(s)of responsibility, as specified, with respect to their
skills and training; and

.9 ensure that the working arrangements allow for sufficient rest periods to
avoid fatigue.

26.2.3 Establishing Safe Manning Requirements

Specific factors to be taken into account in determining the safe manning level
may include:

.1 frequency of port calls, length and nature of the voyage;
.2 operating area(s), waters and type of operations in which the vessel is
involved and any special requirements of the operation;

- 115 -

.3 number, size (kW) and type of main propulsion units and auxiliaries;
.4 size, type of vessel, equipment and layout;
.5 construction and technical equipment of vessel;
.6 method of maintenance;
.7 how the proposed complement will deal with various emergency
situations that may arise;
.8 navigational duties and responsibilities as required by STCW 95
including the following to:

.1 plan and conduct safe navigation;
.2 maintain a safe navigational watch;
.3 manoeuvre and handle the vessel in all conditions and during all
operations;
.4 safely moor and unmoor the vessel; and.
.5 maintain safety whilst in port.

.9 Vessel specific operations:

.1 the nature and duration of the operation(s) the vessel undertakes
and local environmental conditions.

.10 Vessel operations and care for persons onboard, and maintaining life-
saving, fire-fighting and other safety systems in operational condition.

.1 maintain the safety and security of all persons on board and
keep life saving, fire fighting and other safety systems in
operational condition, including the ability to muster and
disembark passengers and nonessential personnel;
.2 operate and maintain watertight closing arrangements;
.3 perform operations necessary to protect the marine environment;
.4 provide medical care on board;
.5 undertake administrative tasks required for the safe operation of
the vessel; and
. .6 participation in mandatory safety drills and exercises.

.11 Marine engineering tasks and duties:

.1 operate and monitor the vessel’s main propulsion and auxiliary
machinery;
.2 maintain a safe engineering watch;
.3 manage and perform fuel and ballast operations; and
.4 maintain vessel’s engine equipment, system and services.

.12 Electrical, electronic and control engineering duties:

.1 operate vessel’s electrical and electronic equipment; and
.2 maintain vessel’s electric and electronic systems.

.13 Radio communications:

.1 transmit and receive information using vessel communication
equipment;
.2 maintain a safe radio watch;
.3 provide communications in emergencies.

- 116 -

.14 Maintenance and repair:

.1 carry out maintenance and repair work to the vessel and its
machinery, equipment and systems, as appropriate to the
method of maintenance and the repair system used.

.15 Fulfil obligations and requirements of the ISPS Code as applicable.

26.2.4 Guidance on Appropriate Manning Levels

In determining what constitutes a minimum safe manning level, useful guidance
may also be obtained by use of risk and hazard management tools such as
formal safety assessment. The minimum safe manning levels should be those
required for all reasonably foreseeable circumstances and working conditions to
permit the safe operation of the vessel under normal operational conditions.

The tables in Sections 26.2.8 and 26.2.9. provide guidance on the numbers of
certificated deck and engineer officers, and ratings that may be considered
appropriate to different sizes of vessels and tonnages.

26.2.5 Safe Manning Document

SOLAS requires that vessels over 500GT, excluding pleasure yachts not
engaged in trade, carry a Safe Manning Document. Owners and operators of
vessels below 500GT, or those above 500GT solely engaged for pleasure, may
also choose to hold a Safe Manning Document in accordance with the tables at
Section 26.2.8 and 26.2.9. This will allow the owner to consider a ‘range and
risk’ approach when determining manning levels.

26.2.6 Application for a Safe Manning Document

Any application for a Safe Manning Document should be made by the owner, or
a person authorised to act on their behalf, to the flag Administration of the
vessel and include a clear and concise explanation of how:

.1 the proposed manning level has been determined;
.2 it takes account of the guidance; and
.3 it takes account of the hours of work provisions.

A proposal should only be approved and Safe Manning Document issued
provided the manning level fully satisfies these principles, recommendations
and guidelines.

When the manning level has been agreed, a Safe Manning Document should
be issued for that vessel in a format which complies with the requirements of
SOLAS, as amended. It should be retained on board and be available for
inspection by an authorised person, whenever required.

In the event of any change in equipment, construction or use of the vessel,
which may affect the safe manning level, the owner or operator should make an
application for the issue of a new Safe Manning Document.

A Safe Manning Document of a vessel may be withdrawn if an owner or
operator fails to submit a new proposal where a vessel changes trading area(s),
construction, machinery or equipment, or operation and/or method of
maintenance have changed, or a vessel persistently fails to comply with the rest
hours requirements.
- 117 -

26.2.7 Indicative Manning Levels

The owner/operators or managing agent of all seagoing yachts of more than 24
metres Load Line length must ensure that personnel required for the safe
operation of the vessel have recent and relevant experience of the type and
size of vessel, and the type of operation in which it is engaged.

This section includes indicative manning levels for vessels of 24 metres or more
in Load Line length. The owner/operators of vessels of vessels below 500GT or
those above500GT solely engaged for pleasure may find it advantageous to
hold a Safe Manning Document.

In addition to the tables specific submissions may be considered from owners
and operators of vessels, including those less than 500GT, seeking a varied
safe manning document based on a range and risk approach to safe manning
with the flexibility to reduce the manning level taking into account, for example a
limiting operating area(s) or parameters, and levels of automation.

26.2.8 MANNING SCALE FOR MOTOR YACHTS

For details of certificates accepted by the Administration, see National Annex.

Miles from a Personnel Vessel Type
Safehaven >24m <200GT 200-500GT 500-3000GT
Master 1 1 1
Chief Officer 1 1 1
OOW (Nav) - - -
Chief Engineer 1 1 1
Up to 60 Second
- - -
Engineer
Assistant 1 1
-
Engineer
Yacht Rating 1 2 2
Master 1 1 1
Chief Officer 1 1 1
OOW (Nav) - - -
Up to 150 Second 1
- -
Engineer
Assistant 1
- -
Engineer
Yacht Rating 1 2 2
Master 1 1 1
Chief Officer 1 1 1
OOW (Nav) - 1 1
Unlimited Second 1 1
-
Engineer
Assistant 1
- -
Engineer
Yacht Rating 2 2 2

- 118 -

26.2.9 MANNING SCALE FOR SAILING YACHTS

For details of certificates accepted by the Administration, see National Annex
Personnel Vessel Type
Miles from a
Safehaven >24m 200- 500-
<200GT 500GT 3000GT
Master 1 1 1
Chief Officer 1 1 1
OOW (Nav) - - -
Up to 60 Chief Engineer 1 1 1
Second Engineer - - -
Assistant Engineer - 1 1
Yacht Rating 2 2 3
Master 1 1 1
Chief Officer 1 1 1
OOW (Nav) - - -
Up to 150 Chief Engineer 1 1 1
Second Engineer - - 1
Assistant Engineer - 1 -
Yacht Rating 2 2 3
Master 1 1 1
Chief Officer 1 1 1
OOW (Nav) - 1 1
Unlimited Chief Engineer 1 1 1
Second Engineer - - 1
Assistant Engineer 1 1 -
Yacht Rating 2 2 3

26.2.10 Dual Certification

Where appropriate, dual deck and engineer roles may be considered, provided
that the officer is suitably qualified in both disciplines and that the person
holding the dual role is a person other than the master.

In considering whether a dual role position is appropriate, regard should be had
to the overall safe manning level of the vessel. In such cases additional
rating(s) may be required to be carried.

26.2.11 Sailing Vessels

Depending on the type of rig and level of automation, additional personnel may
be required to operate the rig of a sailing vessel.

- 119 -

27 PASSENGERS

No vessel to which the Code applies should carry more than 12 passengers on
a voyage or excursion. The following meanings apply:

"Passenger" means any person carried in a ship except:

(a) a person employed or engaged in any capacity on board the ship on the
business of the ship;

(b) a person on board the ship either in pursuance of the obligation laid
upon the master to carry shipwrecked, distressed or other persons, or by
reason of any circumstances that neither the master nor the owner nor
the charterer (if any) could have prevented; and

(c) a child under one year of age; and

"a person employed or engaged in any capacity on board the vessel on the
business of the vessel" may reasonably include:

.1 bona-fide members of the crew over the minimum school leaving age
(about 16years) who are properly employed on the operation of the
vessel;

.2 person(s) employed either by the owner or the charterer in connection
with business interests and providing a service available to all
passengers; and

.3 person(s) employed either by the owner or the charterer in relation to
social activities on board and providing a service available to all
passengers.

With reference to .2 and .3 above, such persons should be included in the crew
list required for the vessel, should have received on board familiarisation
training as required by STCW, and should not be assigned duties on the muster
list.

- 120 -

28 SURVEY, CERTIFICATION, INSPECTION AND MAINTENANCE

28.1 General

28.1.1 All vessels covered by this code are required to be surveyed and certificated in
accordance with the International Load Line Convention; vessels over 400GT
under the MARPOL Convention. Vessels over 500GT are required to be
surveyed and certificated under the construction and safety equipment
requirements of the SOLAS Convention. All vessels of over 300GT are also
required to be surveyed and certificated under the radio requirements of
SOLAS. Annex 4 is the list of certificates to be issued.

28.1.2 Statutory work may be undertaken by surveyors of the Administration or by
surveyors of a Classification Society appointed by the Administration and, for
safety radio, an appropriate Certifying Authority in relation to radio installations.
See National Annex for delegations.

28.1.3 A vessel to which the International Conventions apply must be surveyed and, if
the necessary standards are met, Convention certificates will be issued. All
requests for survey and certification must be made to the Administration, the
appropriate Classification Society or appropriate Certifying Authority in relation
to radio installations. See National Annexe for delegations.

28.2 Initial Survey (including new-building commercial vessels)

Vessels are required to be issued with the following certificates, as appropriate.

.1 International Load Line Certificate (all vessels)

.2 Certificate of Compliance (all vessels) – this certificate is to cover all
aspects of the Code for which a separate certificate is not required

.3 International Cargo Ship Safety Construction Certificate (vessels of
500GT and over)

.4 International Cargo Ship Safety Equipment Certificate (vessels of 500GT
and over)

.5 International Cargo Ship Safety Radio Certificate (vessels of 300GT
and over)

.6 International Oil Pollution Prevention Certificate (vessels of 400GT
and over)

.7 International Tonnage Certificate (all vessels)

.8 International Safe Manning Document (vessels of 500GT and over)

.9 International Safety Management (ISM) (vessels of 500GT and over).
Refer to 29.1/29.2.

.10 International Ship Security Certificate Management (ISPS) (vessels of
500GT and over). Refer to Section 30.

- 121 -

28.3 Exemption from certain safety regulations

If an owner/managing agent seeks any exemption from the application of
specific regulations or requirements, formal application must be made to the
Administration, demonstrating an equivalent level of safety. The Administration
will issue an exemption, if and when appropriate.

28.4 Periodical Surveys

28.4.1 Load Line Certificates, Cargo Ship Safety Construction Certificates and
Certificates of Compliance (valid for 5 years in general)

Annual, intermediate and renewal surveys with respect to the Load Line
Certificates, the Cargo Ship Safety Construction Certificates and the Certificate
of Compliance should be carried out to the satisfaction of the Administration or
Class Society as appropriate.

Any certificate is to be valid for not more the 5 years from the date of survey.

28.4.2 Cargo Ship Safety Equipment and Safety Radio Certificates

28.4.2.1 Safety Equipment Certificates and Safety Radio Certificate surveys should be
carried out either by the Administration or Parties to the SOLAS Convention at
the request of a the Administration; or by a Classification Society surveyor
appointed by the Administration to act on its behalf; or by an appropriate
Certifying Authority in relation to radio installations for cargo ships.

28.4.2.2 An application to the Administration for an extension to the certificate will be
agreed only in cases when it appears proper and reasonable to do so.

28.4.2.3 At least once during a five year period, a surveyor appointed by the
Administration will visit the ship to survey its safety equipment and to conduct a
general inspection to ensure that standards are being met.

28.5 Use of an Authorised Classification Society

An authorised Classification Society is aware of the extent to which
responsibility has been delegated to issue Load Line Certificates and Cargo
Ship Safety Construction Certificates. International Conventions give specific
discretion to an Administration to either make exemptions or accept equivalent
equipment or arrangements. The formal agreement between the Administration
and an authorised Classification Society governs the relationship between the
two parties.

28.6 Use of a Classification Society Surveyor to act on the behalf of the
Administration

An exclusive surveyor from an authorised Classification Society and proposed
by the Society may be appointed from time to time to act on behalf of the
Administration in cases when it is impracticable for a surveyor of the
Administration to make the visit necessary for the survey.

When a Classification Society surveyor is so appointed, actions taken will be
under direct instruction of the Administration. The Administration will provide the
appointed surveyor with detailed guidance on the scope of survey and report
required.

- 122 -

28.7 Accident Investigations

The Administration with which the vessel is registered is obliged to investigate
accidents or incidents in accordance with the requirements of International
Conventions. Apart from this legal requirement, an Administration investigates
such occurrences to demonstrate the effective control and importance they
attach to safety at sea.

It is an offence for the vessel's master, skipper or owner not to inform the
appropriate authority of a reportable accident shortly after it occurs and to
provide details so that an assessment of its seriousness can be made quickly.
The marine Administration will appoint a suitable surveyor or inspector
whenever an investigation is required. The Marine Administration will then
receive the Surveyor's or the Inspector's report and will deal with the follow up
action.

All serious casualties in accordance with the International Maritime
Organisation's (IMO)definition should be reported to IMO through the
Administration.

- 123 -

29 Crew Agreements

29.1 Crew Agreements should be available on board as required by the
Administration.

- 124 -

30 SAFETY MANAGEMENT

30.1 All vessels of 500GT and over, and associated managers, are required to
comply with the IMO International Safety Management Code

30.2 All vessels under 500GT should employ a safety management system as
described in Annex 2.

- 125 -

31 INTERNATIONAL SHIP AND PORT FACILITY CODE

All vessels of 500GT and over are required to comply with the IMO International
Security and Port Safety Code.

- 126 -

ANNEX 1 MEMBER’S OF THE STEERING COMMITTEE AND WORKING GROUP
RESPONSIBLE FOR THE CODE

Steering Committee

British Marine Federation
Cayman Islands Shipping Registry
Professional Yachtsmen's Association
Royal Yachting Association

Working Group

Alloy Yachts International Ltd
Amels Holland b.v.
American Bureau of Shipping
British Marine Federation
Cayman Islands Shipping Registry
De Voogt Naval Architects
Dubois Naval Architects Ltd
Feadship Holland
Fraser Yachts
Isle of Man Shipping Registry
Lloyds Register of Shipping
Marine Design (New Zealand)
Mediterranean Yacht Brokers Association
Nigel Burgess Ltd
Perini Navi
Professional Yachtsmen's Association
Registro Italiano Navale
Ron Holland Design
Royal Yachting Association
Sunseeker International
Superyacht Society
Unione Nazionale Cantieri e Industrie Nautiche ed Affini
Wright Maritime Group

- 127 -

ANNEX 2 SAFETY MANAGEMENT SYSTEM FOR VESSELS UNDER 500GT

INTRODUCTION

1. The purpose of this Annex is to provide guidance on how to develop and
implement an effective safety management system for vessels under 500GT,
where full certification to the International Safety Management Code is not a
requirement.

GENERAL

2. Each operator should create a safe working environment, which should include
the following:

A health and safety protection policy.

2.1 This must address the issues of health, safety and the environment as they
affect the company and its staff, both ashore and afloat. Such a policy might
read along the following lines:

"The policy of (name of Company/Owner) is to conduct its activities taking full
account of the health and safety of its employees and of all persons using or
connected with the Company/Owner. In implementing this policy, (name of
Company/Owner) will ensure that the [vessel] is, at all times, properly
maintained and operated by qualified personnel in full compliance with relevant
legislation. In particular the [Company/Owner] will carry out an assessment of
the risks to the health and safety of workers and others affected by [the
undertaking], and will take the necessary measures to minimise the risks
identified."

2.2 The owner/operator is recommended to develop and implement an oil
management plan to the same standard as the garbage management plan and
to integrate it with the Health and Safety Protection Policy. This is not required
for vessels over 400GT, for which an IOPP certificate is required.

Procedures to ensure safe operation of vessels in compliance with the
regulations and rules.

2.3 The regulations and rules, not addressed by this Code of Practice, which apply
to all vessels include, but are not limited to:

• International Regulations for Preventing Collisions at Sea;
• Local Navigation Rules;
• National health and safety regulations;
• The Code of Safe Working Practices for Merchant Seamen;
• All relevant national shipping or guidance notices.

2.3.1 The company should draw up simple procedures to ensure that safe working
practices are carried out in the operation of the vessel. These may be in the
form of checklists which can be followed by all personnel.

2.3.2 For some vessels, it might be appropriate to have permanently exhibited
checklists, e.g. in the wheelhouse for navigational items. Alternatively, in a
smaller vessel, the record could take any suitable form such as a diary as
distinct from a specially printed logbook. Whatever form the record takes, such
entries should be accepted as evidence of compliance with the ONBOARD
PROCEDURES requirements.

- 128 -

Lines of communication between personnel, ashore and afloat.

2.4 Responsibility and authority of each employee should be clear. This may be
best illustrated in a simple diagram, showing who reports to whom.
Procedures for reporting accidents.

2.5 The requirement for reporting accidents should be well understood by all
personnel and in so doing improve the safety culture practiced on board.

Procedures for responding to emergency situations.

2.6 There should be clearly stated procedures for responding to emergency
situations. These may include but not be limited to:
• fire
• collision
• grounding
• violent act
• main propulsion or steering failure
• man overboard

2.6.1 Checklists may be useful in this regard.

HEALTH AND SAFETY PROTECTION POLICY

3. One or more competent persons should be delegated to take responsibility for
health and safety, and that person/persons should be clearly identified. It is the
responsibility of the owner/operator to ensure that the policy is complied with,
and that the responsibilities are understood.

4. The company/owner should develop a policy on prevention of alcohol and drug
abuse.

5. All personnel both ashore and afloat have a duty to take care of themselves and
other persons who may be affected by their acts or omissions.

6. It is essential that, in the event of an emergency, there is the ability to
communicate with the emergency services via a shore base. The shore base
may be the company office ashore, the local Coastguard, Police or Fire Station,
or another office as may be agreed between the vessel and the shore base.

RESPONSIBILITIES

7. The Master must have authority at all times, to make decisions with regard to
the safety of the vessel and the persons on board. To ensure that there is no
ambiguity regarding the authority of the Master, there should be a simple written
statement to this effect.

PERSONNEL AND TRAINING

8. All personnel should receive training appropriate to the tasks they undertake. It
is the responsibility of the company/owner to ensure that this training is given,
and that the personnel have an understanding of the relevant regulations and
rules.

- 129 -

9. As a minimum, this means:
• for the Master, the relevant qualifications;
• for the crew, relevant qualifications and any additional training
appropriate to their designated duties.

10. Prior to the first occasion of working on the vessel, each employee must receive
appropriate familiarisation training and proper instruction in onboard
procedures. This could include, but not necessarily be, limited to:
• mooring and unmooring;
• launching and recovery of survival craft;
• evacuation from all areas of the vessel;
• donning of lifejackets; and
• use and handling of fire fighting equipment.

ONBOARD PROCEDURES

11. Simple procedures should be developed for the operation of the vessel. These
should include, but not be limited to:
• testing of equipment, including steering gear, prior to commencing a
passage;
• navigation and handling of the vessel;
• maintenance routines;
• bunkering operations;
• watertight/weathertight integrity;
• stability of the vessel; and
• conduct of passengers and crew while on board.

PREPARATION FOR EMERGENCIES

12. The potential emergencies likely to be encountered by the vessel should be
considered. Exercises should then be carried out in the handling of these
emergencies and evacuation from the vessel.

13. Where possible, all personnel should be involved in these exercises, both
ashore and afloat.

14. The roles and responsibilities of all personnel in an emergency situation should
be defined.

15. The exercises should be recorded. The names of those who participated should
also be recorded.

REPORTING OF ACCIDENTS

16. Vessels operating under this Code are required to report any accidents to the
Administration and the company must therefore have a procedure in place.
Additionally, all accidents and near accidents should be recorded and reported
to the operator/owner, who should implement corrective action, with the aim of
improving safety.

MAINTENANCE OF THE VESSEL AND EQUIPMENT

17. Maintenance of the vessel and equipment is an essential ingredient of safety
management. The equipment should be checked and tested daily when in use,
in addition to the tests referred to in the ONBOARD PROCEDURES section of
the Code.

- 130 -

18. There should be procedures for a more detailed inspection and maintenance
programme of the vessel and equipment.

19. The frequency of the inspections should be determined by the owner/operator,
but every event should be recorded.

20 A checklist could be employed as an aide memoir for the inspection of
equipment.

REVIEW

21. Every company/owner should undertake a review of the safety management
system of all vessels at least once in every three years.

- 131 -

ANNEX 3 OPEN FLAME GAS INSTALLATIONS

1 General Information

1.1 Possible dangers arising from the use of liquid petroleum gas (LPG) open flame
appliances in the marine environment include fire, explosion and asphyxiation,
due to leakage of gas from the installation.

1.2 Consequently, the siting of gas-consuming appliances and storage containers
and the provision of adequate ventilation to spaces containing them, is most
important.

1.3 It is dangerous to sleep in spaces where gas-consuming open flame appliances
are left burning, because of the risk of carbon monoxide poisoning.

1.4 LPG is heavier than air and if released, may travel some distance whilst
seeking the lowest part of a space. Therefore, it is possible for gas to
accumulate in relatively inaccessible areas, such as bilges, and diffuse to form
an explosive mixture with air, as in the case of petrol vapour.

1.5 A frequent cause of accidents involving LPG installations is the use of
unsuitable fittings and improvised "temporary" repairs.

2 Stowage of Gas Containers

2.1 LPG cylinders, regulators and safety devices should be stowed on the open
deck (where leakage will not accumulate) or in a compartment that is vapour-
tight to the vessels interior, and fitted with a vent and drain, so that any gas
which may leak can disperse overboard.

2.2 The vent and drain should not be less 19mm in diameter, run to the outside of
the craft and terminate 75mm or more above the "at rest" waterline. Generally,
the drain and locker ventilation should be 500 mm or more from any opening to
the interior.

2.3 The cylinders and associated fittings should be positively secured against
movement and protected from damage in any foreseeable event.

2.4 Any electrical equipment located in cylinder lockers should be certified safe for
use in the potential explosive atmosphere.

3 Cylinders and Attachments

3.1 Each system shall be fitted with a readily accessible, manually operated
isolating valve in the supply pressure part of the system.

3.2 In multiple container installations, a non-return valve should be placed in the
supply line near to the stop valve on each container. If a change-over device is
used (automatic or manual), it should be provided with non-return valves to
isolate any depleted container.

3.3 Where more than one container can supply a system, the system should not be
used with a container removed, unless the unattached pipe is fitted with a
suitable gas tight plug arrangement.

3.4 Containers not in use or not being fitted into an installation should have the
protecting cap in place over the container valve.

- 132 -

4 Fittings and Pipework

4.1 For rigid pipework systems solid drawn copper alloy or stainless steel tube
should be used. Steel tubing, aluminium, or any materials having a low melting
point should not be used.

4.2 Connection between rigid pipe sections should be made with, hard solder
(minimum melting point 450ºC). Appropriate compression or screwed fittings
are recommended for general use for pipework in LPG installations.

4.3 Lengths of flexible piping (if required for flexible connections) should conform to
an appropriate standard, be kept as short as possible, and be protected from
inadvertent damage. Such hose should be installed in such a manner to allow
access for inspection along its length.

Proposals for a more extensive use of flexible piping (which conforms to an
internationally recognised standard for its application) should be submitted to
the Administration for approval on an individual basis.

5 Appliances

5.1 All appliances should be well secured to avoid movement.

5.2 All unattended appliances should be of the room sealed type, i.e where the gas
flames are isolated in a totally enclosed shield where the air supply and
combustion gas outlets are piped to open air.

5.3 All gas burners and pilot flames should be fitted with a flame supervision device
which will shut off the gas supply to the burnier or pilot flame in the event of
flame failure

5.4 Flue-less heaters should be selected only if fitted with atmosphere-sensitive
cut-off devices to shut off the gas supply at a carbon dioxide concentration of
not more than 1.5% by volume.

5.5 Heaters of a catalytic type should not be used.

6 Ventilation

6.1 The ventilation requirements of a space containing a LPG appliance should be
assessed against an appropriate standard and should take into account gas
burning equipment and persons occupying that space.

6.2 Where ventilators required for LPG appliances in intermittent use can be
closed, there should be appropriate signs at the appliance warning of the need
to have those ventilators open before the appliance is used.

7 Gas Detection

7.1 Suitable means for detecting the leakage of gas should be provided in any
compartment containing a gas-consuming appliance, or in any adjoining space
of a compartment into which the gas (more dense than air) may seep.

7.2 Gas detectors heads should be securely fixed in the lower part of the
compartment in the vicinity of the gas-consuming appliance and in other
space(s) into which gas may seep.

- 133 -

In areas where the detector head is susceptible to damage in the lowest part of
the compartment (e.g. engine space bilge) the detector head should at least be
fitted below the lowest point of ignition.

7.3 Any gas detector should preferably, be of a type which will be actuated promptly
and automatically by the presence of a gas concentration in air of not greater
than 0.5% (representing approximately 25% of the lower explosive limit). The
detection system should incorporate a visible alarm and an audible alarm which
can be heard in the space concerned and the control position with the vessel in
operation.

7.4 Where electrical detection equipment is fitted, it should be certified as being
flame-proof or intrinsically safe for the gas being used.

7.5 In all cases, the arrangements should be such that the detection system can be
tested frequently whilst the vessel is in service, which should include a test of
the detector head operation as well as the alarm circuit, in accordance with the
manufacturers instructions.

7.6 All detection equipment should be maintained in accordance with the
manufacturer’s requirements.

8 Emergency Action

8.1 A suitable notice, detailing the action to be taken when an alarm is given by the
gas detection system, should be displayed prominently in the vessel.

8.2 The information given should include the following:

.1 The need to be ever alert for gas
leakage; and

.2 When leakage is detected or suspected, all gas-consuming appliances
should be shut off at the main supply from the container(s) and NO
SMOKING should be permitted until it is safe to do so.

.3 NAKED LIGHTS SHOULD NEVER BE USED AS A MEANS OF
LOCATING GAS LEAKS.

- 134 -

ANNEX 4 LIST OF CERTIFICATES TO BE ISSUED

Subject &
Certification Convention Limits Detail & Remarks
International Tonnage Tonnage ITC 69 ≥ 24
Certificate metres
International Load Line Load Line ILLC'66 ≥ 24 Intact Stability & Subdivision
Certificate metres Standard 1
International Safety Construction SOLAS ≥500GT Construction
Construction Certificate 74
Fire Protection ≥500GT Structural Fire Protection &
SOLAS 74 Means of Escape 1
International Safety Fire Appliances ≥500GT Fire Appliances
Equipment Certificate SOLAS 74
Life Saving ≥500GT Life – Saving Appliances
Appliances SOLAS
74
Navigation ≥500GT Navigation lights, sounds, signals
Equipment etc
International Safety Radio SOLAS 74 ≥300GT
Radio Certificate
International Safe Manning ≥500GT
Manning Certificate STCW/SOLAS
International Oil Pollution MARPOL
Pollution Prevention
Certificate ≥400GT Pollution prevention equipment
International Safety International Safety ≥500GT
Management Management Code
Certificate
International Ship International Ship ≥500GT
Security Certificate and Port Facility
Security Code
Certificate of Various ≥24 Covers aspects surveyed under
Compliance metres the code for which other
certificates are not required.

NOTE: 1. USING EQUIVALENT STANDARDS OF THE CODE. THE ADMINISTRATION
RETAINS THE RIGHT TO SURVEY AND ISSUE CERTIFICATES FOR ALL OF THE ABOVE
ITEMS

- 135 -

ANNEX 5 UNITED KINGDOM NATIONAL ANNEX

For United Kingdom vessels, this Code of Practice is enabled by The Merchant Shipping
(Vessels in Commercial Use for Sport or Pleasure) Regulations 1998 SI 1998/2771, as
amended.

The annex contains requirements and supplementary notes specific to United Kingdom
vessels. These are referenced under the same section numbers as they would appear in the
main Code text.

2 Definitions

“Aviation Inspection Body” for United Kingdom Vessels is the Helideck
Certification Agency (HCA). Contact details for HCA are below:-

Helideck Certification Agency
Riverview Business Centre,
Centurion Court,
North Esplanade West,
Aberdeen,
United Kingdom,
AB11 5QH

Tel: +44 (0)1224 289 729

E: info@helidecks.org
W: www.helidecks.org

"Merchant Shipping Notice", "Marine Guidance Notes" and Marine Information
Notes means Notices/Notes described as such and issued by the Maritime and
Coastguard Agency; and any reference to a particular Notice/Note includes a
reference to any document amending or replacing that Notice/Note which is
considered by the Secretary of State to be relevant from time to time and is
specified in a Merchant Shipping Notice/Note;

"Minimum Age of Trainees"

A trainee may only sail on a vessel in which it can reasonably be expected] that
he or she is physically and mentally capable of safely taking part in the
operation of the vessel. There shall be specific documented provisions in place
to cover the health, safety, and welfare of the trainees. Safety management
tools, such as formal safety assessment (FSA) techniques may be useful when
considering the acceptable age of a trainee for a specific vessel, voyage or
operating area/condition. Due consideration must also be given to the profile
and balance of the crew for each voyage taking into account the age and sex of
the trainees. In any event a trainee shall not be less than 12 years of age and
any person below this age must be considered as a passenger.

"pleasure vessel" has the same meaning as in The Merchant Shipping (Vessels
in Commercial Use for Sport or Pleasure) Regulations 1998 SI 1998/2771, as
amended, as follows.

"pleasure vessel" means

(a) any vessel which at the time it is being used is:

- 136 -

(i) (aa) in the case of a vessel wholly owned by an individual or individuals,
used only for the sport or pleasure of the owner or the immediate family
or friends of the owner; or

(bb) in the case of a vessel owned by a body corporate, used only for
sport or pleasure and on which the persons on board are employees or
officers of the body corporate, or their immediate family or friends; and

(ii) on a voyage or excursion which is one for which the owner does not
receive money for or in connection with operating the vessel or carrying
any person, other than as a contribution to the direct expenses of the
operation of the vessel incurred during the voyage or excursion; or

(b) any vessel wholly owned by or on behalf of a members' club formed for
the purpose of sport or pleasure which, at the time it is being used, is
used only for the sport or pleasure of members of that club or their
immediate family, and for the use of which any charges levied are paid
into club funds and applied for the general use of the club; and

(c) in the case of any vessel referred to in paragraphs (a) or (b) above no
other payments are made by or on behalf of users of the vessel, other
than by the owner.

In this definition "immediate family" means-

in relation to an individual, the husband or wife of the individual, and a relative
of the individual or the individual's husband or wife; and "relative" means
brother, sister, ancestor or lineal descendant;

"To Sea" means beyond Category D Waters, or Category C waters if there are
no Category D waters.

3 Application and Interpretation

3.1.1 This revision of the Code comes into effect on 24th September 2004 and
replaces "The Code of Practice for the Safety of Large Commercial Sailing and
Motor Vessels" published in 1997. Vessels certificated to the requirements of
the original Code may continue to operate under the same provisions applicable
at the time of certification. Vessels undergoing refit or modification are
encouraged to comply with the provisions of this revision as far as is reasonable
and practicable.

The application of the 3000GT limit is not applicable to vessels for which the
building contract is signed, or survey has started, prior to 24th September 2004.

3.2.2 Exemptions

For Coded vessels while operating as pleasure vessels, the MCA may issue an
exemption to regulations applicable to UK passenger ships subject to a
maximum of 36 guests being carried, sufficient life-saving appliances, and a
Safe Manning Document (including vessels under 500GT) being in force.
Applications will be considered on a case by case, and voyage by voyage
basis.

4 Construction and Strength

- 137 -

4.3.1 Classification Societies

American Bureau of Shipping
Bureau Veritas
Det Norske Veritas
Germanisher Lloyd
Lloyds Register
Registro Italiano Navale

22 Protection of Personnel

22.3.1 Reference should be made to the Code of Safe Working Practices for Merchant
Seamen.

22.5 Noise

MSN 1763 "The Merchant Shipping and Fishing Vessels (Safety Signs and
Signals)Regulations 2001" provides details of required safety signs.

23 Medical Stores

Medical stores requirements are contained within MSN 1768 "Ship’s Medical
Stores".

25 Clean Seas

The IMO MARPOL Convention Annex’s relevant to the operation of Large
Yachts are implemented by the following United Kingdom Statutory
Instruments;

SI1996 No. 2154 "Merchant Shipping (Prevention of Oil Pollution) Regulations"
amended by SI1997 No.1910 and SI2000 No.483.

SI1998 No. 1377 "Merchant Shipping (Prevention of Pollution by Garbage)
Regulations “as amended, guidance on which is contained in MSN 1720
"Merchant Shipping (Prevention of Pollution by Garbage) Regulations 1998".

SI 2003 No. 1809 "Merchant Shipping and Fishing Vessels (Port Waste
Reception Facilities) Regulations". Information on these requirements can be
found in MGN 253Port Waste Reception Facilities Regulations 2003.

The UK is in the process of developing legislation (and related guidance) to
implement MARPOL annex IV (Sewage), VI (Air Pollution), and the IMO
Antifouling Systems Convention. These annexes may have implications for
some Large Yachts. For further information, please contact the MCA

26 Manning

In addition to unrestricted STCW qualifications, information as to specific
qualifications for Large Yachts and Sail Training Vessels are contained within:

MGN 156 "Training and Certification Guidance – Part 17 Certificates of
Competency or Marine Engine Operator Licences for Service as an Engineer
Officer on Commercially and Privately Operated Yachts and Sail Training
Vessels", and;

- 138 -

MSN 1802 "Training and Certification Guidance - Part 21 Deck Officer
Certificates of Competency For Service on Commercially and Privately
Operated Yachts and Sail Training Vessels".

MGN 270 ‘’Training and Certification Guidance – Part 23 – Yacht Rating
Certificates for service on commercially and privately operated yachts and sail
training vessels’’.

A training organisation wishing to operate UK registered Training Vessel(s)
carrying more than 12 trainees must register this intention with the Maritime
and Coastguard Agency (MCA) including details of:

1 The organisation together with points of contact

2 Name, port of registry, size and type of vessel;

3 Details of the regular crew. This may evidenced by a safe manning
document. However, in the absence of a safe manning document this
should be in the form of a declaration of the minimum manning required
for contracted crew as detailed in MSN 1767 (or as subsequently
amended).

4 Maximum number of trainees that can be carried;

5 The age profile of the trainees; and

6 Any special circumstances relevant to the proposed operation.

If operating under a Code then the vessel’s Code Certificate of Compliance
should be endorsed 'Sail Training Vessel' or ‘Motor Training Vessel’.

Every vessel shall have a Risk Assessment and Safety Policy in place. If
trainees under the age of 18 are to be carried they shall also have a Child
Protection policy and appropriate code of conduct to ensure the welfare and
well being of the trainees.

The registration will only be approved provided the proposal fully satisfies the
recommendations and guidelines outlined above. The MCA may require an
owner or operator to amend a proposal if, after evaluation, the proposal is
considered inadequate.

[A training vessel may carry a combination of passengers and trainees.
However, a training vessel operating under a Code of Practice may only carry a
maximum of 12 passengers at any time.]

- 139 -

28 Survey, Certification, Inspection, and Maintenance
28.1.2 The UK Certifying Authority for radio installations is Selex Communications
Ltd.

28.4.2 As above.

28.7 Accident Investigation Reporting Regulations
Under The Merchant Shipping (Accident Reporting and Investigation)
Regulations 1999 SI No. 2567, it is a requirement to report accidents and
hazardous events to the Marine Accident Investigation Branch. Guidance is
available in MGN 115 "Accident Reporting and Investigation". List of
Certificates to be issued to United Kingdom Ships, applicable UK Regulations
and extent of Delegation

29 Crew Agreements

29.1 Crew Agreements should be detailed in MGN 149.

- 140 -

Table 1 - List of Certificates to be issued to United Kingdom Ships, applicable UK Regulations and extent of Delegation

Subject &
Certification Convention Limits Detail & Remarks UK Regulation Delegation
International Tonnage Tonnage ITC 69 ≥ 24 Merchant Shipping (Tonnage) Classification Societies
Certificate metres Regulations 1997SI 1997
No:1510, as amended
International Load Line Load Intact Stability Merchant Shipping (Load Line) AssigningAuthorities1
Certificate LineILLC'66General &Subdivision Standard; Regulations 1998SI 1998
# - Using equivalent No:2241, as amended
standards of the Code
Inclining Test, ≥ 24 MCA
Stability metres
International Safety Construction SOLAS ≥ 500GT Construction Merchant Shipping (Cargo CertifyingAuthorities1
Construction 74 Shipping Construction)
Certificate Regulations 1997, SI 1997
No:1509; as amended
Fire Protection ≥ 500GT Structural Fire Ships constructed before 1 July Certification issued by
SOLAS 74 Protection & Means of 2002: Merchant Shipping (Fire Certifying Authorities1 on
Escape# - Using the Protection-Large Ships) 1998, a partial declaration by
equivalent standards of Regulations SI 1998 No:1012; as MCA on Structural Fire
the Code amended. Ships constructed on or Protection, Means of
after 1 July 2002:Merchant Escape, Fire Safety of
Shipping (Fire Protection) Unattended Machinery
Regulations 2003,SI 2003 Spaces and
No:2950; as amended. Accommodation etc
International Safety Fire Appliances ≥ 500GT Fire Appliances MCA
Equipment Certificate SOLAS 74
Life Saving ≥ 500GT Life Saving Appliances Merchant Shipping (Life Saving
Appliances SOLAS 74 Appliances (Ships Other than
Ships of Class III to VI(A))
Regulations1999SI 1999 No:2721,
as amended.
Navigation Equipment ≥ 500GT Navigation lights, Merchant Shipping (Distress
sounds, signals etc Signals and Prevention of
Collisions) Regulations 1996, SI
1996 No:75;as amended
1
Classification Societies, Assigning Authorities and Certifying Authorities for Large Yachts means one of the six Classification Societies accepted by the Maritime &Coastguard Agency: American Bureau
of Shipping. Bureau Veritas, Det Norske Veritas, Germanischer Lloyds, Lloyds Register of Shipping and Registro Italiano Navale

- 141 -

Subject &
Certification Convention Limits Detail & Remarks UK Regulation Delegation
International Safety Radio SOLAS 74 ≥ 300GT Merchant Shipping (Radio Selex Communications
Radio Certificate Installations) Regulations 1998SI Limited
1998 No:2070, as amended
International Safe Manning ≥ 500GT Merchant Shipping (Safe Manning, MCA
Manning Certificate STCW/SOLAS Hours of Work and
Watchkeeping)Regulations 1997,
SI 1997 No:1320;as amended
International Oil Pollution MARPOL ≥ 400GT Pollution prevention Merchant Shipping (Prevention of Initial: MCA Annual:
Pollution Prevention equipment Oil Pollution) Regulations 1996SI ClassificationSocieties1
Certificate 1996 No:2154, as amended
Merchant Shipping (Prevention of N/A
Pollution: Substances other than
Oil)Order 1997, SI 1997 No:1869;
as amended.
Merchant Shipping (Prevention of N/A
Pollution by Garbage)
Regulations1998, SI 1998
No:1377; as amended.
International Safety International Safety ≥ 500GT Merchant Shipping (International MCA
Management Management Code Safety Management (ISM) Code)
Certificate Regulations 1998, SI 1998
No:1561;as amended.
International Ship International Ship ≥ 500GT Regulation 725/2004 of the MCA
Security Certificate and Port Facility European Parliament and of the
Security Code Council of 31 March 2004 "On
enhancing ship and port facility
security", Official Journal
L129/6The Ship and Port Facility
(Security)Regulations 2004SI 2004
No:1495; as amended.
Certificate of Various ≥24 Covers aspects Merchant Shipping (Vessels in MCA
Compliance metres surveyed under the Commercial Use for Sport
code for which other &Pleasure) Regulations 1998SI
certificates are not 1998 No:2771, as amended
required.
- 142 -

ANNEX 6 TECHNICAL STANDARD FOR HELICOPTER LANDING AREAS

Annex 6: Section 1 - Introduction
1.0 Applicability

1.1 This Annex is written so that it outlines the minimum standards for helicopter landing
areas, and associated facilities, on board vessels within the scope of this Code where
helicopter operations to / from the vessel are required.

1.2 This Annex does not address helicopter flight operations in any detail. It is intended
as a technical standard for the landing area and associated on-board helicopter
facilities. The helicopter pilot / operator is responsible for ensuring that the
requirements of the Administration with which the helicopter is registered and the
requirements of the Administration responsible for the airspace in which the helicopter
is operating are complied with in full. The Aviation Inspection Body may provide
further guidance.

1.1 Enquiries regarding operational (flight) limitations based on non-compliances of the
landing area should be directed to the Aviation Inspection Body (see National Annex).

- 143 -

Annex 6: Section 2 – General Considerations

1.0 General
1.1 Requirements for helicopter landing areas on vessels results from the need to ensure
that helicopters are afforded sufficient space to be able to operate safely at all times in
the varying conditions experienced.
1.2 In order to ensure safe operation it is envisaged that limitations regarding the availability
of the landing area will be applied by the Aviation Inspection Body on behalf of the
Administration.

1.3 The helicopter’s performance requirements and handling techniques are contained in,
and governed by, the Rotorcraft Flight Manual and/or the operator’s Operations Manual.

- 144 -

Annex 6: Section 3 – Helicopter Landing Areas – Physical Characteristics

1.0 General

1.1 This chapter outlines physical requrements for the characteristics of helicopter landing
areas on large yachts. As part of the verification of landing area compliance, it should
be stated for each helicopter landing area the maximum size of helicopter in terms of D-
value and the maximum take-off weight of the heaviest helicopter in terms of “t” value
for which each landing area is certificated with regard to size and strength. The
following plans and particulars should be submitted to the Aviation Inspection Body,
Certifying Authority and Administration (as appropriate) for approval:
.1 Hangar general arrangement (showing dimensions and structural
considerations).
.2 Helicopter lift and movement arrangements (if appropriate).
.3 Structural fire protection.
.4 Fire detection and extinguishing arrangements
1.2 The criteria which follow are based on helicopter size and weight. This data is
summarised in Table 1 below. Where skid fitted helicopters are used routinely, landing
nets are not recommended.

Table 1- D-Value and Helicopter Type Criteria (Not exhaustive)

Perimeter Rotor Max
D value ‘t’ Landing
Type ‘D’ diameter weight
(m) value net size
marking (m) (kg)
Eurocopter Not
11.52 12 10.00 1715 1.7
EC120 required
Bell 206 Not
11.96 12 10.16 1451/1519 1.5
B3 required
Bell 206 Not
12.91 13 11.28 2018 2.0
L4 required
Not
Bell 407 12.61 13 10.66 2268 2.3
required
Eurocopter Not
12.64 13 10.69 2400 2.4
EC130 required
Eurocopter Not
12.94 13 10.69 2250 2.3
AS350B3 required
Eurocopter Not
12.94 13 10.69 2600 2.6
AS355 required
Eurocopter Not
12.10 12 10.20 2720 2.7
EC135 required
Agusta Not
13.02 13 10.83 2720 2.7
A119 required
Not
Bell 427 13.00 13 11.28 2971 3.0
required
Eurocopter Not
13.03 13 11.00 3585 3.6
EC145 required
Agusta
13.04 13 11.00 2850 2.9 Small
A109
Agusta
12.96 13 10.83 3175 3.2 Small
Grand
Eurocopter
13.73 14 11.94 4300 4.3 Small
AS365 N3

- 145 -

Eurocopter
14.30 14 12.60 4920 4.9 Medium
EC155 B1
Bell 430 15.29 15 12.80 4218 4.2 Medium
Sikorsky
16.00 16 13.40 5318 5.3 Medium
S76
Agusta
Westland 16.66 17 13.80 6400 6.4 Medium
139
Not
Bell 412 17.10 17 14.02 5398 5.4
required

2.0 Helicopter Landing Area Design Considerations – Environmental Effects
2.1 Introduction
2.1.1 The safety of helicopter flight operations can be seriously degraded by environmental
effects that may be present around vessels. The term “environmental effects” describes
the effects of the vessel, its systems, and forces in the surrounding environment, which
result in a degraded local environment in which the helicopter is expected to operate.
These environmental effects are typified by structure-induced turbulence, and
turbulence / thermal effects caused by exhaust emissions. Controls in the form of
landing area availability restrictions may be necessary and should be imposed via the
Aviation Inspection Body. Such restrictions can be minimised by careful attention to the
design and layout of the vessel topsides and, in particular, the location of the helicopter
landing area.
2.2 Guidance for Landing Area Design Considerations
2.2.1 Guidance for landing area design considerations are given in UK Civil Aviation Authority
Paper 2004/02 which should be consulted by designers of helicopter landing areas at
the earliest possible stage of the design process and is available through the CAA
website (www.caa.co.uk).
2.2.2 The objective of CAA Paper 2004/02 is to help designers of helicopter landing areas to
create topside designs and helicopter landing area locations that are safe and ‘friendly’
to helicopter operations by minimising exposure to environmental effects. It is hoped
that, if used from the outset of the design process when facilities are first being laid out,
this manual will prevent or minimise many helicopter landing area environmental
problems at little or no extra cost to the design or construction of the vessel.
2.2.3 All new helicopter landing areas, or modifications to existing topside arrangements
which could potentially have an effect on the environmental conditions due to
turbulence around an existing helicopter landing area, or helicopter landing areas where
operational experience has highlighted potential airflow problems should be subject to
appropriate wind tunnel testing or CFD studies to establish the wind environment in
which helicopters will be expected to operate. As a general rule the standard deviation
of the vertical airflow velocity should be limited to 1.75m/s. The helicopter pilot/operator
and Aviation Inspection Body should be informed at the earliest opportunity of any wind
conditions for which this criterion is not met in order to allow the appropriate platform
availability restrictions/limitations to be defined if necessary.
2.2.4 Designers of helicopter landing areas should commission a survey of ambient
temperature rise based on a Gaussian dispersion model and supported by wind tunnel
tests or CFD studies for new build helicopter landing areas, modifications to existing
topside arrangements, or for helicopter landing areas where operational experience has
highlighted potential thermal problems. When the results of such modelling and/or
testing indicate that there may be a rise of air temperature of more than 2°C (averaged
over a 3 second time interval), the helicopter pilot/operator and Aviation Inspection

- 146 -

Body should be consulted at the earliest opportunity so that appropriate platform
availability restrictions/limitations may be applied if necessary.
3.0 Size of Landing Area and Obstacle Protected Surfaces
3.1 For any particular type of single main rotor helicopter, the helicopter landing area should
be sufficiently large to contain a circle of diameter D equal to the largest dimension of
the helicopter when the rotors are turning. This D circle should be totally unobstructed
(see Table 1 for D values). Due to the actual shape of most helicopter landing areas the
D circle will be ‘imaginary’ but the helicopter landing area shape should be capable of
accommodating such a circle within its physical boundaries. For landing areas of less
than 1D width this will not be the case. See D-Circle Definition.
3.1.1 When helicopter landing areas are provided in the bow or stern of a vessel or are
purpose-built above the ships structure, they shall be regarded as purpose-built
shipboard heliports. For purpose-built shipboard heliports provided in the bow or stern
of a vessel, the landing area shall be either:
3.1.1.1 In accordance with 3.1 above, or,
3.1.1.2 For operations with limited touchdown directions, contain an area within which can be
accomodated two opposing arcs of a circle with a diameter of not less than 1D in the
helicopter’s longitudinal direction. The minimum width of the landing area shall be not
less tham 0.83D. In such arrangements of landing areas, the vessel will need to be
manouvred to ensure that the relative wind is appropriate to the direction of the
helicopter touchdown heading. The touchdown heading of the helicopter is limited to the
angular distance subtended by the 1D arcs headings, minus 15 degrees at each end of
the arc. See diagram below.
Permitted Landing Headings for Limited Heading Operations

3.2 From any point on the periphery of the above mentioned D circle an obstacle-free
approach and take-off sector should be provided which totally encompasses the safe
landing area (and D circle) and which extends over a sector of at least 210°. Within this
sector, from the periphery of the landing area and out to a distance that will allow for an
unobstructed departure path appropriate to the helicopter that the landing area is
intended to serve, only the following items may exceed the height of the landing area,
but should not do so by more than 250 milimetres:

- 147 -

• the guttering (associated with the requirements in paragraph 4.2);
• the lighting required by Secton 4;
• the foam monitors;
• those handrails and other items associated with the landing area which are
incapable of complete retraction or lowering for helicopter operations.

3.3 The bisector of the 210° obstacle free sector (OFS) should normally pass through the
centre of the D circle. The sector may be ‘swung’ by up to 15° as shown in Figure 1
below. Acceptance of the ‘swung’ criteria will normally only be applicable to existing
vessels.
3.3.1 If, for an existing vessel, the 210° obstacle free sector is swung, then it would be normal
practice to swing the 180° falling 5:1 gradient by a corresponding amount to indicate,
and align with, the swung OFS.
3.4 The diagram at Figure 1 shows the extent of the two segments of the 150° Limited
Obstacle Sector (LOS) and how these are measured from the centre of the (imaginary)
‘D’ Circle and from the perimeter of the safe landing area (SLA). This diagram assumes,
since helicopter landing areas are designed to the minimum requirement of
accommodating a 1 ‘D’ Circle, that the ‘D’ Circle perimeter and SLA perimeter are
coincidental. No objects above 0.05D are permitted in the first (hatched area in Figure
1) segment of the LOS. The first segment extends out to 0.62D from the centre of the
‘D’ Circle, or 0.12D from the SLA perimeter marking.
The second segment of the LOS, in which no obstacles are permitted within a rising 1:2
slope from the upper surface of the first segment, extends out to 0.83D from the centre
of the ‘D’ Circle, or a further 0.21D from the edge of the first segment of the LOS.
The exact point of origin of the LOS is assumed to be at the periphery of the ‘D’ Circle.

- 148 -

Figure 1 - Obstacle Limitation showing position of Aiming Circle

DRAWING NOT TO SCALE

- 149 -

3.4.1 Some helicopter landing areas are able to accommodate a SLA which covers a larger
area than the declared ‘D’ value; a simple example being a rectangular deck with the
minor dimension able to contain the ‘D’ Circle. In such cases it is important to ensure
that the origin of the LOS (and OFS) is at the SLA perimeter as marked by the
perimeter line. Any SLA perimeter should guarantee the obstacle protection afforded by
both segments of the LOS. The respective measurements of 0.12D from the SLA
perimeter line, plus a further 0.21D are to be applied. On these larger decks there is
thus some flexibility in deciding the position of the perimeter line and SLA in order to
meet the LOS requirements and when considering the position and height of fixed
obstacles. Separating the origin of the LOS from the perimeter of the ‘D’ Circle in Figure
1 and moving it to the right of the page will demonstrate how this might apply on a
rectangular SLA.
3.4.2 The extent of the LOS segments will, in all cases, be lines parallel to the SLA perimeter
line and follow the boundaries of the SLA perimeter (see Figure 1 above). Only in cases
where the SLA perimeter is circular will the extent be in the form of arcs to the ‘D’ circle.
However, taking the example of an octagonal SLA as drawn at Figure 1, it would be
possible to replace the angled corners of the two LOS segments with arcs of 0.12D and
0.33D centred on the two adjacent corners of the SLA; thus cutting off the angled
corners of the LOS segments. If these arcs are applied they should not extend beyond
the two corners of each LOS segment so that minimum clearances of 0.12D and 0.33D
from the corners of the SLA are maintained. Similar geometric construction may be
made to a square or rectangular SLA but care should be taken to ensure that the LOS
protected surfaces minima can be satisfied from all points on the SLA perimeter.
3.5 Whilst application of the criteria in paragraph 3.4 above will ensure that no
unacceptable obstructions exist above the helicopter landing area level over the whole
210° sector, it is necessary to consider the possibility of helicopter loss of height due to
power unit failure during the latter stages of the approach or early stages of take-off.
Accordingly, a clear zone should be provided below landing area level on all helicopter
landing areas. This falling 5:1 protected surface should be provided over at least 180°
and ideally it should cover the whole of the 210° OFS, with an origin at the centre of the
‘D’ Circle, and extending outwards to a distacne that will allow for a safe clearance from
obstacles below the landing area in the event of an engine failure for the type of
helicopter that the landing area is intended to serve (see Figure 2). All objects that are
underneath anticipated final approach paths should be assessed.
3.5.1 Research completed in 1999 demonstrated that, following a single engine failure in a
twin engine helicopter after take-off decision point, and assuming avoidance of the deck
edge, the resulting trajectory will carry the helicopter clear of an obstruction in the range
2:1 to 3:1. It is therefore only necessary for operators of multi-engine helicopters
operated in performance classes one or two (as defined in ICAO Annex 6 Volume 3) to
account for performance in relation to specified 5:1 falling gradient where infringements
occur to a falling 3:1 rather than a 5:1 slope.
3.6 For practical purposes, when a safety net is fitted, the falling obstacle limitation surface
can be assumed to be defined from points on the outboard edge of the helicopter
landing area perimeter safety netting supports (1.5 metres from deck edge). Minor
infringements of the surface by foam monitor platforms or access/escape routes may be
accepted only if they are essential to the safe operation of the helicopter landing area
but these infringements may also attract landing area availability restrictions.

- 150 -

Figure 2 Obstacle Free Areas – Below Landing Area Level)

4.0 Landing Area Surface
4.1 The landing area should have an overall coating of non-slip material and all markings
on the surface of the landing area should be made with the same non-slip materials.
Whilst extruded section or grid construction aluminium (or other) decks may incorporate
adequate non-slip profiles in their design, it is preferable that they are also coated with a
non-slip material unless adequate friction properties have been designed into the
construction. It is important that the friction properties exist in all directions. Over-
painting friction surfaces on such designs may compromise the friction properties.
Recognised surface friction material is available commercially.
4.2 Helicopter landing areas should be cambered to a maximum gradient of 1:100. Any
distortion of the helicopter landing area surface due to, for example, loads from a
helicopter at rest should not modify the landing area drainage system to the extent of
allowing spilled fuel to remain on the deck. A system of guttering should be provided
around the perimeter to prevent spilled fuel from falling on to other parts of the vessel
and to conduct the spillage to an appropriate drainage system.

- 151 -

The capacity of the drainage system should be sufficient to contain the maximum likely
spillage of fuel on the deck. The calculation of the amount of spillage to be contained
should be based on an analysis of helicopter type, fuel capacity, typical fuel loads and
uplifts. The design of the drainage system should preclude blockage by debris. The
helicopter landing area should be properly sealed so that spillage will only route into the
drainage system.
4.3 For operations in adverse weather conditions a tautly-stretched rope netting should be
provided to aid the landing of helicopters with wheeled undercarriages. The
intersections should be knotted or otherwise secured to prevent distortion of the mesh.
It is preferable that the rope be 20 mm diameter sisal, with a maximum mesh size of
200 mm. The rope should be secured every 1.5 metres round the landing area
perimeter and tensioned to at least 2225 N. Netting made of material other than sisal
may be considered but netting should not be constructed of polypropylene type material
which is known to rapidly deteriorate and flake when exposed to weather. As a rule of
thumb, it should not be possible to raise any part of the net by more than approximately
250 mm above the helicopter landing area surface when applying a vigorous vertical
pull by hand. The location of the net should ensure coverage of the area of the aiming
circle but should not cover the helicopter landing area identification marking or ‘t’ value
markings. Some nets may require modification to outboard corners so as to keep the
identification marking uncovered. In such circumstances the dimensions given in Table
2 below may be modified.
4.4 There are three sizes of netting as listed below in Table 2. The minimum size depends
upon the type of helicopter for which the landing area is to be used as indicated in Table
1. Sizes are presented here for guidance only and nets of other sizes may be
acceptable providing arrangements cover the whole of the aiming circle without
obscuring the landing area identification markings.
Table 2 - Helicopter Deck Netting

Small 9 metres by 9 metres
Medium 12 metres by 12 metres
Large 15 metres by 15 metres

5.0 Helicopter Tie-Down Points
5.1 Sufficient flush fitting (when not in use) or removable semi-recessed tie-down points
should be provided for securing the maximum sized helicopter for which the helicopter
landing area is designed. They should be so located and be of such strength and
construction to secure the helicopter when subjected to expected weather conditions.
They should also take into account the inertial forces resulting from the movement of
the vessel.
5.2 Tie-down rings should be compatible with the dimensions of tie-down strop
attachments. Tie-down rings and strops should be of such strength and construction so
as to secure the helicopter when subjected to expected weather conditions. The
maximum bar diameter of the tie-down ring should be compatible with the strop hook
dimension of the tie down strops carried by the helicopter operator.
An example of a suitable tie-down configuration is shown at Figure 3. The Aviation
Inspection Body or helicopter operator will provide guidance on the configuration of the
tie-down points for specific helicopter types.

- 152 -

Figure 3 Example of Suitable Tie-down Configuration

NOTES: 1 The tie-down configuration should be based on the centre of the Aiming
Circle marking.
2 Additional tie-downs will be required in a parking area.
3 The outer circle is not required for ‘D’ values of less than 22.2m.

6.0 Safety Net
6.1 Safety nets for personnel protection should be installed around the landing area except
where adequate structural protection against falls exists. The netting used should be of
a flexible nature, with the inboard edge fastened level, just below the edge of the
helicopter landing area. The net itself should extend 1.5 metres in the horizontal plane
and be arranged so that the outboard edge is not above the level of the landing area so
that it has an upward and outward slope of at least 10°.
6.2 A safety net designed to meet these criteria should not act as a trampoline giving a
‘bounce’ effect. Where lateral or longitudinal centre bars are provided to strengthen the
net structure they should be arranged and constructed to avoid causing injury to
persons falling on to them. The ideal design should produce a ‘hammock’ effect which
should securely contain a body falling, rolling or jumping into it, without serious injury.
When considering the securing of the net to the structure and the materials used, care
should be taken that each segment will meet adequacy of purpose considerations.
Polypropylene deteriorates over time; various wire meshes have been shown to be
suitable if properly installed.

- 153 -

6.3 A full risk assessment to control the restricted movement of personnel on the helicopter
landing area should be submitted for approval by the Aviation Inspection Body and
Classification Society to demonstrate that safe passenger movement may take place
without endangering the safety of the helicopter or the life of personnel on-board. The
risk assessment of passenger movement described above should be used to
demonstrate full mitigation of associated risks should non-fitment of a safety net as
described in 6.1 and 6.2 above be requested.

7.0 Access Points
7.1 Many helicopters have passenger access on one side only and helicopter landing
orientation in relation to landing area access points becomes important because it is
necessary to ensure that embarking and disembarking passengers are not required to
pass around the helicopter tail rotor, or under the front of the main rotor of those
helicopters with a low profile rotor, should a ‘rotors-running turn-round’ be conducted.
7.2 There should be a minimum of two access/egress routes to the helicopter landing area.
The arrangements should be optimised to ensure that, in the event of an accident or
incident on the helicopter landing area, personnel will be able to escape upwind of the
landing area. Adequacy of the emergency escape arrangements from the helicopter
landing area should be included in any evacuation, escape and rescue analysis for the
vessel, and may require a third escape route to be provided.
7.3 Where foam monitors are co-located with access points care should be taken to ensure
that no monitor is so close to an access point as to cause injury to escaping personnel
by operation of the monitor in an emergency situation.
7.4 Where handrails associated with landing area access/escape points exceed the height
limitations given at paragraph 3.2 they should be retractable, collapsible or removable.
When retracted, collapsed or removed the rails should not impede access/egress.
Handrails which are retractable, collapsible and removable should be painted in a
contrasting colour scheme. Procedures should be in place to retract, collapse, or
remove them prior to helicopter arrival. Once the helicopter has landed, and the crew
have indicated that passenger movement may commence, the handrails may be raised
and locked in position. The handrails should be retracted, collapsed, or removed again
prior to the helicopter taking-off
7.5 Where anti-collison lights are utilised, the helicopter crew will ensure they are switched
off before the movement of passengers and/or freight takes place.

- 154 -

Annex 6: Section 4 - Visual Aids

1.0 General
1.1 The following sections outline the requirements for helicopter landing area markings
which should be permanantly painted on the deck. Plans of the marking arrangements
including dimensions should be submitted to the Aviation Inspection Body for approval.
1.2 Helicopter landing area perimeter line marking and lighting serves to identify the limits
of the Safe Landing Area (SLA) for day and night operations.
1.3 A wind direction indicator (windsock) should be provided during helicopter operations
and located so as to indicate the clear area wind conditions at the vessel location. It is
often inappropriate to locate the windsock as close to the helicopter landing area as
possible where it may compromise obstacle protected surfaces, create its own
dominant obstacle or be subjected to the effects of turbulence from structures resulting
in an unclear wind indication. The windsock should be illuminated for night operations.
2.0 Helicopter Landing Area Markings (See Figure 1 Below)
For the smallest landing areas (typically <16m) it may be necessary to reduce the size
of the helideck markings appropriately. In such circumstances, the Aviation Inspection
Body should be consulted as soon as possible.
2.1 The colour of the helicopter landing area should be a contrasting colour to the rest of
the vessel’s deck (preferrably dark grey or dark green). The perimeter of the SLA
should be clearly marked with a white painted line 0.3 metres wide. (See Section 3,
paragraph 4.1).
Figure 1 - Markings (Single Main Rotor Helicopters)

- 155 -

2.1.1 The light grey colour of aluminium may be acceptable in specific helicopter landing area
applications where these are agreed with the Aviation Inspection Body. This should be
discussed in the early design phase. In such cases the conspicuity of the helicopter
landing area markings may need to be enhanced by, for example, outlining the deck
marking lines and characters with a thin black line. Alternatively, conspicuity may be
enhanced by overlaying white markings on a painted black background.
2.2 The origin of the 210° obstacle-free sector for approach and take-off as specified in
Section 3 should be marked on the helicopter landing area by a black chevron, each leg
being 0.79 metres long and 0.1 metres wide forming the angle in the manner shown in
Figure 2 below. On minimum sized helicopter landing areas where there is no room to
place the chevron where indicated, the chevron marking, but not the point of origin,
may be displaced towards the D circle centre. Where the obstacle-free sector is swung
in accordance with the provision of Section 3 paragraph 3.3 this should be reflected in
the alignment of the chevron. The purpose of the chevron is to delineate the separation
of the 210° OFS and 150° LOS. Prior to the helicopter being given clearance to land,
the officer(s) in charge of the helicopter landing area operations team(s) should ensure
that there are no obstacles in the 210° OFS. The black chevron may be painted on top
of the (continuous) white perimeter line to achieve maximum clarity for the helicopter
landing area operations team.
2.3 The actual D-value of the helicopter landing area (See Section 3, paragraph 3.1) should
be painted on the helicopter landing area inboard of the chevron in alphanumeric
symbols of 0.1 metres high.
2.4 The helicopter landing area D-value should also be marked around the perimeter of the
helicopter landing area in the manner shown in Figure 1 in a colour contrasting
(preferably white: avoid black or grey for night use) with the helicopter landing area
surface. The D-value should be to the nearest whole number with 0.5 rounded down
e.g. 15.5 marked as 15 (see Section 3 Table 1).
2.5 A maximum allowable mass marking should be marked on the helicopter landing area
in a position which is readable from the preferred final approach direction i.e. towards
the obstacle-free sector origin. The marking should consist of a two or three digit
number expressed to one decimal place rounded to the nearest 100 kg and followed by
the letter ‘t’ to indicate the allowable helicopter weight in tonnes (1000 kg). The height of
the figures should be 0.9 metres with a line width of approximately 0.12 metres and be
in a colour which contrasts with the helicopter landing area surface (preferably white:
avoid black or grey).
2.6 An aiming circle (touchdown / positioning marking) for each helicopter landing area
should be provided as follows: (see Figures 1 and 3).
2.6.1 On smaller helicopter landing areas with a D value up to and including 16.00m and for
bow-mounted helicopter landing areas the aiming circle should be concentric with the
helicopter landing area centre to ensure maximisation of space all around for safe
personnel movement and optimisation of the visual cueing environment. On larger
areas with a D-value greater than 16.00m, the centre of the aiming circle should be
displaced 0.1 D from the centre of the D circle towards the outboard edge of the
helicopter landing area along the bisector of the obstacle-free sector in order to achieve
an increased safety margin for tail rotor clearance.The marking should be a yellow circle
with an inner diameter of 0.5 times the certificated D-value of the helicopter landing
area and a line width of not less than 0.5m for landing areas with a D-Value up to and
including 16.00m and not less than 1.0m for landing areas with a D-Value greater than
16.00m.

- 156 -

Figure 2 - Helicopter landing area D Value and Obstacle-free Marking (Not to scale)

Figure 3 Aiming Circle Marking (Aiming Circle to be painted yellow)

- 157 -

Figure 4 Dimensions of ‘H’

2.6.2 On those decks where the aiming circle is concentric with the centre of the D circle or
SLA, the need for some mitigation against concerns over tail rotor clearances should be
considered; either by achieving more obstacle clearance in the 150° LOS or by
adopting appropriate operational procedures (e.g. vessel to provide relative wind from
beam or stern).
2.6.3 A “H” painted in a colour contrasting with the deck (preferably white) should be co-
located with the aiming circle with the cross bar of the “H” lying along the bisector of the
obstacle-free sector. The minimum H dimensions are shown in brackets for landing
areas with a D-Value up to and including 16.00m, and without brackets for landing
areas with a D-Value greater than 16.00m.
2.6.4 Where the obstacle-free sector has been swung in accordance with Section 3
paragraph 3.3 the positioning of the aiming circle and “H” should comply with the normal
unswung criteria. The “H” should, however, be orientated so that the bar is parallel to
the bisector of the swung sector.
2.7 Prohibited landing heading sectors should be marked where it is necessary to protect
the helicopter from landing or manoeuvring in close proximity to limiting obstructions
which, for example, infringe the 150° limited obstacle sector protected surface. In
addition, for existing vessels where the number of deck access points is limited
prohibited landing heading sectors may be desirable to avoid placing the tail rotor in
close proximity to access stairs. Where required, prohibited sector(s) are to be shown
by red hatching of the aiming circle, with white and red hatching extending from the red
hatching out to the edge of the safe landing area as shown in Figure 5.
2.7.1 When positioning over the touchdown area helicopters should be manoeuvred so as to
keep the aircraft nose clear of the hatched prohibited sector(s) at all times.
2.8 For certain operational or technical reasons the master of the vessel may have to
prohibit helicopter operations. In such circumstances, where the helicopter landing area
cannot be used, the ‘closed’ state of the helicopter landing area should be indicated by
use of the signal shown in Figure 6.

- 158 -

2.9 Colours should conform with the following BS 381C (1996) standard or the equivalent
BS 4800 colour.
.1 RED
BS 381C: 537 (Signal Red)
BS 4800: 04.E.53 (Poppy)
.2 YELLOW
BS 381C: 309 (Canary Yellow)
BS 4800: 10.E.53 (Sunflower Yellow)
.3 DARK GREEN
BS 381C: 267 (Deep Chrome Green)
BS 4800: 14.C.39 (Holly Green)
.4 DARK GREY
BS 381C: 632 (Dark Admiralty Grey)
BS 4800: 18.B.25 (Dark Admiralty Grey)

- 159 -

Figure 5 - Example of Prohibited Landing Heading Marking

The position of the H and the orientation of the prohibited landing heading segment will depend
on the obstacle.

Figure 6 - Signal Showing Landing on the Vessel is Prohibited

Signal covers ‘H’ inside aiming circle.

3.0 Lighting
3.1 The safe landing area (SLA) should be delineated by green perimeter lights visible
omnidirectionally from on or above the landing area. These lights should be above the
level of the deck but should not exceed the height limitations in Section 3 paragraph
3.2. The lights should be equally spaced at intervals of not more than 3 metres around
the perimeter of the SLA, coincident with the white line delineating the perimeter (see
section 4 para 2.1).

- 160 -

In the case of square or rectangular decks there should be a minimum of four lights
along each side including a light at each corner of the safe landing area.The ‘main
beam’ of the green perimeter lights should be of at least 30 candelas intensity (the full
vertical beam spread specification is shown in Table1). Flush fitting lights may be used
at the inboard (150° LOS origin) edge of the SLA.
3.2 Where the declared D-value of the helicopter landing area is less than the physical
helicopter landing area, the perimeter lights should delineate the limit of the safe landing
area (SLA) so that the helicopter may land safely by reference to the perimeter lights on
the limited obstacle sector (LOS -150°) ‘inboard’ side of the helicopter landing area
without risk of main rotor collision with obstructions in this sector. By applying the LOS
clearances (given in Section 3 paragraph 3.4) from the perimeter marking, adequate
main rotor to obstruction separation should be achieved. Touchdown for normal landing
should be made by reference to the aiming circle. On helicopter landing areas where
insufficient clearance exists in the LOS, a suitable temporary arrangement to modify the
lighting delineation of the SLA, where this is found to be marked too generously, should
be agreed with the Aviation Inspection Body by replacing existing green lights with red
lights of 30 candelas intensity around the ‘unsafe’ portion of the SLA (the vertical beam
spread characteristics for red lights should also comply with Table 1). The perimeter
line, however, should be repainted in the correct position immediately and the area of
deck between the old and new perimeter lines should be painted in a colour that
contrasts with the main helicopter landing area. Use of flush fitting lights in the 150°
sector perimeter will provide adequate illumination while causing minimum obstruction
to personnel and equipment movement.
Table 1: ISO-candela diagram for helicopter landing area perimeter lights

Elevation Intensity
0º - 90º 60cd max*
>20º - 90º 3cd min
>10º - 20º 15cd min
0º -10º 30cd min
-180º Azimuth +180º

3.3 The whole of the safe landing area (SLA) should be adequately illuminated if intended
for night use. In the past, owners and operators have sought to achieve compliance by
providing deck level floodlights around the perimeter of the SLA and/or by mounting
floodlights at an elevated location ‘inboard’ from the SLA, e.g. floodlights angled down
from the top of a bridge or hangar. Experience has shown that floodlighting systems,
even when properly aligned, can adversely effect the visual cueing environment by
reducing the conspicuity of helicopter landing area perimeter lights during the approach,
and by causing glare and loss of pilots’ night vision during hover and landing.
Furthermore, floodlighting systems often fail to provide adequate illumination of the
centre of the landing area leading to the so-called ‘black-hole effect’. It is essential
therefore, that any floodlighting arrangements take full account of these problems.
3.4 The floodlighting should be arranged so as not to dazzle the pilot and, if elevated and
located off the landing area clear of the LOS, the system should not present a hazard to
helicopters landing and taking off from the helicopter landing area. All floodlights should
be capable of being switched on and off at the pilot’s request. Setting up of lights should
be undertaken with care to ensure that the issues of adequate illumination and glare are
properly addressed and regularly checked. Adequate shielding of ‘polluting’ light
sources can easily be achieved early on in the design stage, but can also be
implemented on existing installations using simple measures. Temporary working lights
which pollute the helicopter landing area lighting environment should be switched off
during helicopter operations.

- 161 -

3.5 It is important to confine the helicopter landing area lighting to the landing area, since
any light overspill may cause reflections from the sea. The floodlighting controls should
be accessible to, and controlled by, the officer(s) in charge of the landing area
operations team(s) or Radio Operator.
3.6 In seeking to develop an alternative system to conventional floodlighting, it has been
demonstrated that arrays of segmented point source lighting (ASPSL) in the form of
encapsulated strips of light emitting diodes (LEDs) can be used to illuminate the aiming
circle and landing area identification marking (‘H’). This arrangement has been found to
provide the visual cues required by the pilot earlier on in the approach and more
effectively than by using floodlighting, and without the disadvantages associated with
floodlighting such as glare. Large Yacht owners are encouraged to consider appropriate
systems in lieu of conventional floodlighting. A specification is available from the UK
Aviation Inspection Body (see UK National Annex).
3.7 The quoted intensity values for lights apply to the intensity of the light emitted from the
unit when fitted with all necessary filters and shades (see also paragraph 4 below).
3.8 The emergency power supply of the vessel should include the helicopter landing area
lighting. Any failures or outages should be reported immediately to the helicopter
pilot/operator. The lighting should be fed from an Uninterrupted Power Supply (UPS)
system capable of providing the required load for at least 15 minutes. This can be a
stand alone supply or be an additional loading requirement for the vessel’s emergency
power supplies.
4.0 Obstacles – Marking and Lighting
4.1 Fixed obstacles identified as a hazard to helicopters by the helicopter pilot / operator, or
the Aviation Inspection Body should be readily visible from the air. If a paint scheme is
necessary to enhance identification by day, alternate black and white, black and yellow,
or red and white bands are recommended, not less than 0.25 metres wide. The colour
should be chosen to contrast with the background to the maximum extent. Paint colours
should conform with the references at paragraph 2.9 above.
4.2 Omnidirectional red lights of at least 10 candelas intensity should be fitted at suitable
locations to provide the helicopter pilot with visual information on the proximity and
height of objects which are higher than the landing area and which are close to it or to
the LOS boundary. Objects which are more than 15 metres higher than the landing area
should be fitted with intermediate red lights of the same intensity spaced at 10 metre
intervals down to the level of the landing area (except where such lights would be
obscured by other objects).
4.3 An omnidirectional red light of intensity 25 to 200 candelas should be fitted to the
highest point of the vessel. Where this is not practicable the light should be fitted as
near to the extremity as possible.
4.4 Red lights should be arranged so that the location of the objects which they delineate
are visible from all directions above the landing area.
4.5 The emergency power supply of the vessel should include all forms of obstruction
lighting. Any failures or outages should be reported immediately to the helicopter
pilot/operator. The lighting should be fed from an Uninterrupted Power Supply (UPS)
system capable of providing the required load for at least 15 minutes. This can be a
stand alone supply or be an additional loading requirement for the vessel’s emergency
power supplies.

- 162 -

Annex 6: Section 5 – Helicopter Landing Area Operational Standards

1.0 Wind Direction

1.1 Because the ability of a vessel to manoeuvre may be helpful in providing an acceptable
wind direction in relation to the helicopter landing area location, information provided to
the Aviation Inspection Body and helicopter operator is to include whether the vessel is
normally fixed at anchor, single point moored, semi or fully manoeuvrable.
2.0 Helicopter Landing Area Movement
2.1 Vessels experience dynamic motions due to wave action which represent a potential
hazard to helicopter operations. Operational limitations based on limited pitch, roll,
heave, may therefore be applied to the landing area by the Aviation Inspection Body.
Helicopter landing area downtime due to excessive deck motion can be minimised by
careful consideration of the location of the landing area on the vessel at the design
stage. Guidance on helicopter landing area location and how to assess the impact of
the resulting motion on operability is presented in UK CAA Paper 2004/02 “Helideck
Landing Area Design Considerations – Environmental Effects” which is available on the
Publications section of the UK CAA website at www.caa.co.uk. Designers of helicopter
landing areas should consult UK CAA Paper 2004/02 at the earliest possible stage of
the design process.
2.2 The helicopter landing area will be limited to receiving helicopters in the conditions
agreed by the Aviation Inspection Body.
2.3 It is necessary for details of pitch, roll, and heave motions to be recorded on the vessel
prior to, and during, all helicopter movements. Pitch and roll reports to helicopters
should include values, in degrees, about both axes of the true vertical datum (i.e.
relative to the true horizon) and be expressed in relation to the vessel’s head. Roll
should be expressed in terms of ‘port’ and ‘starboard’; pitch should be expressed in
terms of ‘up’ and ‘down’; heave should be reported in a single figure, being the total
heave motion of the helicopter landing area rounded up to the nearest metre. Heave is
to be taken as the vertical difference between the highest and lowest points of any
single cycle of the helicopter landing area movement. The parameters reported should
be the maximum peak levels recorded during the ten minute period prior to
commencement of helicopter operations.
2.3.1 The helicopter pilot is concerned, in order to make vital safety decisions, with the
amount of ‘slope’ on, and the rate of movement of, the helicopter landing area surface.
It is therefore important that the roll values are only related to the true vertical and do
not relate to any ‘false’ datum (i.e. a ‘list’) created, for example, by anchor patterns or
displacement. There are circumstances in which a pilot can be aided by amplification of
the heave measurement by reference to the time period (seconds) in terms of ‘peak to
peak’.
2.4 Reporting Format:
A standard radio message should be passed to the helicopter which contains the
information on helicopter landing area movement in an unambiguous format. This will,
in most cases, be sufficient to enable the helicopter crew to make safety decisions.
Should the helicopter crew require other motion information or amplification of the
standard message, the crew will request it (for example, yaw and heading information).
Standard report example:
Situation: The maximum vessel movement (over the preceding ten minute period) about
the roll axis is 1° to port and 3° to starboard (i.e. this vessel may have a permanent list
of 1° to starboard and is rolling a further 2° either side of this ‘false’ datum). The
maximum vessel movement (over the preceding ten minute period) about the pitch axis
is 2° up and 2° down. The maximum recorded heave amplitude over a single cycle
(over the preceding ten minute period) is 1.5 metres.

- 163 -

Report: ‘Roll 1° left and 3° right; Pitch 2° up and 2° down; heave two metres’.
2.5 It is important to ensure that the deck motions reported to the helicopter pilot relate to
the motion at the helicopter landing area. Very often pitch, roll and heave
measurements are taken from a source far removed from the helicopter landing area
location. If this source should happen to be midships and the helicopter landing area is
located, for example, high up on the bow, the actual heave (and, in future
accelerations,) at the helicopter landing area are likely to be far in excess of the source
measurement. Software packages are available to provide helicopter landing area
location corrected movement data from a source at a different location. Ideally, deck
motion measuring equipment should be located at (attached to the underside of) the
helicopter landing area.
3.0 Aircraft Operational Data – Reporting and Recording
3.1 In addition to the data covered by paragraph 2.3 above, it is essential that vessels are
provided with means of ascertaining and reporting at any time:
.1 the wind speed and direction using aviation approved equipment to ICAO
standard;
.2 the air temperature;
.3 the barometric pressure using aviation approved equipment to ICAO standard;
.4 the visibility, cloud base and cover; and
.5 the sea state.
3.2 Air temperature and barometric pressure should be measured by conventional
instruments approved to ICAO standards. An indication of wind speed and direction will
be provided visually to the pilot by the provision of a windsock coloured so as to give
maximum contrast with the background. However, for recording purposes, an
anemometer positioned in an unrestricted airflow is required. A second anemometer,
located at a suitable height and position can give useful information on wind velocity at
hover height over the helicopter landing area in the event of turbulent or deflected
airflows over the deck. Visibility, cloud conditions, and sea state will normally be
assessed by visual observations.
3.3 Measuring instruments used to provide the data listed in paragraph 3.1 above should be
periodically calibrated in accordance with the manufacturer’s recommendations in order
to provide continuing accuracy.
4.0 Location in Respect to Other Landing Areas in the Vicinity
4.1 Vessels with helicopter landing areas may be positioned adjacent to other vessels or
large land-based structures so that interference/overlap of obstacle protected surfaces
occur. Also on some vessels there may be more than one helicopter landing area which
may result in a confliction of obstacle free sectors.
5.0 Control of Crane Movement in the Vicinity of Landing Areas
5.1 Cranes can adversely distract pilots’ attention during helicopter approach and take-off
from the helicopter landing area as well as infringe fixed obstacle protected surfaces.
Therefore it is essential that when helicopter movements take place (±5 mins) crane
work ceases and jibs, etc. are positioned clear of the obstacle protected surfaces and
flight paths.
5.2 The Officer(s) in charge of helicopter landing area operations team(s) should be
responsible for the control of cranes in preparation for and during helicopter operations.

- 164 -

6.0 General Precautions
6.1 Whenever a helicopter is stationary on board a vessel with its rotors turning, no person
should, except in case of emergency, enter upon or move about the helicopter landing
area other than within view of a crew member or the officer(s) in charge of helicopter
landing area operations team(s) and at a safe distance from the engine exhausts and
tail rotor of the helicopter. It may be dangerous to pass close to the front of those
helicopters which have a low main rotor profile.
6.2 The practical implementation of paragraph 6.1 above is best served through
consultation with the helicopter pilot/operator for a clear understanding of the approach
paths approved for personnel and danger areas associated with a rotors-running
helicopter. These areas are type-specific but, in general, the approved routes to and
from the helicopter are at the 2–4 o’clock and 8–10 o’clock positions. Avoidance of the
12 o’clock (low rotor profile helicopters) and 6 o’clock (tail rotor danger areas) positions
should be maintained.
6.3 Where anti-collison lights are utilised, the helicopter landing operations team will
ensure they are switched off before the movement of passengers and/or freight takes
place. The helicopter landing area should be kept clear of all personnel while anti-
collision lights are on.

7.0 Helicopter Landing Area Operations Manual and General Requirements
7.1 The maximum helicopter weight and ‘D’ value for which the helicopter landing area has
been designed and the maximum size and weight of helicopter for which the vessel is
certificated should be included in the Helicopter Landing Area Operations Manual and
Landing Area Certificate. The extent of the obstacle-free area should also be stated and
reference made to any helicopter landing area operating limitation imposed by
helicopter operators or the Aviation Inspection Body as a result of non-compliances.
Details of non-compliances themselves should also be listed.
8.0 Helicopter Operations Support Equipment
8.1 Provision should be made for equipment needed for use in connection with helicopter
operations including:
.1 chocks and tie-down strops
.2 heavy-duty, calibrated, accurate scales for passenger baggage and freight
weighing;
.3 a suitable power source for starting helicopters if helicopter shut-down is seen
as an operational requirement; and
.4 equipment for clearing the helicopter landing area of snow and ice and other
contaminants.
8.2 Chocks should be compatible with helicopter undercarriage/wheel configurations.
Helicopter operating experience has shown that the most effective chock for use on
helicopter landing areas is the ‘NATO sandbag’ type. Alternatively, ‘rubber triangular’ or
‘single piece fore and aft’ type chocks may be used as long as they are suited to all
helicopters likely to operate to the helicopter landing area. The ‘rubber triangular’ chock
is generally only effective on decks without nets.
8.3 For securing helicopters to the helicopter landing area only adjustable tie-down strops
should be used.

9.0 Radio Communication Equipment

9.1 At least one aeronautical frequency radio licensed by the Administration responsible for
the airspace in which the helicopter is intended to operate when approaching the
vessel should be fitted on board the vessel.

- 165 -

9.2 Radio operators of offshore aeronautical radio stations are required to hold a
Certificate of Competence. Further information can be found in CAA Publication CAP
452 'Aeronautical Radio Station Operator's Guide'.

- 166 -

Annex 6: Section 6 - Example Inspection Checklist
1.0 General
The following checklist indicates in general terms the minimum number of helicopter
landing area physical characteristics which the Administration considers should be
examined during initial inspection and periodic surveys carried out by the Aviation
Inspection Body to confirm that there has been no alteration or deterioration in
condition.

1.1 Helicopter Landing Area Dimensions:
.1 D-value as measured;
.2 Declared D-value;
.3 Deck shape;
.4 Scale drawings of deck arrangement.

1.2 Helicopter Landing Area Conditions:
.1 Type of surface, condition, friction, contaminant free;
.2 Fuel retention;
.3 Deck landing area net;
.4 Perimeter safety netting;
.5 Tie-down points.

1.3 Environment:
.1 Machinery exhausts;
.2 Hot and cold gas emissions;
.3 Presence of turbulence;

1.4 Obstacle Protected Surfaces (Minima):
.1 Obstacle free sector (210°);
.2 Limited obstacle sector (150°);
.3 Falling (5:1 / 3:1) gradient;
.4 Note if .1 or .3 above are swung from normal axis.

1.5 Visual Aids:
.1 Deck surface;
.2 General condition of painted markings;
.3 Location of H;
.4 Aiming circle;
.5 Safe Landing Area perimeter line – relationship to Chevron;
.6 D-value marked within perimeter line;
.7 Chevron marking (if reduced the sector is to be marked in degrees);

- 167 -

.8 Certification marking (exact D-value);
.9 Maximum allowable weight marking;
.10 Conspicuity of painted markings;
.11 Wind indicator;
.12 Perimeter lighting;
.13 Floodlighting;
.14 Obstruction lighting;
.15 Marking of dominant obstacles;
.16 Shielding of working lights (helicopter landing area light pollution).

1.6 Fuel System:
.1 Jet A-1 installation;
.2 Hose;
.3 Earthing equipment;
.4 Fuel Records.

1.7 Rescue and Fire Fighting Facilities
.1 Principal agent
.2 Complementary media
.3 Rescue equipment
.4 Personal protective equipment

1.8 Crew Training Certification
.1 Training records

- 168 -

Annex 6: Section 7 – Helicopter Hangar Facilities

1.0 General
1.1 Helicopter hangar arrangements on board should be in accordance with requirements
for helicopter refuelling and hangar facilities contained within SOLAS II-2. In addition,
the requirements outlined in this section of Annex 6 of the Code should be complied
with in full. The requirements in this section are based upon the use of helicopters run
on Jet A1 fuel. When developing hangar arrangements, consideration should be given
to the type of fuel on which the helicopter to be stowed is run.

1.2 The following plans and particulars are to be submitted to the Classification Society and
Administration for approval:
.1 Hangar general arrangement and structure;
.2 Helicopter lift, hoist, and movement arrangements (if appropriate);
.3 Structural fire protection;
.4 Fire detection and extinguishing arrangements;
.5 ventilation arrangements.

2.0 Hangar Design Considerations
2.1 Helicopter hangar(s) on board should be positioned, as far as is practicable, so as to
preclude excessive movement and acceleration forces. Guidance on this should be
sought from the helicopter manufacturer / operator. Where possible, the positioning of
hangar(s) should be determined through the use of computer modelling and/or wind
tunnel testing (refer also to Section 3, para 2.2.3).
2.2 The perimeter of hangar(s) and any associated entrance or hatchway inclusive of
helicopter lift arrangements should provide a stowage / maintenance box allowing for a
minimum 0.5m clearance at any point around the helicopter and rotors when the
helicopter is in its stowed condition.
2.3 Where appropriate CCTV should be used to ensure visibility of the aircraft at all times.

- 169 -

Annex 6: Section 8 – Helicopter Fueling Facilities

1.0 General
This section outlines the requirements for the storage and transfer of Jet A1 fuel. When
developing fuelling arrangements, consideration should be given to the type of fuel on
which the helicopter to be operatedis run. In addition, all facilities for the storage and
handling of aviation fuels on board should be grade identified using the appropriate
American Petroleum Industry (API) markings for the grade of fuel used. Aviation fuel
facilities should also be fully segregated from any other fuel system.
1.1 Helicopter fueling facilities on board should be in accordance with requirements for
helicopter refuelling and hangar facilities in SOLAS II-2. In addition, the requirements
outlined in this section of Annex 6 of the Code should be complied with in full unless a
safety case is made to, and approved by, the Administration, based on an alternative
arrangement according to Classification Society Rules or guidance from the Aviation or
Petro-Chemical industries.
1.2 Refuelling and defuelling operational considerations should be agreed with the
helicopter pilot / operator and Aviation Inspection Body.
1.3 The following plans and particulars are to be submitted to the Aviation Inspection Body
and Classification Society for approval:
.1 Description of fuel with statement of minimum flash point (closed cup test);
.2 Arrangement of fuel storage and piping;
.3 Arrangements for drainage, ventilation and sounding of spaces adjacent to
storage tanks;
.4 Details and approval certification of pumping units;
.5 Structural fire protection arrangements of all spaces to contain aviation fuel;
.6 Fire detection and extinguishing arrangements;
.7 ventilation arrangements.
1.4 When developing operational procedures for the movement of aviation fuel onboard,
the restricted use of radio frequency equipment including portable phones with regard
to transmission sparks should be considered.
2.0 Storage of Aviation Fuel
2.1 Fuel storage tanks should be of baffle-free, stainless steel, cylindrical construction,
located in a designated area as remote as practicable from machinery and
accommodation spaces, and be suitably isolated from areas where there are sources of
ignition.
2.2 Fuel storage tanks should be provided with an intrinsically safe level indicator fitted
through the top of the tank, and a ¾ inch sampling valve at the bottom of the tank (low
end) to allow for samples to be taken as per paragraph 5.3 of this section of Annex 6.
The minimum slope of the tank to the sampling point should be 1:30.
2.3 The storage and handling area should be permanently marked. Instructions for filling
fuel and, if appropriate, emptying fuel, should be posted in the vicinity of the filling area.
2.4 Tank ventilation (breather) pipes should be fitted with an approved vent head with
pressure-vacuum valve, flame arrester, and desiccant. The vent outlet should be
located no less than 2.3m above the weather deck in a safe position away from
accommodation spaces, ventilation intakes and equipment that may constitute an
ignition hazard. Particular attention should also be directed to the height of the tank vent
and overflow with respect to the design head of the tank.

- 170 -

High level alarm arrangements should be provided to indicate when fuel storage tanks
are close to being filled in excess of maximum operating levels. Alternative
arrangements for tank venting may be accepted subject to approval from the
Administration.
2.5 A coaming surrounding the fuel storage tanks, associated piping and the pumping unit
should be provided. The height of this coaming should be at least 150 mm, so as to
contain fuel spillage as well as fire extinguishing agents. Where the pumping unit is
situated at a remote distance from the fuel storage tank, a separate coaming of the
same minimum height should be provided around the pumping unit. For tanks forming
an integral part of the vessel’s structure, cofferdams with permanently fitted gas
detectors should be provided as necessary to contain leakage and prevent
contamination of the fuel. Also, it should be ensured that there is no common boundary
between the fuel storage tank and accommodation or high fire risk spaces.
2.6 Arrangements for drainage from within the coaming area described in 2.5 above should
be as follows.
.1 Permanent piping and a suitable holding (waste) tank (compliant with 2.1 and
2.2) should be fitted so that drainage can be either led to the holding tank (for
draining fuel) or discharged overboard (for draining water) through a three-way
valve. No other valve should be permitted in the drain piping. The holding tank
should be clearly labeled to distinguish between itself and the main storage
tank.
.2 The cross sectional area of the drain pipe should be twice that of the storage
tank outlet pipe.
.3 The area within the coaming should be sloped towards the drain pipe.
2.7 Drainage of cofferdam spaces should be entirely separate from the machinery space
drainage arrangements. As far as is practicable, fuel sampling points should be low
points on piping and should provide a “closed sampling” visi-jar system fitted with
arrangements to prevent the spring-loaded valve from being locked in an open position.
2.8 Air pipes for the cofferdam space should be led to a point at least 2.3m above the
weather deck through a safe space and fitted with an approved air pipe head fit for
purpose and having a wire gauze diaphram of corrosion resistant material.
2.9 Access to each cofferdam should be provided by at least two manholes from the open
deck, each fitted with gas-tight manhole covers. Cofferdams should be cleaned prior to
opening manhole covers, using an induced draught certified safe ventilation fan for a
minimum of 20 minutes. A notice to this effect should be fitted to each manhole.
3.0 Fuel Pumping and Storage Tank Filling
3.1 All tank outlet valves and filling valves should be mounted directly onto the tank and be
capable of being closed from a remote location outside the compartment in the event of
a fire in the compartment. Ball valves are to be of the stainless steel, anti-static, fire
tested type.
3.1.1 If more than one storage tank is fitted then fuel should be pumped through suitable
filtration if it is to be transferred from one tank to another.
3.2 Filling arrangements for fuel tanks should be through closed piping systems with outlet
ends configured to reduce turbulence and foaming of the fuel. If the storage tank(s) are
filled from the top, the filler pipe should pass through the tank to the bottom and
terminate with a 90 degree bend so that fuel flows over the bottom of the tank to reduce
the possibility of a build-up of static charge.
3.3 Pumping units should be easily accessible and capable of being controlled from both
the fuel station and a position remote from the fuel station. The device to prevent over-
pressurisation as required by SOLAS 2-II should be fitted with a relief valve to

- 171 -

discharge either to the suction side of the pump(s) or to a holding tank complying with
the arrangements of this section of Annex 6 of the Code.
3.4 When not in use, fuel filling equipment should be stowed in a locker that is well
ventilated and drained.
3.5 Suitable filtration arrangements in accordance with appropriate American Petrolium
Industry (API) and British Energy Institute (or equivalent) standards should be provided
to reduce the level of water and particulate contamination of the fuel to within the limits
specified by the helicopter manufacturer. The minimum requirements are; delivery into
storage through a filter water seperator(FWS), filtration out of storage through filter
water seperator (FWS), filtration at the point of filling (e.g. on the helicopter landing
area), via a filter monitor (FM). Filter vessels should be fitted with a differential pressure
guage and automatic air eliminator.
3.6 In general, all piping systems should be located clear of accommodation spaces,
escape routes, embarkation stations and ventilation openings and should not pass
through category A machinery spaces. However, where arrangements are such that
piping has to pass through accommodation spaces, service spaces, escape routes, or
embarkation stations double skinned piping is to be used or pipes should be enclosed
in a cofferdam.
3.7 Means should be provided for keeping deck spills away from accommodation and
service areas.
3.8 Drip trays for collecting replenishment oil residues in pipelines and hoses should be
provided beneath pipe and hose connections in the manifold area.
3.9 It is recommended that a “Y” strainer should be fitted on the pump suction to protect the
pump itself.
4.0 Refueling and Defueling Helicopters
4.1 Refueling and defueling hoses should be of one continuous length, smooth bore,
synthetic rubber construction, and semi-conducting, conforming to EN1361 type C or
API standards. A hose end pressure controller should also be provided for fuelling
hoses to prevent the possibility of the helicopter fuel tanks being subject to excessive
pressure. Delivery Nozzles should be fitted with minimum 100 mesh strainer element,
and in the case of gravity overwing nozzles, they should be situated in the spout.
Trigger mechanisms should not have hold-open ratchets.
4.2 Provision should be made to electrically bond the helicopter to the vessel prior to
commencement, and throughout the process of, any refueling and defueling
procedures. The maximum resistance of such bonding systems should be less than 0.5
ohms.
4.3 Where appropriate CCTV should be used to ensure full view from the bridge of all
helicopter refueling activities that would normally be hidden from view.
5.0 Prevention of Fuel Contamination
5.1 Materials and/or their surface treatment used for the storage and distribution of fuel
should be selected such that they do not introduce contamination or modify the
properties of the fuel. The use of copper or zinc compounds in fuel piping systems
where they may come into contact with fuel is not permitted. Copper-nickel materials
are permissible but should be limited to positions after filtration and water absorption
equipment.
5.2 The location and arrangement of air pipes for fuel tanks are to be such that in the event
of a broken vent pipe, this does not directly lead to ingress of seawater or rain water.
5.3 Fuel samples should be taken on a daily basis throughout the fuel handling, storage,
and distribution process from the tank in use, all filter vessels, and at the hose end. Fuel
samples should be recorded and kept for 24 hours in a 1 US Gallon glass jar then

- 172 -

disposed of in the aviation fuel waste / holding tank referred to in paragraph 2.6.1. A
record should be kept of all fuel movements on board. Guidance on how to take fuel
samples and record fuel movements may be obtained from Chapter 4 of UK CAA CAP
748 which is accessible via the UK CAA website www.caa.co.uk. Fuel in the holding
tank may be passed to the main tank provided that suitable filtration is filled in
accordance with para 3.5 to the satisfaction of the aviation inspection body.
5.4 At least one member of crew on-board the vessel should be trained in the handling of
aviation (JetA1) fuel and associated quality control procedures. This person(s) should
oversee all operations involving the movement of aviation fuel on-board. Further
guidance on such training may be obtained from the fuel supplier, and marine aviation
consultants.
6.0 Fuel Pumping Spaces / Compartments
6.1 Where it is intended to install fuel transfer pumps for handling aviation fuel in a separate
compartment, the pump room(s); should be totally enclosed and have no direct
communication, through e.g. bilge piping systems and ventilation systems, with
machinery spaces; should be situated adjacent to the fuel storage tanks; and should be
provided with ready means of access from the weather deck.
6.2 Alarms and safety arrangements should be provided as indicated in 6.3 and Table 1,
below.

Table 1 - Alarms

Item Alarm Note

Bulkhead gland temperature High (See Note 1) Any machinery item

Pump bearing and casing temperature High (See Note 1) Any machinery item

Bilge level High —

Hydrocarbon concentration High (See Note 2) > 10% LEL

NOTES
1. The alarm signal is to trigger continuous visual and audible alarms in the pump room or the
pump control station.
2. This alarm signal is to trigger a continuous audible and visual alarm in the pump room,
pump control station and machinery control room.

6.3 A system for continuously monitoring the concentrations of hydrocarbon gases within
the pump room should be fitted. Monitoring points are to be located in positions where
potentially dangerous concentrations may be readily detected.
7.0 Ventilation
7.1 Fuel pump room(s), fuel storage room(s) and other closed spaces which contain fuel
handling equipment, and to which regular access is required during cargo handling
operations, are to be provided with permanent ventilation system(s) of the mechanical
extraction type.
7.2 The ventilation system(s) should be capable of being operated from outside the
compartment being ventilated and a notice should be fixed near the entrance stating
that no person is to enter the space until the ventilation system has been in operation
for at least 15 minutes.

- 173 -

7.3 The ventilation system(s) should be capable of 20 air changes per hour, based on the
gross volume of the pump room or space.
7.4 Protection screens of not more than 13 mm square mesh should be fitted in outside
openings of ventilation ducts, and ventilation intakes should be so arranged as to
minimise the possibility of re-cycling hazardous vapours from any ventilation discharge
opening. Vent exits are to be arranged to discharge upwards.
7.5 The ventilation should be interlocked to the lighting system (except emergency lighting)
such that the pump room lighting may only come on when the ventilation is in operation.
Failure of the ventilation system is not to cause the lighting to go out and failure of the
lighting system is not to cause loss of the ventilation system.
7.6 Non - Sparking Fans for Hazardous Areas
7.6.1 The air gap between impeller and housing of ventilation fans should be not less than
0,1 of the impeller shaft bearing diameter or 2 mm whichever is the larger, subject also
to compliance with 7.6.2.5. Generally, however, the air gap need be no more than 13
mm.
7.6.2 The following combinations of materials are permissible for the impeller and the housing
in way of the impeller:
.1 Impellers and/or housings of non-metallic material, due regard being paid to the
elimination of static electricity.
.2 Impellers and housings of non-ferrous metals.
.3 Impellers and housings of austenitic stainless steel.
.4 Impellers of aluminium alloys or magnesium alloys and a ferrous housing
provided that a ring of suitable thickness of non-ferrous material is fitted in way
of the impeller.
.5 Any combination of ferrous impellers and housings with not less than 13 mm tip
clearance.
.6 Any combination of materials for the impeller and housing which are
demonstrated as being spark proof by appropriate rubbing tests.
7.6.3 The following combinations of materials for impellers and housing are not considered
spark proof and should not be permitted:
.1 Impellers of an aluminium alloy or magnesium alloy and a ferrous housing,
irrespective of tip clearance.
.2 Impellers of a ferrous material and housings made of an aluminium alloy,
irrespective of tip clearance.
.3 Any combination of ferrous impeller and housing with less than 13 mm tip
clearance, other than permitted by 7.6.3.2.
7.6.4 Electrostatic charges both in the rotating body and the casing should be prevented by
the use of antistatic materials (i.e. materials having an electrical resistance between 5 x
104 ohms and 108 ohms), or special means should be provided to avoid dangerous
electrical charges on the surface of the material.
7.6.5 Type approval tests on the complete fan should be carried out to the satisfaction of the
Classification Society.
7.6.6 Protection screens of not more than 13 mm square mesh should be fitted in the inlet
and outlet of ventilation ducts to prevent the entry of objects into the fan housing.
7.6.7 The installation of the ventilation units on board should be such as to
ensure the safe bonding to the hull of the units themselves.

- 174 -

Mca calssification msn 1792 edition_2

More Related Content

Similar to Mca calssification msn 1792 edition_2 (20)

Mca calssification msn 1792 edition_2