Courtesy from Meyer-Turku
Safety of ro-ro passenger & cruise ships
January 2016
Move Forward with Confidence
SAFETY OF RO-RO PASSENGER AND CRUISE SHIPS
January 2016
NI 388 - REVISION 11
CONTENTS
INTRODUCTION .................................................................................................................................................. 3
1 - CLASSIFICATION OF PASSENGER SHIPS .............................................................................................. 4
A. WHY CLASSIFICATION ? ................................................................................................................................ 4
B. CLASSIFICATION WORK ................................................................................................................................ 4
C. BV CLASS NOTATIONS ................................................................................................................................... 4
D. SPECIAL BV RULES FOR PASSENGER SHIPS ............................................................................................. 6
2. BUREAU VERITAS STATUTORY ACTIVITIES ........................................................................................ 8
A. INTERNATIONAL REGULATIONS ................................................................................................................ 8
B. NATIONAL REGULATIONS & CO-OPERATION WITH U.S.C.G………………………………………....8
3 -THE SOLAS CONVENTION .......................................................................................................................... 9
A. INTERNATIONAL CONVENTION FOR THE SAFETY OF LIFE AT SEA (SOLAS) .................................. 9
B. LAST DEVELOPMENTS ................................................................................................................................ 13
4 - OPERATIONAL PROCEDURES AND STANDARDS ............................................................................. 15
A. FOR A GLOBAL APPROACH OF MARINE SAFETY.................................................................................. 15
B. IMPLEMENTATION OF ISM CODE............................................................................................................. 16
C- THE COMMON APPROACH OF ISM CODE AND ISO STANDARDS ...................................................... 16
5 - INTERNATIONAL SHIPS AND PORT FACILITY SECURITY CODE (ISPS CODE)……………....17
6 - MARITIME LABOUR CONVENTION, 2006 ………………………………………………………...…...18
7 - BV TRAINING SOLUTIONS………………………………………………………………………….…….20
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A N N E X E S
Table n° 1: Entry into force dates of recent SOLAS Amendments related to
passenger ships………..……….………………………………………..22
Table n° 2: List of Amendments to SOLAS …………………………………………26
Table n° 3: Amendments to other Conventions than SOLAS ……………………….27
Table n° 4: Main IMO Circulars and Resolutions related to passenger ships…….....29
Table n° 5: Entry into force dates of Amendments to Conventions other
than SOLAS, and national laws related to passenger ships...................32
APPENDIX 1……………………………………………………………………………..….35
“EVOLUTION OF FIRE SAFETY AND STABILITY REGULATIONS THROUGH THE LAST DECADES”
APPENDIX 2………………………………………………………………………………...48
“SAFE RETURN TO PORT” MSC 216 (82) SOLAS 2006 AMENDMENTS
2
INTRODUCTION
Since the 80’s, passenger ship design moved from cruise liners to
leisure cruise ships. Passenger ships are now basically designed as hotel
accommodation fitted inside a ship, where public spaces and leisure areas
demand larger space and where access to the sea, at least visual, is of
utmost importance. Size and capacity of cruise ships have dramatically
increased during the last years, creating new concerns with respect to fire
safety and evacuation. Most of the passenger ferries also follow this
evolution in order to offer so-called mini-cruises to the travelers.
Calculation tools and Rules notes have been developed to cope
with new designs for large passenger ships, such as the use of aluminum,
extensive glass superstructures, large multi-decks spaces as well as extralarge lifeboats to cope with the actual capacity of the new generation of
cruise ships.
One important issue has been the entry into force on 01rst July
2010 of the SOLAS amendments requiring passenger ships above a
certain size to be able to return to port under their own power, and to
provide passengers with sufficient safe areas onboard the vessel after a
flooding or a fire incident. These new concepts have considerable impact
on the design of new concerned passenger vessels.
BV has been participating in working groups for the elaboration
of explanatory notes to facilitate harmonized application of these new
amendments and, based on experience gained on projects already
certified or under progress, BV has established its own understanding
notes to provide some acceptable solutions to unclear issues.
The other novelty in the industry, boasted by the adoption of the
new IGF Code, is the use of Gas Fuel for propulsion and/or electrical
production on board passenger ships due to economic and environmental
reasons. Small and now large ferries have been the first to be concerned
by this new type of fuel, and now projects of gas fuelled cruise ships are
also on drawing boards of yards and designers. We may see as well in a
close future existing vessels being converted to this new type of fuel.
Bureau Veritas is actively contributing to draw up the SOLAS
Conventions, participating to IMO Committees and publishing Rules and
Guidance Notes formalizing their implementation and helping owners
and shipyards to achieve compliance with safety always at the forefront.
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1 - CLASSIFICATION OF PASSENGER SHIPS
A- WHY CLASSIFICATION?
Classification is the expression of confidence given by the Classification Society to a ship,
for a particular use or service and for a certain period of time, by reference to its Rules,
Rule or Guidance Notes and other documents.
B- CLASSIFICATION WORK
The classification of a ship includes, in accordance with the Rule book:
-
Review of design drawings and documents
Surveys of materials and equipment
Survey during construction of the ship
Attendance to trials alongside and at sea
Issuance of Classification documents
In service surveys.
The ship, the construction and condition of which satisfy the applicable Rule requirements,
is registered with the corresponding classification symbols, marks and notations.
C- BV CLASS NOTATIONS
A typical entry for a passenger ship would be:
I
Passenger ship - SRTP
Unrestricted Navigation
HULL, MACH
AUT-UMS
main class symbol
service notation & additional service feature
navigation notation
construction marks
additional class notation
- Main Class symbol & construction marks
“I” is the main Class symbol assigned to ships built in accordance with the rule
requirements, and maintained in a condition considered satisfactory by the Society.
“
” is the construction mark when ship has been constructed under BV special survey.
- Service notations
“Passenger ship” is granted to ships intended to carry more than 12 passengers.
“Ro-ro passenger ship” assigned to passenger ships specially equipped to carry complete
trains or wheeled vehicles.
“SRTP” is the additional service feature to be added for passenger ships or ro-ro passenger
ships having to comply with SOLAS “Safe Return to Port” requirements
“DUALFUEL” or “GASFUEL” are the additional service features for ships fitted with
propulsion or genset engines using gas as fuel.
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- Additional class notations particularly adapted to passenger ships:
ACCOMODATION for ships found in compliance with the criteria of MLC 2006 for design and
construction of crew accommodation.
AUT-UMS or IMS, indicate compliance with different Rule requirements for unattended
machinery spaces.
AUT-CCS assigned to ships which are fitted with machinery installations operated and monitored
from a centralized control station.
AUT-PORT if the automation of the machinery is also required when the ship is at berth.
ALP, ALM & ALS: notations for special certification & test of lifting appliances.
AVM-DPS and AVM-IPS for ships fitted with duplicated or independent propulsion systems,
insuring redundancy of propulsion, electrical production and steering.
COMFORT & COMFORT+ for ships with levels of noise and/or vibration in different spaces
being in compliance with BV Rule Part. It can be divided in COMF-PAX & COMF-CREW when
different severity grades are applied respectively in passenger areas and crew living spaces.
CLEANSHIP & CLEANSHIP SUPER for ships designed, built and operated to achieve
additional protection of the environment. They can be supplemented with following notations:
AWT, for ships fitted with Advanced Water Treatment plant for grey and black water.
NDO-x days, when the vessel is designed for No Discharge Operation during x days,
HVSC, granted to ships fitted with certified installation for “cold ironing”
BWE, for ships designed for Ballast Water Exchange as per BWM 2004 convention,
BWT, when the vessel is fitted with approved Ballast Water Treatment plant
GREEN PASSPORT, covering inventory of any potentially hazardous materials
EGCS-SCRUBBER for ships fitted with an exhaust gas cleaning system using scrubber installed in
accordance with the provisions of BV Rules.
ERS assuring technical assistance in case of maritime accident at sea by providing information on
ship’s remaining strength and stability in the resulting damaged condition.
GAS-PREPARED for new ships having suitable arrangements to accommodate future
installation of an LNG fuel gas system for propulsion or el-generation.
HEL assigned to ships fitted with helicopter facilities subject to design review and construction
survey by the Society.
ICE class notations of different levels for ships strengthened for navigation in icy waters.
INWATERSURVEY for ships having suitable arrangements to facilitate afloat bottom surveys.
LI supplemented by “HG” and/or “S1” to “S3” for ships equipped with a loading instrument
performing hull girder calculation and/or different extends of intact & damage stability calculations
MON-SHAFT assigned to ships fitted with a Tailshaft Monitoring system allowing the vessel to
be granted with a reduced scope for complete tailshaft surveys.
POLAR CLASS 1 to 7 notations are relevant to ships intended for navigation in ice-infested
polar waters except icebreakers.
REF-STORE covering refrigerating plants intended for the preservation of ship's provisions.
SYS-NEQ and SYS-NEQ-1 for ships equipped with centralized navigation control system.
URN-controlled/advanced or specified vessel for ships meeting the different underwater
radiated noise limits complying with the requirements of BV Rule note NR614.
VeriSTAR Machinery class notation is granted to vessels on which a maintenance plan taking
into account a risk analysis review of the installation is implemented.
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D- SPECIAL BV RULES FOR PASSENGER SHIPS
Hull
In addition to the general requirements applicable for all ships, passenger ships have to
comply with specific provisions defined in Part D Ch. 11 of the Rules, and Ch. 12 for
the Ro-ro passenger ships.
Due to their specific design (large rooms, stairs, lifts, large openings in decks and side
shell, design point of view and safety consideration), the structure strength is to be
particularly checked.
An overall calculation using Finite Element Method (FEM) analysis is performed. The
model includes all the different elements of the ship, such as all the decks, superstructure ...
Results show inter interalia which part is taken by these elements in the longitudinal
strength, and allow refinement of the steel structure by determining the highly stressed
areas.
Another particular item which is necessary to verify is the longitudinal and transverse
behavior of the structure (i.e. the strength of end parts of the ship in way of large openings
in side shell and the racking study due to rolling acceleration).
Equipment
The main and auxiliary machinery systems, piping systems and electrical plant are checked
and surveyed for compliance with appropriate parts of the rules.
Special expertise has been developed within BV organization regarding electrical
propulsion and azimuth propulsion thrusters which is quite popular for these types of
ships.
Specific rules requirements have been developed to cover installation of propulsion and
el-production plants using gas as fuel. Risk analysis covering the vessel itself and the
interface with the bunkering facilities (trucks, barge or shore storage plant) are mandatory
for this type of installation.
The regulations specific to passenger ships generally cover the requirements of Load Line
and SOLAS Conventions (e.g. bilge systems, emergency source of power).
Fire Safety
In addition to the survey of fire fighting systems on board a passenger ship, BV will
systematically review and survey the fire prevention and associated safety measures such
as escape arrangement.
In service, the Classification Society need be involved in any modification of
accommodation spaces with respect to structural fire protection and use of proper material.
This review includes, at the design stage or even at the project stage the appraisal of the
general arrangement of the ship, to ensure the correct arrangement of main fire bulkheads
and of escape routes, the presence, enclosure and sizing of stairways, the relative location
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of spaces such as those enclosing elements of sources of power, etc. Further, the fire
resistance of all bulkheads and decks are checked, including doors and penetrations.
Ventilation systems are to be designed to limit the spread of fire and smoke. Fire detection
and alarm systems, sprinkler systems or equivalent systems are also thoroughly checked.
Most of materials used in the construction of accommodation and service spaces are to
demonstrate satisfactory properties of fire reaction (e.g. non combustibility, low flame
spread, smoke and toxicity levels, etc…). This practically implies that most of these
materials are granted with a type approval certificate showing conformity with testing
schemes listed in IMO “Fire Testing Procedures” code (FTP Code).
Membership in IACS, participation to the drafting of IMO instruments and experience as
one of leading classification society for passenger ships allow BV to develop its
interpretations and to take into account specific requirements of Flag Administrations.
Safe Return to Port
SOLAS requirement for “Safe Return to Port”, entered into force for ships with keel laying
date on or after 01rst July 2010, applies to passenger ships of minimum 120m in length or
having three or more main vertical zones. The meaning of it is to enable ships to return to a
safe port under their own propulsion after a fire or flooding casualty which remains within
well-defined casualty threshold.
Bureau Veritas was actively participating in the development of explanatory notes issued
by IMO and since then in several passenger ship projects having to comply with these
requirements. Working with administrations, shipyards, operators and suppliers of
concerned systems, Bureau Veritas has gained a wide knowledge and expertise allowing us
to help owners and designers to find safe and efficient solutions for ships having to comply
with these requirements. For technical details see Annex 2.
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2. BUREAU VERITAS STATUTORY ACTIVITIES
A- INTERNATIONAL REGULATIONS
Bureau Veritas is recognized by more than one hundred thirty Administrations to act on
their behalf on various statutory matters. A number of Flag Administrations have granted
BV to issue, within the scope of SOLAS Convention, the Passenger Ship Safety
Certificates (PSSC).
This includes in addition to class related matters, the examination, testing, initial and
periodical surveys, of ships construction with respect to structural fire protection and
evacuation, lifesaving appliances, radio and navigation equipment, and approval of
stability documents.
Examination of intact and damage stability documentation benefits of the extensive
computer program library of the Society.
Other recognitions cover other conventions such as Load Line, Tonnage, MARPOL,
IAFS, COLREG, ILO/MLC…etc
B- NATIONAL REGULATIONS & CO-OPERATION WITH U.S.C.G
A number of coastal States have promulgated national legislation and impose controls on
compliance to the adopted technical regulation.
Concerning the passenger vessels operating in US waters, the USCG COMDTINST
M16000.7 Vol II.Ch 7B June 2014 (Examinations procedures for Foreign Passenger
Vessels) specifies that USCG have to review safety drawings of the ship in order to be
satisfied that this vessel complies with applicable requirements of SOLAS 1974 as
amended, prior to inspection of vessels which are to operate for the first time from a US
port.
Bureau Veritas has signed in December 1997 an Outline Of Co-operation with USCG
(O.O.C) to facilitate the control verification examination process.
BV is acting during the examination phase as single point of contact to the USCG, and
BV specialists are also present during USCG visits.
Registration of the ship under the O.O.C scheme is to be requested by Owners to BV who
will inform USCG accordingly.
During design review, BV will advise Owners, Designers and Yards on relevant USCG
interpretations, and will present the project, during a concept meeting at USCG’s Marine
Safety Centre in Washington Headquarter, to discuss, new or unusual arrangements.
Drawings, approved by BV on behalf of the Flag Administration, are submitted to USCG
Marine Safety Center together with relevant documentation and list of applicable
regulations and interpretations.
Compliance with approved drawings and USCG comments are verified during the building
phase by attending BV’s exclusive surveyors.
BV is informing in due time USCG on proposed dates for their visit(s) at the shipyard, and
is assisting building yard and Owners in preparation and planning of the USCG
examination until issuance of the USCG’s Certificate of Compliance (COC) at the first
US port call.
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3 - THE SOLAS CONVENTION
A – INTERNATIONAL CONVENTION FOR THE SAFETY OF LIFE AT SEA
For the international shipping community, the safety of passenger ships had always been a
priority. Disasters such as the Titanic sinking of 1912 caused international concern and it is
significant that the most important treaty dealing with shipping safety is called the
International Convention for the Safety of Life at Sea (SOLAS). The first version was
adopted in 1914, the second in 1929 and the third in 1948.
The 1960 Convention was the first major task for the International Maritime Organization
(IMO) after its creation and it represented a considerable step forward in modernizing
regulations and in keeping pace with technical developments in the shipping industry.
The present version was adopted in 1974 with entry into force in 1980, and has since then
been subject to several sets of amendments (see “Regulations recently in force or coming
in the future” in Annex table n°1, and in Appendix 1 a brief description of the
“requirement evolution through the last decades for fire safety and stability”).
The main objective of the SOLAS Convention is to specify minimum standards for the
construction, equipment and operation of ships, compatible with their safety.
Technical provisions concerning passenger vessels are contained in:
Chapter II-1: Construction - subdivision and stability, machinery and electrical
installations.
Parts A & B are covering structure, subdivision and stability requirements.
The subdivision of passenger ships into watertight compartments must be such that after
assumed damage to the ship's hull, the vessel will remain afloat in a stable position.
Requirements for the watertight integrity and bilge pumping arrangements for passenger
ships are also laid down.
The degree of subdivision varies with the ship's length and the service in which it is
engaged. The highest degree of subdivision applies to ships of the greatest length
primarily engaged in the carriage of passengers.
In parts C & D, requirements for machinery and electrical installations are detailed to
ensure that services which are essential for the safety of the ship, passengers and crew are
maintained under various emergency conditions.
SOLAS Chapter II-1 parts A and B have been totally revised starting with MSC 80
and MSC 82, including the new probabilistic damage stability requirements to be applied
now for new passenger ships having their keel laying date on or after on 01rst January
2009.
The revision of SOLAS chapter II-1, part B, is intended to harmonize the provisions on
subdivision and damage stability for passenger and cargo ships.
9
The revised SOLAS chapter II-1, part B, encompasses now the following parts:
Part B - Subdivision and Stability
Regulation 4
Part B-1- Stability
Regulations 5 to 8 , with introduction of the new “Code on Intact Stability 2008” entered
into force on 01 July 2010, and amended requirement on system capabilities and
operational information after a flooding casualty on passenger ships.
Part B-2 - Subdivision, Watertightness and Weathertightness
Regulations 9 to 17-1
Part B-3 - Subdivision and Line Load Assignment for Passenger Ships
Regulation 18
Part B-4 - Stability Management
Regulations 19 to 23-3
In June 2015, the amendments adopted by the Committee introduced to SOLAS a
new part G to Chapter II-1 (MSC.392(95)), and the Code of Safety for Ships Using Gases
or Other Low-Flashpoint Fuels, IGF Code (resolution MSC.391(95)).
The Code mandatory provisions will enter into force on 1 January 2017 and will apply to
new cargo ships ≥ 500gt and passenger ships using natural gas fuel:
• With a building contract placed on or after 1 January 2017; or
• In the absence of a building contract, the keel of which is laid or which is at a
similar stage of construction on or after 1 July 2017; or
• Regardless of the building contract or keel laying date, the delivery is on or after 1
January 2021.
The IGF Code does not apply to gas carriers certified to the IGC Code which use their
cargoes as fuel or use other low-flashpoint gaseous fuels provided that the fuel storage
and distribution systems design and arrangements for such gaseous fuels comply with the
requirements of the IGC Code for gas as a cargo.
Chapter II-2: Construction - Fire protection, fire detection and fire extinction.
This chapter has been totally revised by the 2000 Amendments and contains separate
provisions for the passenger ships. The revised chapter includes seven parts, each
including requirements applicable to all or specified ship types, while the new Fire Safety
Systems Code (FSS Code), which is made mandatory under the new chapter, includes
detailed specifications for fire safety systems in 15 Chapters. New methodology, based
on modern fire prevention and fire fighting techniques, and using fire load criteria and
risk analysis method, are now allowed, thus allowing new alternative designs.
Reference is also made in this chapter to the International Code for Application of Fire
Test Procedures (FTP Code) in force since 01rst July 1998 with a new edition adopted in
December 2010 and entering into force on 01.07.2012 (2010 FTP Code).
Important changes have been made to Chapter II-2 with the Amendments adopted with
MSC 82. and the introduction of the “safe return to port” concept (See Appendix 2).
Chapter III: Life-saving appliances and arrangements
Completely redrafted by the 96 Amendments, this chapter is divided in two parts, and
contains specific requirements for passenger vessels.
This chapter refer to the International Life-Saving Appliance Code (LSA Code) entered
into force 01 July 1998 with the last edition dated September 2010.
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Chapter IV: Radiotelegraphy and radiotelephony
This chapter contains all requirements for the Global Maritime Distress and Safety
System (GMDSS) as developed in Nov 88 SOLAS Amendments, in force for every
existing ships since 01.02.99.
Chapter V: Safety of navigation
This chapter covers safety of navigation, including requirements on navigation and
emergency procedures, navigation equipment and documentation, and manning.
Regulation 23, in force since 01.07.97, requires for all passenger ships a list of
operational limitations and exemptions to be kept onboard. A new revised chapter V was
adopted in December 2000, entering into force on 1 July 2002. The new chapter makes
mandatory the carriage of voyage data recorders (VDRs) and automatic ship
identification systems (AIS) for certain ships.
Chapter IX: Management of the safe operation of ships
This chapter has, after its entry into force on 1 July 1998, made the International Safety
Management (ISM) Code mandatory.
Chapter X: Safety measures for High-Speed Craft.
This chapter has, after its entry into force on 1 January 1996, made the International Code
of safety for High Speed Craft (HSC Code) mandatory. Since then, several amendments
were introduced.
Chapters XI-1 & XI-2: Enhanced maritime Safety and Security measures
A diplomatic SOLAS Conference has been held at IMO Headquarters, in conjunction
with MSC.76, from 9 to 13 December 2002 with the aim to adopt specific measures to
improve ships and port facilities security. The most important changes was the adoption
of the International Ship and Port Facility Security Code (ISPS Code) which was
implemented through a new chapter of the Convention. The Code was designed to
provide a standardized framework for evaluating risk, enabling Governments to
determine the appropriate response to the level of threat and vulnerability which exists.
As the level of threat increases, the logical counteraction is to reduce vulnerability, and
the Code provides several ways to do this. For ships and shipping companies, the
requirements include ship security plans, ship and company security officers and certain
items of equipment. Security plans and security officers for port facilities are also
covered by the Code. Ships are subject to a system of survey, verification, certification
and control to ensure that their security measures are implemented, while port facilities is
also required to report certain security-related information to the Government concerned,
which in turn should submit a list of approved port facility security plans to IMO.
The previous SOLAS Chapter XI “Special measures to enhance maritime safety" has
been re-numbered as Chapter XI-1.
-Regulation XI-1/3 is modified to require ships' identification numbers to be permanently
marked in a visible place either on the ship's hull or superstructure. Passenger ships
should carry the marking on a horizontal surface visible from the air. Ships should also be
marked with their ID numbers internally.
- Regulation XI-1/5 requires ships to be issued with a Continuous Synopsis Record
(CSR) which is intended to provide an on-board record of the history of the ship. The
CSR shall be issued by the Administration and shall contain information such as the
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name of the ship and of the State whose flag the ship is entitled to fly, the date on which
the ship was registered with that State, the ship's identification number, the port at which
the ship is registered and the name of the registered owner(s) and their registered address.
Any changes shall be recorded in the CSR so as to provide updated and current
information together with the history of the changes.
- Chapter XI-2: "Special measures to enhance maritime security".
This chapter addresses the framework of ship and port facility security comprising 13
Regulations and the introduction of the ISPS Code as mandatory.
International Ship and Port Security Code (ISPS Code)
The ISPS Code is divided into two parts.
-Part A is made mandatory under SOLAS Chapter XI-2, as is the ISM Code under
Chapter IX.
-Part B is a Guidance Note intended to clarify the provisions of SOLAS Chapter
XI-2 and Part A of the ISPS Code. Most of major authorities, and among them
USCG, ask for compliance with part A together with part B as applicable.
Chapter XIV: "Safety measures for ships operating in polar waters".
IMO has adopted the International Code for Ships Operating in Polar Waters
(Polar Code) and related amendments to make it mandatory under both the International
Convention for the Safety of Life at Sea (MSC.385 (94) nov 2014 Amendments to SOLAS)
and the International Convention for the Prevention of Pollution from Ships (MEPC.264
(68) may 2015 with Amendments to MARPOL Annexes I, II, IV & V).
The expected date of entry into force of the SOLAS amendments is 1 January
2017, under the tacit acceptance procedure. It will apply to new ships constructed after
that date. Ships constructed before 1 January 2017 will be required to meet the relevant
requirements of the Polar Code by the first intermediate or renewal survey, whichever
occurs first, after 1 January 2018.
The Polar Code covers the full range of design, construction, equipment,
operational, training, search and rescue and environmental protection matters relevant
to ships operating in the inhospitable waters surrounding the two poles.
The Polar Code includes mandatory measures covering safety (part I-A) and pollution
prevention (part II-A) as well as recommendatory provisions for both (parts I-B and IIB). The Code will require ships intending to operate in the defined waters of the Antarctic
and Arctic to apply for a Polar Ship Certificate, which would classify the vessel as:
- Category A ship - ships designed for operation in polar waters at least in
medium first-year ice, which may include old ice inclusions;
- Category B ship - a ship not included in category A, designed for operation in
polar waters in at least thin first-year ice, which may include old ice inclusions;
or
- Category C ship - a ship designed to operate in open water or in ice conditions
less severe than those included in Categories A and B.
The issuance of a certificate would require an assessment, taking into account the
anticipated range of operating conditions in the polar waters, and it would include
information on identified operational limitations, and plans or procedures or additional
safety equipment necessary to mitigate incidents with potential safety or environmental
consequences.
12
Ships will need to carry a Polar Water Operational Manual, to provide the Owner,
Operator, Master and crew with sufficient information regarding the ship's operational
capabilities and limitations in order to support their decision-making process.
B – LAST DEVELOPMENTS AND WORK IN PROGRESS–
Following important work related to safety on passenger ships is still going on at IMO:
•
Draft amendments to SOLAS regulation II-1/22 on watertight doors (Deletion of
SOLAS regulation II-1/22.4, allowing certain watertight doors to remain open during
navigation), as part of the package of amendments for the damaged stability of
passenger ships, still under consideration by SDC;
•
Taking into account the “post Concordia” safety review recommendation, IMO
agreed on draft amendments to SOLAS Reg II-2/13 “means of escape” to extend the
requirements for evacuation analysis to all passenger ships and not just to ro-ro
passenger ships. Such evacuation analysis to evaluate escape routes would be
required at an early design stage, and should identify and eliminate congestion which
may develop during an abandonment operation. A working group has been
established at IMO to develop guidelines covering such evacuation analysis.
•
Increase in subdivision index R
MSC 93 decided for an increase in a single phase approach instead of two phase
approach as initially proposed and accepted at SDC1. SDC Sub-committee is
instructed to continue the technical consideration of this matter taking into account
the outcome of the EMSA 3 studies as they become available
•
Double hull in way of main engine-rooms
The purpose of the double hull is mainly to protect against raking damages and to
maintain power supply as long as possible. SDC Sub-Committee is instructed to
include this item in their Agenda (under existing planned output 5.2.1.13) on
Amendments to SOLAS chapter II-1 subdivision and damage stability regulations
(related documents MSC 93/6/7)
•
Requirements on damage control drills for passenger ships
SOLAS Regulation III/30 requires a weekly abandon ship (lifeboat) drill and a fire
drill on all passenger ships. However, there are no SOLAS requirements for damage
control drills.
SOLAS Regulation II-1/19 requires Damage control Plans to be permanently
exhibited, or readily available on the navigation bridge, for the guidance of the officer
in charge of the ship. In addition, Damage control booklets shall be made available to
the officers of the ship.
(MSC.1/Circ.1245) Guidelines for Damage control plans and information to the
master are intended to provide ship's officers with clear information for use on board
in case of flooding. However, plans may prove ineffective unless they are properly
tested, and unless the crew is adequately drilled and trained in the execution of the
plans.
Damage control drills would give meaning and importance to the damage control
plans for crew familiarization and understanding of established procedures
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Based on the above and after analyzing the compelling need MSC 93 agreed to
include in the 2014-2015 biennial agenda of the SDC Sub-Committee, and provisional
agenda for SDC 2, an unplanned output on "amendments to SOLAS chapter II-1, part
B-4, Stability Management, to include requirements on damage control drills for
passenger ships", with a target completion year of 2016
•
Sprinkler and water mist systems (from SSE 2):
The 95 Committee approved the MSC circular MSC.1/Circ. 1516 on Amendments to
the revised guidelines for the maintenance and inspection of fire protection systems
and appliances (MSC.1/Circ.1432) and related draft amendments to chapter 8 of the
FSS Code. In complement to the text of the Circular 1432 which was enhancing the
maintenance and inspection schemes for the automatic sprinkler systems, these new
amendments are addressing the necessity to maintain quality of water for same
systems.
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4 - OPERATIONAL PROCEDURES AND STANDARDS
A- FOR A GLOBAL APPROACH OF MARINE SAFETY
The safety of maritime transports is dependent upon:
-
The ship condition;
A satisfactory ship management system and
The competence of management and crew.
1. The ship condition is covered by the classification and statutory requirements dealing
with the design, construction and maintenance of the ship.
Such traditional safety approach based on the "ship condition concern" has been working
efficiently for more than a century and has definitely contributed to the development of
safety in the maritime industry: it always will remain one of the development priorities of
BV. This approach undoubtedly still can be improved and modernized with the help of
new techniques such as the Safety Case. Nevertheless, this approach considers only on the
ship technical condition and therefore, according to the most recent statistics, would
concern only about 20% of the casualties related to the incidents in shipping industry, the
other remaining 80% being attributed to human errors which involve then the ship
management system, the competence of ship’s crew and the Company management.
2. The ship management system requirements are covered by the International Safety
Management Code (ISM Code) for the Safe Operation of Ships and Pollution Prevention
which was adopted by the IMO Assembly in November 1993, and is mandatory since the
1rst July 1998, through a new amendment to Chapter IX of SOLAS Convention, for all
passenger ships including passenger high-speed craft. The ISM code has been revised
twice since the creation with the latest revision entering into force on 1st January 2015.
3. The Company (owner of the ship or any other organization or person such as the
manager or the bareboat charterer, who has assumed the responsibility for the operation of
the ship from the owner) shall establish and implement the Safety Management System for
compliance with the requirements of the ISM Code in the Company and onboard any
managed vessel.
A “Document of Compliance” (DOC), valid for maximum 5 years, shall be issued to
the Company, after a satisfactory audit in the Company has been performed. Each DOC is
related to only one Flag Administration and shall state ship types managed by the
Company with that Flag.
The validity of the DOC is maintained by satisfactory annual company periodical
audits which are to be performed in the window of plus/minus three months from the
anniversary date of the subject certificate.
A “Safety Management Certificate” (SMC), valid for maximum 5 years, shall be
issued for each ship after a satisfactory audit on board has been performed and
confirmation that the Company is holding valid DOC for the Flag and the type of the
vessel concerned. The validity of SMC is maintained by one intermediate onboard audit
which is to be performed in the window between second and third anniversary date of the
subject certificate.
4. With the ship condition assessment and the Safety Management System certification, the
crew qualification is the next element ensuring the safety onboard vessels. The competence
requirements for seafarers are defined in Standards of Training, Certification and Watch
15
keeping for Seafarers Code (STCW Code), commonly called STCW’95. The redrafted
requirements of the Code came into force progressively from 1997 to 2002 with the latest
Manila amendments adopted in 2010 and entering into force from 2012.
Combining all three aspects contributing to safety and complying with classification,
ISM and STCW requirements the level of safety onboard vessels is increasing and in the
same time the risk of incidents involving crew, the vessel and the environment is
significantly reduced.
B- IMPLEMENTATION OF ISM CODE
From Bureau Veritas view, the ship classification and the Ship Management System
certification are independent activities. This allows the ship Manager to entrust the
certification of Safety Management System to any recognized organization regardless of
the Classification Society of managed ships.
Following actions have been taken by Bureau Veritas in order to meet the demand from
the industry:
• acting as Recognized Security Organization (RSO) for numerous Contracting
Governments.
• establishing a network of more than 320 ISM auditors located worldwide
• enhancing performance of training courses in Companies for introduction to ISM Code
and full training courses for internal ISM Auditors
C- THE COMMON APPROACH OF ISM CODE AND ISO STANDARDS
Company Safety Management System created for compliance with ISM Code may be
merged with other management systems established by the Company for compliance with
international standards, such as:
ISO 9001 – Quality management,
ISO 14001- Environmental management
OHSAS 18001 – Occupational health and safety management
ISO 22000 – Food safety management
ISO 50001 – Energy management,
Integrated Management System approach intends to facilitate the certification process
and reduce the costs related to verification of compliance and certification of the Company
and ships.
Bureau Veritas Marine and Offshore Division together with Bureau Veritas
Certification have developed the network which will assist the Companies in preparation,
verification of compliance and certification of Integrated Management Systems as per
Company needs.
16
5 – INTAL SHIP & PORT FACILITY SECURITY CODE (ISPS CODE)
The IMO Diplomatic Conference on Maritime Security held in London in December
2002 adopted new provisions under the International Convention for the Safety of Life at
Sea (SOLAS) Convention to enhance maritime security.
New mandatory requirements aimed at safeguarding the maritime community against
security threats are laid down in the International Ship and Port Facility Security Code
(ISPS) and revised Chapter XI of SOLAS.
The ISPS Code applies to all passenger ships, including high-speed passenger crafts. In
addition to all other types of ships where the SOLAS regulation applies, the ISPS Code
also applies to all port facilities and ports (as defined by the European Commission
Directive 2005/65/EC) serving such ships engaged on international voyages, when
required by the Contracting Governments.
In order to fully comply with the ISPS Code, the Company is to perform an on-scene
survey, onboard any managed ship, which is to serve as a basis for the Ship Security
Assessment (SSA), and from this assessment prepare a Ship Security Plan (SSP) to be
approved by, or on behalf of, the Administration.
The SSP has to be fully implemented onboard and such implementation assessed by a
Marine Management System Auditor (MMSA) who, if satisfied with the results of the
audit, will issue an “International Ship Security Certificate” (ISSC) with validity of
maximum 5 years. The validity of ISSC is maintained by one intermediate onboard audit
which is to be performed in the window between second and third anniversary date of the
subject certificate.
The Company has to nominate a Company Security Officer (CSO) to one or more ships
and a Ship Security Officer (SSO) to each ship, with the responsibility for the full
implementation of the Code on board the managed ship.
Bureau Veritas can help the Companies to implement the ISPS Code and therefore
following actions have been taken by BV at an early stage in order to satisfy the demand
from the industry:
• Bureau Veritas is acting as Recognized Security Organization (RSO) for numerous
contracting Governments.
• Establishment of a network of more than 320 auditors located worldwide, which have
been qualified as Marine Management Systems Auditors (MMSA).
• Publishing Guidance on the ISPS requirements made available at Bureau Veritas
website at http://www.veristar.com.
• Develop performance of CSO and SSO training sessions within the Company
17
6 – MARITIME LABOUR CONVENTION, 2006
Desiring to create a single, coherent instrument embodying as far as possible all up-todate standards of existing international maritime Labour
Conventions and
Recommendations, as well as the fundamental principles to be found in other international
labour Conventions, the General Conference of the International Labour Organization,
adopted the Maritime Labour Convention in November 2006 during its 94th Session in
Geneva.
MLC 2006 shall come in force, for ratifying member states, one year after the
ratification date. As of autumn 2015 the Convention has been ratified by 65 ILO member
states representing 80% of world GT.
The MLC, 2006, applies to all seafarers on all ships covered by the Convention. All
ships registered with a flag State, if covered by the MLC, 2006, are subject to an inspection
for compliance with the requirements of the MLC, 2006.
On top of that, ships of 500 GT or over engaged in international voyages or ships of 500
GT or over that fly the flag of one country and operate from a port or between ports in
another Country are to be certified in accordance with MLC 2006 until entry into force
date for a single flag State.
Overview of MLC certification process:
1) Issuance of Declaration of Maritime Labor Compliance Part I (DMLC I):
DMLC, Part I is to be completed and issued by the competent authority of the flag State.
It contains references to the relevant details of the national requirements implementing the
MLC, 2006. Any national substantial equivalence and any exemption granted by the flag
State must be specified in the DMLC, Part I.
2) Issuance and review of Declaration of Maritime Labor Compliance Part II (DMLC II):
DMLC II is to be completed by the ship-owner and must identify the measures adopted
to ensure ongoing compliance with the national requirements, defined in DMLC I, between
inspections and the measures proposed to ensure that there is continuous improvement.
DMLC II is subject to review by the competent authority of the flag State or an RO on its
behalf following which the DMLC II review letter is issued.
3) Onboard inspection for certification:
A full scope onboard inspection is required in order to check the implementation of
measures defined in DMLC II. A Maritime Labor Certificate is issued by the competent
authority of the flag State, or by an authorized RO on its behalf, on completion of a
satisfactory inspection. DMLC I and II must be attached to the certificate. The certificate is
issued for a period not exceeding five years. The validity of MLC Certificate is maintained
by one intermediate onboard audit which is to be performed in the window between second
and third anniversary date of the subject certificate.
As on today, Bureau Veritas is authorized as Recognized Organization for onboard
inspections and issuance of MLC certificates by numerous MLC ratifying and nonratifying flags and has, with the worldwide network of about 310 MLC Inspectors,
certified about 4000 vessels for compliance with requirements of MLC 2006.
18
Bureau Veritas is offering following services related to MLC 2006:
· GAP analysis for compliance with requirements of MLC 2006, for non-ratifying flag
States, or national requirements defined in DMLC I for ratifying flag States
· Review of DMLC part II and certification of ships of ratifying flag states (in accordance
with flag recognition)
· Voluntary certification of ships of non-ratifying flag states and ships < 500 GT
· External training courses for introduction to MLC 2006 and full training courses for
MLC 2006 inspectors
· An on line MLC 2006 Inspector E-learning training course
. Certification of Seafarers Manning Offices for compliance with requirements of MLC
2006 Regulation 1.4
19
7 – BV TRAINING SOLUTIONS
BV, recognizing that an active training policy is a fundamental issue for all business
enterprises, had developed a dedicated service called: “BV Training Solutions”.
The training services provided by the Marine Division are built upon the skills gained
from more than 180 years of experience in ships and companies' surveys, audits and
inspections as well as in design review. Bureau Veritas may provide training in many
different formats: in-door, on-site, advanced training, e-learning and webinars (please refer
to BV Training Catalogue and Training Calendar on our website “www.veristar.com”).
Many subjects are already covered and any specific needs maybe analyzed by our
trainers on demand. It includes subjects as:
•
•
•
•
•
•
•
•
•
Internal auditors
Accidents prevention
Risk Assessment
Preventing detentions – ready for PSC inspections
Rules and Regulations
Passenger & Ro-Pax vessel safety
ISM Code
ISPS Code
ILO Maritime Labour Convention MLC 2006
Bureau Veritas has already trained and certified more than 8.000 Company Security
Officers (CSOs), Ship Security Officers (SSOs) and Port Facility Officers (PFSOs) in more
than 40 countries.
More than 1.300 officers and staff from shipping companies participated to various
MLC 2006 courses organized by Bureau Veritas worldwide. Every year BV publishes a
Training Calendar (available through the BV website http://www.veristar.com) including
about 30 different titles in training sessions delivered in many countries, including China,
France, Greece, Korea, Spain, Netherlands, Croatia and Singapore.
The proposed training courses, cover the technical aspects of shipping, international
regulations and management tools.
In addition to the training courses organized in Bureau Veritas training centres
the tailor made in-door training sessions, on any of the above subjects, can be scheduled
and open to anyone interested or can be organized in ship owner's premises upon request.
20
A N N E X E S
Table n° 1: Entry into force dates of recent SOLAS Amendments related to
passenger ships………..…………………………………………..…...22
Table n° 2: List of Amendments to SOLAS …………………………………….……….26
Table n° 3: Amendments to other Conventions than SOLAS ……………………………27
Table n° 4: Main IMO Circulars and Resolutions related to Passenger ships…………....29
Table n° 5: Entry into force dates of amendments to Conventions
other than SOLAS, and to national laws related to passenger ships........32
Note: texts in italics are new or have been amended since previous revision:
21
Table n°1 Entry into force dates of recent SOLAS Amendments related to passenger ships.
Entry into
Force
SOLAS
Amendments
Regulation n°
Applicable to :
Subject of requirement
01.07.2010
Dec 2006
II-1/22-1
New passenger ships Flooding detection system for watertight spaces
below bulkhead deck.
> 36 passengers
01.07.2010
Dec 2006
II-1/2.2
II-2/21
01.07.2010
Dec 2006
II-2/22
New passenger ships
≥ 120m or having
≥ 3 main fire zones.
New passenger ships
≥ 120m or having
≥ 3 main fire zones.
Ship to be capable of a safe return to port when
subjected to a fire scenario (refer to the defined
casualty threshold) or a flooding damage.
Requirements for minimum 3 hours operation of
certain systems to support orderly evacuation of
the ship.
01.07.2010
Dec 2006
II-2/23
01.07.2010
Dec 2006
II-1/41.6
01.07.2010
Dec 2006
II-2/9.7.6
New passenger ships
keel laying date
01.07.2010
New passenger ships
keel laying date
01.07.2010
New passenger ships
> 36 passengers
keel laying date
01.07.2010
01.07.2010
Dec 2006
II-2/7.5.2
& 7.5.3.1
01.07.2010
Dec 2006
II-2/2.4
01.07.2010
Dec 2006
II-2/9.4.1.3.3.3
01.07.2010
Dec 2006
II-2/9.2.2.3.2.2
Requirements for on-board safety center, from
where safety systems can be controlled, operated
and monitored.
Supplementary lighting indicating exit, to be fitted
in all cabins, with autonomy of 30min in case of
black-out.
Main laundries exhaust ducts to be fitted with
filters, automatic fire damper in lower end &
hatches for cleaning and inspection. Remote
operating control of fans and damper to be
available in concerned space.
Smoke detectors fitted in cabins, when activated,
also capable of emitting a local audible alarm in
cabins spaces where they are located
Fire alarm systems capable of remotely and
individually identifying each detector and manual
call point
Water-mist nozzles accepted in combination with
A0 windows as equivalent to higher fire rated
windows.
Fire risk category for “sale shops” changed from
(7) to (8).
01.07.2010
Dec 2006
II-2/13.3.2.3
01.07.2010
Dec 2006
II-2/13.3.2.5.3
01.07.2010
Dec 2008
II-2/9.4.1.2.1
For new
B-class fire
door installed
01.07.2010
New passenger ships
keel laying date
01.07.2010
New passenger ships
keel laying date
01.07.2010
New passenger ships
keel laying date
01.07.2010
New passenger ships
keel laying date
01.07.2010
passengers > 36
New passenger ships
keel laying date
01.07.2010
New passenger ships
keel laying date
01.07.2010
New passenger ships
keel laying date
01.07.2010
Passenger ships keel
laying <01.07.2010
22
Backstage of theatre is excluded from having the
possibility to have direct access to a stairway
enclosure.
Approved alternative evacuation guidance systems
may be accepted instead of Low Location
Lighting.
Fire doors approved as B-class without the sill
being part of the frame shall be installed such that
any gap under the door does not exceed 25 mm.
Entry into
Force
01.07.2010
SOLAS
Amendments
Dec 2008
For new
A-class fire
door installed
01.07.2010
01.07.2010 Dec 2008
Regulation n°
New passenger ships Fire doors approved as A-class without the sill
keel laying date
being part of the frame shall be installed such that
any gap under the door does not exceed 12 mm.
01.07.2010
A non-combustible sill shall be installed under the
Passenger ships keel door such that floor coverings do not extend
laying <01.07.2010 beneath the closed door.
II-2/9.7.5.2.1.2
New passenger ships
keel laying date
01.07.2010
passengers ≤ 36
New passenger ships
keel laying date
01.07.2010
New passenger ships
keel laying date
01.07.2010
passengers > 36
New passenger ships
keel laying date
01.07.2010
And new installation
after 01.07.2010
Passenger ships on
voyages <24 hrs
Passenger ships on
voyages 24 hrs
All passenger ships
MSC.207(81)
SOLAS III
LSA Code
01.07.2010
Dec 2008
II-2/10.10.2.6
01.07.2010
MSC.272(85)
SOLAS III
LSA Code
III/7.2.1.1
III/7.2.1.2
01.07.2010
May 2006
01.10.2010
April 92
II-2/41-1.2.4
First period.
survey after
01.10.2010
Nov 95
II-1/8-2
01.01.2011
June 2009
II-1/3.5
01.07.2011
June 2009
V/19.2.2.3.1
First period.
survey after
01.07.2014
III/7.2.1.5
V/19.2.2.3.2
June 2009
Subject of requirement
II-2/9.4.1.1.2
01.07.2010
First period.
survey after
01.07.2012
01.07.2012
Applicable to :
V/19.2.10.1
V/19.2.10.5
Fire damper also required in the upper end of
galley exhaust duct.
Additional and enhanced performance
requirements for life-saving appliances, including
lifejackets.
Means for fully recharging breathing air cylinders
on board is required. Dedicated compressor or high
pressure storage tank may be accepted.
The average mass of a person, when determining
the carrying capacity of cargo ships lifeboats and
all rescue boats, is increased from 75kg to 82,5kg.
Infant lifejackets for min 2.5% of number of
passengers on board.
Infant lifejackets for each infant onboard.
Sufficient number of suitable accessories onboard
to allow adult lifejackets to be used by persons
weighing up to 140 kg and with a chest girth up to
1750mm if available lifejackets not already fit.
Passenger ships built Upgrading to comply with Ch II-2 of SOLAS 74.
before 25.05.1980
Restricted use of combustible materials.
Passengers > 36.
Ro-ro passenger ship Damage stability to comply with Reg II-1/8.2.3
built before 01.07.97 (two-compartment standard).
A/Amax < 97,5
persons ≥ 400
Age ≥ 20 years.
New installation of materials which contain
Ships 500gt
asbestos is prohibited.
New passenger ships
keel laying date
A Bridge Navigational Watch Alarm System
01.07.2011
(BNWAS) shall be installed and in operation
whenever the ship is underway at sea.
Passenger ships keel
laying <01.07.2010
New passenger ships
keel laying date
Mandatory installation of an Electronic Chart
01.07.2012
Display and information System (ECDIS).
500gt
(unless the ship is to be decommissioned within
Passenger ships keel
two years of the compliance date).
laying <01.07.2012
500gt
23
Entry into
Force
SOLAS
Amendments
01.07.2012
Res.
MSC.308(88)
Dec 2010
01.07.2012 Res.
MSC.308(88)
Dec 2010
01.07.2012 Res.
MSC.308(88)
Dec 2010
01.07.2012 Res.
MSC.308(88)
Dec 2010
01.07.2012 Res.
MSC.308(88)
Dec 2010
01.01.2014 Res.
MSC.325(90)
March 2012
01.01.2014 Res.
MSC.325(90)
March 2012
01.01.2014 Res.
MSC.325(90)
March 2012
01.01.2014 Res.
MSC.338(91)
First period. Nov 2012
survey after
01.07.2014
01.07.2014 Res.
MSC.337(91)
& 338(91)
Nov 2012
01.07.2014
Res.
MSC.338(91)
Nov 2012
01/07/2014 Res.
----------------- MSC.338(91)
Nov 2012
to be
complied by
01/07/2019
01.07.2014 Res.
MSC.338(91)
Nov 2012
01.07.2014
Res.
MSC.338(91)
Nov
2012
First period.
survey after
01.07.2018
Regulation n°
II-2/3
II-2/3
II-2/7.4.1
V/18.9
V/23
II-1/8-1
V/14
Applicable to :
All new ships
keel laying date
01.07.2012
All new ships
keel laying date
01.07.2012
All new ships
keel laying date
01.07.2012
All ships
Requirements on equipment and arrangements for
pilot transfer, and prohibition of mechanical pilot
hoist.
New passenger ships Ships subjected to Safe Return To Port shall be
built
either fitted with onboard stability computer or to
have shore-based support.
01.01.2014
All ships
Minimum safe manning to be established in
accordance with Resolution A 1047(27)
Ships built
01.07.2014
Ships built
<01.07.2014
II-1/3-12
All new ships
Contract date,
01.07.2014
Or keel laying date,
01.01.2015
Or delivery date
01.07.2018
II-2/9
All new ships
keel laying date
01.07.2014
II-2/10.10.1
Ships keel laid
01.07.2014
FSS Code Ch 3 ------------------------Ships keel laid
<01.07.2014
II-2/10.5.6.3
Ships keel laid
<01.07.2014
II-2/10.10.4
The revised FSS Code as per Res.MSC.311 (88)
becomes mandatory. Complete revised Ch 9 re.
fire detection and fire alarm systems.
The 2010 FTP Code as per Res.MSC.307(88)
become mandatory, including up-dated and new
test procedures
Installation of fixed detection and fire alarm
system required in enclosed spaces containing
incinerators.
Annual testing requirements for AIS. Test report to
be available onboard.
Installation on ships
on/after 01.07.2012
FSS Code Ch.8 All new ships
III/17-1
Subject of requirement
Ships keel laid
01.07.2014
Ships keel laid
<01.07.2014
24
Dry pipe system or pre-action system allowed for
sprinkler system in control stations where water
may cause damage to essential equipment.
All ships to have plans and procedures to recover
persons from the water, taking into account the
guidelines MSC.1/Circ.1412
Adoption of the Code of Noise Levels onboard
ships, and implementation of this code for new
ships 1,600gt
Stricter requirement for fire integrity for bulkheads
and decks within ro-ro and special category spaces.
Requirement for audible alarm device to notify
low air pressure in the self-contained compressed
air breathing apparatus cylinders.
Requirement for fixed water based local
application firefighting system applicable for any
internal combustion machinery located in cat A
machinery space, regardless of service it supplies
power to.
New requirement for carriage of two-ways
portable radio apparatus of explosion proof or
intrinsically safe type for fire-fighter’s
communication
Entry into
Force
SOLAS
Amendments
Regulation n°
01.07.2014
Res.
MSC.338(91)
Nov 2012
II-2/15.2.2.6
01.07.2014
Res.
MSC.346(91)
Nov 2012
III/17-1.1
First period.
survey after
01.07.2014
01.01.2015
01.01.2015
01.01.2016
01.01.2016
01.01.2016
01.01.2016
01.01.2016
Res.
MSC.350(92)
June 2013
Res.
MSC.350(92)
June 2013
Res
MSC.350(92)
June 2013
Res
MSC.365(93)
Nov 2014
Res
MSC.365(93)
Nov 2014
Res
MSC.365(93)
Nov 2014
Res
MSC.365(93)
Nov 2014
Res
MSC.380(94)
Nov 2014
01.01.2017 Res
MSC.385(94)
&
----------------- MSC.386(94)
first renewal Nov 2014
survey after
01.01.2018
01.01.2017 Res.
MSC.391(95)
& 392(95)
June 2015
01.07.2016
01.01.2017
Res.
MSC.391(95)
June 2015
III/19.2.2 &
19.2.3
III/19.3.3 &
19.3.6
V/19.1.2.4
Applicable to :
New passenger ships
keel laying date
01.07.2012
500gt
Ships keel laid
01.07.2014
Ships keel laid
<01.07.2014
All passenger ships
All ships
Ships keel laid
<30.06.2002
II-1/29.3.2 &
29.4.2
All ships
II-2/3.54 to .56
All ships
II-2/9.7
Ships keel laid
Ships keel laid
01.01.2016
All ships
New SOLAS Ch Ships operating in
XIV
polar waters:
Keel laid
&
01.01.2017
Res A.1024(26) -----------------------<01.01.2017
Amendts to
- Ch II-1 Part
G
New IGF Code
- Ch II-2/4
II-2/20.3
Requirements for means of recharging breathing
apparatus cylinders used during drills, or suitable
number of spare cylinders for replacement.
Requirement for ro-ro and non ro-ro passenger
ships to have ship-specific plans and procedures
for recovery of persons from the water.
On ships where passengers are staying more than
24 hrs, muster of newly embarked passengers shall
take place prior to or immediately upon departure.
Enclosed space entry and rescue drills at least once
every two months become mandatory.
To clarify that BNWAS is applicable to all ships
including those built before 01.01.2002
Alternative methods to demonstrate compliance
with testing requirements of steering gear during
sea trials.
Definition of fire damper and smoke damper.
01.01.2016
New §:
II-2/13.4.1.5
&.6 and
13.4.2.4 to .6
XI-1/7
(new reg.)
Subject of requirement
All new ships
Contract date,
01.01.2017
Or keel laying date,
01.07.2017
Or delivery date
01.01.2021
Ships keel laid
01.01.2017
25
New requirements for ventilation duct construction
and installation.
Enhanced requirement for escape from machinery
spaces, and new requirements for sheltered mean
of escape from workshops and control rooms
within machinery spaces. See MSC.1/Circ.1511
New regulation requiring atmosphere testing
instruments for enclosed spaces to be carried on
board.
All ships which intend to operate in the polar
areas have to be assessed for compliance with the
new Polar Code and will have to carry a polar
certificate.
Adoption of new international code of safety for
ships using gases or other low flash point fuels,
except for those regulated by IGC Code(IGF
Code)
Regulation allowing for alternative to the
prescriptive ventilation rates in special category
and ro-ro spaces on the basis of an air quality
control system, complying with MSC.1/Circ.1515
Table n°2 List of Amendments to SOLAS 74
SOLAS
Amendments
May 1981
1983
April 1988
Oct. 1988
Nov. 1988
1988 Protocol
1989
1990
1991
April 1992
Dec. 1992
May 1994
Dec. 1994
May 1995
Nov. 1995
June 1996
Dec. 1996
June 1997
Nov. 1998
1998 Amendts
May 2000
Dec 2000
resolution n° or
SOLAS Conference
SOLAS 78 protocol
Res. MSC 6 (48)
Res. MSC 11 (55)
Res. MSC 12 (56)
GMDSS SOLAS conference
Nov 88 SOLAS conference
Res. MSC 13 (57)
Res. MSC 19 (58)
Res. MSC 22 (59)
Res. MSC 24 & 26 (60)
Res. MSC 27 (61)
May 94 SOLAS conference
& Res. MSC 31 (63)
Res. MSC 42 (64)
Res. MSC 46 (65)
Nov 95 SOLAS conference
Res. MSC 47 (66)
Res. MSC 57 (67)
Res. MSC 65 (68)
Sept 97 SOLAS conference
Res. MSC.69 (69)
Res. MSC 91 (72)
Res. MSC 99 (73)
SOLAS
Amendments
2001 Amendts
Dec 2002
Dec 2002
London Conf.
2003
May 2004
Dec 2004
May 2005
May 2006
Dec 2006
May 2007
May 2008
Dec 2008
June 2009
May 2010
Dec 2010
May 2011
June 2012
Nov 2012
June 2013
May 2014
Nov 2014
June 2015
26
resolution n° or
SOLAS Conference
Res. MSC 117 (74)
Res. MSC 134 (76)
Amendments on
Maritime security
Res. MSC 142 (77)
Res. MSC 151 to 153 (78)
Res. MSC 170 & 171 (79)
Res. MSC 194 (80)
Res. MSC 201 & 202 (81)
Res. MSC 216(82), 227 (82)
Res. MSC 239 & 240 (83)
Res. MSC 256 & 257 (84)
Res. MSC 269 (85)
Res. MSC.282 & 283 (86)
Res. MSC.290 & 291 (87)
Res. MSC 308 & 309 (88)
Res. MSC 317 (89)
Res. MSC 325 (90)
Res. MSC 338 (91)
Res. MSC 350 (92)
Res. MSC 365 & 366 (93)
Res. MSC 380 & 386 (94)
Res. MSC 392 (95)
Table n°3 List of amendments to other Conventions than SOLAS
Conventions, Codes
Amendments
MARPOL, Annex II
1989 Amendments
MARPOL, Annex I
1991 Amendments
MARPOL, Annex I
1992 Amendments
MARPOL Annex III
1992 Amendments
MARPOL, Annex V
1995 Amendments
MARPOL Annex VI
1997 protocol
MARPOL Annex I
1999 Amendments
MARPOL Annex II
1999 Amendments
MARPOL Annex IV
2000 Amendments
MARPOL Annex V
2000 Amendments
MARPOL Annex I
2001 Amendments
MARPOL Annex I
2003 Amendments
MARPOL Annex I
2004 Amendments
MARPOL Annex I
2006 Amendments
Ballast Water Managt
Convention Feb 2004
resolution n° or
Conference
Res. MEPC.34 (27)
Conventions, Codes
Amendments
MARPOL
2007 Amendments
MARPOL
2008 Amendments
MARPOL Annex VI
2008 Amendments
MARPOL Annex I
2009 Amendments
MARPOL Annex VI
2009 Amendments
MARPOL Annex I
03/2010 Amendments
MARPOL Annex VI
03/2010 Amendments
MARPOL Annex III & V
10/2010 Amendments
MARPOL Annex VI
07/2011 Amendments
MARPOL Annex V
07/2011 Amendments
MARPOL Annex I, IV,V
07/2012 Amendments
MARPOL Annex I, VI
05/2013 Amendments
MARPOL Annex I, VI
04/2014 Amendments
MARPOL Annex I, III, VI
10/2014 Amendments
MARPOL Annex I, III, VI
05/2015 Amendments
Res. MEPC.47 (31)
Res. MEPC.51 (32)
& Res. MEPC.52 (32)
Res. MEPC.58 (33)
Res. MEPC.65 (37)
MARPOL conference
September 1997
Res. MEPC. 78 (43)
Res. MEPC. 78 (43)
Res. MEPC. 88 (45)
Res. MEPC. 89 (45)
Res. MEPC. 95 (46)
Res. MEPC. 107 (49)
Res. MEPC. 117 (52)
Res. MEPC.141 (54)
International Convention on
control of management of
ship’s water ballast
and sediments
MEPC.57 & MEPC.58
Res. MEPC.176 (58)
Res. MEPC.186 & 187 (59)
Res. MEPC.180 & 181 (59)
Res. MEPC.189 (60)
Res. MEPC.190 (60)
Res. MEPC.193 (61)
Res. MEPC.200 (62)
Res. MEPC.201 (62)
Res. MEPC.216 (63)
Res. MEPC.235(65) to
238(65)
Res. MEPC.248(66) &
251(66)
Res. MEPC.256(67) &
258(67)
Res. MEPC.256(67) &
258(67)
IAFS Convention
The International
convention on the control
of Harmful Anti-fouling
Systems adopted Oct 2001
Hong Kong
Convention July 2009
The International
conference on the safe and
Environmentally sound
recycling of ships
Guidelines on inventory of
hazardous materials
MEPC 179 (59)
17 July 2009
27
resolution n° or
Conference
MEPC.56
Conventions, Codes
Amendments
1994 HSC Code
resolution n° or
Conference
Conventions, Codes
Amendments
Res. MSC. 36(63)
ILLC 66 / 1988 Protocol
2000 HSC Code
1994 HSC Code
2004 Amendments
2000 HSC Code
2004 Amendments
1994 & 2000 HSC Codes
2006 Amendments
1994 & 2000 HSC Codes
May 2008 Amendments
2000 HSC Code
Dec 2008 Amendments
2000 HSC Code
Dec 2012 Amendments
1994 & 2000 HSC Codes
June 2013 Amendments
1997 STCW 78
convention amendments
1997 STCW code
amendments
STCW Code
Dec 2004 Amendments
STCW Code
June 2010 Amendments
STCW Code
May 2014 Amendments
STCW Code
June 2015 Amendments
Res. MSC. 97(73)
1988 Load Line protocol
Amendts June 2003
1988 Load Line protocol
Amendts Dec 2004
1988 Load Line protocol
Amendts Dec 2006
1988 Load Line protocol
Amendts Dec 2008
1988 Load Line protocol
Amendts June 2012
1988 Load Line protocol
Amendts Nov 2012
1988 Load Line protocol
Amendts June 2013
1988 Load Line protocol
Amendts May 2014
1988 Load Line protocol
Amendts May 2014
Res. MSC. 174(79)
Res. MSC. 175(79)
Res. MSC. 221(82) &
222(82)
Res. MSC. 259(84) &
260(84)
Res. MSC. 271(85)
Res. MSC. 326(90)
Res. MSC. 351(92) &
352(92)
COLREG
1993 Amendments
COLREG
2007 Amendments
Res. MSC.66 (68)
Res. MSC. 67(68)
resolution n° or
Conference
Load Line Conference
November 1988
Res. MSC.143(77)
Res. MSC.171(79)
Res. MSC.223(82)
Res. MSC.270(85)
Res. MSC.329(90)
Res. MSC.345(91)
Res. MSC.356(92)
Res. MSC.375(93)
Res. MSC.375(93)
Res. A. 736(18)
Res. A. 1004(25)
Res. MSC 180 (79)
Manila Amendments to the
convention and code
Stockholm Agreement
( regional agreement )
Res. MSC 374 ( 93)
Meeting in Stockholm
February 1996
Res. MSC 396 & 397 ( 95)
IAFS Convention
28
The International
convention on the control
Of Harmful Anti-fouling
Systems adopted Oct 2001
Table n°4 Main IMO Circulars and Resolutions related to Passenger ships
Document
reference
MSC / Circ. 681
MSC / Circ. 699
MSC / Circ. 735
MSC / Circ. 777
MSC / Circ. 800
MSC / Circ. 808
MSC / Circ. 810
MSC / Circ. 887
MSC / Circ. 895
MSC / Circ. 910
MSC.1 / Circ. 1000
MSC.1 / Circ. 1002
MSC.1 / Circ. 1003
MSC.1 / Circ. 1005
MSC.1 / Circ. 1016
MSC.1 / Circ. 1034
MSC.1 / Circ. 1037
MSC.1 / Circ. 1042
MSC.1 / Circ. 1050
MSC.1 / Circ. 1053
MSC.1 / Circ. 1097
MSC.1 / Circ. 1120
MSC.1 / Circ. 1129
MSC.1 / Circ. 1132
MSC.1 / Circ. 1151
MSC.1 / Circ. 1152
MSC.1 / Circ. 1158
MSC.1 / Circ. 1161
MSC.1 / Circ. 1165
MSC.1 / Circ. 1166
MSC.1 / Circ. 1167
Date of
issue
05/1995
07/1995
06/1996
12/1996
06/1997
06/1997
06/1997
12/1998
02/1999
06/1999
06/2001
06/2001
06/2001
06/2001
06/2001
05/2002
05/2002
05/2002
05/2002
12/2002
06/2004
06/2004
12/2004
12/2004
12/2004
01/2005
05/2005
05/2005
06/2005
06/2005
06/2005
MSC.1 / Circ. 1169
MSC.1 / Circ. 1172
06/2005
05/2005
MSC.1 / Circ. 1184
05/2006
MSC.1 / Circ. 1187
MSC.1 / Circ. 1206
MSC.1 / Circ. 1211
05/2006
05/2006
05/2006
MSC.1 / Circ. 1212
MSC.1 / Circ. 1224
MSC.1 / Circ. 1238
MSC.1 / Circ. 1242
MSC.1 / Circ. 1244
MSC.1 / Circ. 1245
MSC.1 / Circ. 1252
MSC.1 / Circ. 1255
MSC.1 / Circ. 1268
12/2006
12/2006
10/2007
10/2007
10/2007
10/2007
10/2007
05/2008
05/2008
MSC.1 / Circ. 1274
MSC.1 / Circ. 1275
MSC.1 / Circ. 1276
MSC.1 / Circ. 1281
06/2008
06/2008
05/2008
12/2008
title
Guidelines for Passenger safety instructions on ro-ro passenger ships
Revised guidelines for Passenger safety instructions
Rec. on design & operation of pax ships for need of elderly & disabled persons.
Indication of “Assembly Stations” in passenger ships
Safety measures for deep-fat cooking equipment
Recommendation on performance standards for public address syst. on Pax ships
Recommendation on means of rescue on ro-ro passenger ships.
Interpretations of vague term in Solas III/50 and LSA Code § VII/7.2
Recommendation on helicopter landing area on ro-ro passenger ships.
Rec. on strength of ro-ro passenger ship "B" class bulkheads with handrails.
Guidelines for preparation of search and rescue plans for passenger ships
Guidelines on alternative design and arrangements for fire safety
Guidelines for calculation of combustible materials in accommodation spaces.
Interpretations of vague expressions in SOLAS Ch II-2 Reg. 3.3.1 & 3.3.2
Applicat of reg III/26 re. fast rescue boats and means of rescue on ro-ro passenger.
Guideline for smoke control & ventilat. syst for int. assembly station & atrium
Unified interpretations of the revised SOLAS Ch II-2
List of contents of “emerg medical kit” for use on Ro-Pax not carrying doctor
Shipboard plans for fire fighting & lifesaving appliances, and means of escape.
Explanatory notes to the standard for ship manoeuvrability.
Guidance relating to the implementation of SOLAS XI-1 & the ISPS code.
Unified interpretations of SOLAS Ch II-2, the FSS Code & the FTP code.
Guidance on medical & sanitation related programs for passenger ships.
Guidance relating to the implementation of SOLAS XI-1 & the ISPS code.
List of certificates & documents required to be carried onboard ships.
Helicopter facilities on board ships
Unified interpretation of SOLAS Ch II-1 – lightweight survey
Guidance on training fast rescue boat launch and recovery teams
Revised guidelines for water-based fire-extinguishing systems for mach spaces
Guidelines for a simplified evacuation analysis for high-speed passenger craft.
Functional requirements and performance standards of evacuation guidance
system
Unified interpretation of Ch II-2 for ventilation duct
Identification of pax ships other than ro-ro pax ships, which should be equipped
with emergency medical kit (EMK)
Contingency planning guidance for pax ships operating in areas remote from SAR
facilities
Operational recommendations for passenger ships with cabin balconies
Measures to prevent accident with lifeboats
Unified interpretations to Ch II-1 reg 10 and 12 regarding bow doors and the
extension of the collision bulkhead.
Guidelines on alternative design & arrangement for SOLAS Ch II-1 and III.
Unified interpretations of SOLAS Ch V.
Guidelines for evacuation analysis for new & existing passenger ships
Guidelines for appr. of fixed fire detection and fire alarm syst. for cabin balconies
Symbol of infant lifejacket
Guidelines for damage control plans and info to Master.
Guidelines on annual testing of AIS
Guidelines on preparing emergency towing procedures
Guidelines for approval of fixed pressure water spraying and water based fire
extinguishing system for balconies
Guidelines for evaluation of fire risk of external areas on passenger ships.
Interpret. of SOLAS II-2 on nbr and arrgt of portable fire extinguishers on ships
Interpret. of SOLAS II-2
Explanatory notes to the international Code of Intact Stability, 2008
29
MSC.1 / Circ. 1291
MSC.1 / Circ. 1318
MSC.1 / Circ. 1319
MSC.1 / Circ. 1320
MSC.1 / Circ. 1322
MSC.1 / Circ. 1328
MSC.1 / Circ. 1329
MSC.1 / Circ. 1331
12/2008
06/2009
06/2009
06/2009
06/2009
06/2009
06/2009
06/2009
MSC.1 / Circ. 1347
MSC.1 / Circ. 1348
06/2010
06/2010
MSC.1 / Circ. 1350
MSC.1 / Circ. 1368
06/2010
06/2010
MSC.1 / Circ. 1369
06/2010
MSC.1 / Circ. 1369
Add. 1
MSC.1 / Circ. 1374
MSC.1 / Circ. 1380
MSC.1 / Circ. 1383
MSC.1 / Circ. 1385
12/2012
12/2010
12/2010
12/2010
12/2010
MSC.1 / Circ. 1386
MSC.1 / Circ. 1387
12/2010
12/2010
MSC.1 / Circ. 1392
05/2011
MSC.1 / Circ. 1397
MSC.1 / Circ. 1400
06/2011
05/2011
MSC.1 / Circ. 1402
MSC.1 / Circ. 1403
MSC.1 / Circ. 1407
MSC.1 / Circ. 1416
05/2011
05/2011
05/2011
06/2012
MSC.1 / Circ. 1417
MSC.1 / Circ. 1418
06/2012
06/2012
MSC.1 / Circ. 1423
06/2012
MSC.1 / Circ. 1430
05/2012
MSC.1 / Circ. 1432
05/2012
MSC.1 / Circ. 1434
MSC.1 / Circ. 1435
MSC.1 / Circ. 1437
05/2012
06/2012
05/2012
MSC.1 / Circ. 1446
Rev.2
MSC.1 / Circ. 1447
08/2013
12/2012
MSC.1 / Circ. 1455
06/2013
MSC.1 / Circ. 1456
MSC.1 / Circ. 1457
MSC.1 / Circ. 1462
06/2013
06/2013
07/2013
Guidelines for flooding detection systems on passenger ships
Guidelines for maintenance and inspections of fixed CO2 fire exting. systems
Recommendat. for evaluation of fire performance & approval of large fire doors
Guidelines for drainage from ro-ro & special category spaces of passenger ships
Interpret. of SOLAS II-2
Guidelines for approval of inflatable liferafts for service intervals 30 months
Guidelines for uniform operating limitations for High Speed Crafts
Guidelines for construction, installation, maintenance & inspection of
accommodation ladders & gangways.
Determination of the required safe working load of liferaft launching appliances
Guidelines for assessment of in-water survey in lieu of dry-dock bottom survey to
permit one dry-dock in any 5 years period for passenger ships other than ro-ro.
Unified interpretat. of SOLAS Ch.V/22.1.6 relating to navigation bridge visibility
Interim clarifications of SOLAS II-2 regarding interrelation between navigation
bridge and safety centre
Interim explanatory notes for the assessment of passenger ship systems’
capabilities after a fire or flooding casualty. (SRTP).
Interim explanatory notes for SRTP: rev to interpretations n°22 & 27 of
MSC.1/Circ 1369
Information on prohibiting the use of asbestos on board ships
Guidance for watertight doors on passenger ships which may be opened at sea
Unified Interpretation of the International Code of Safety for High-Speed Craft, 94
Scientific methods on scaling of test volume for fire test on water-mist fireextinguishing systems
Revised guidelines for water-based fire-extinguishing systems for mach spaces
Revised Guideline for approval of fixed water based local application fire
fighting syst. for cat A mach. spaces.
Guidelines for evaluation and replacement of lifeboat release and retrieval
systems
Unified interpretation SOLAS III/15.1 stowage of Marine Evacuation Systems
Guidelines on operational information for masters of passenger ships for safe
return to port by own power or under tow
Safety of pilot transfer arrangements
Revised NAVTEX manual with entry into force on 01/01/2013
Guidelines for application of SOLAS regulation II-2/19.3
Unified interpretation of SOLAS II-1 / 28 & 29 regarding steering capability of
ships with azimuth thrusters
Guidelines for passenger ship tenders
Guidelines for the design and installation of a visible element to the
general emergency alarm on passenger ships
Unified interpretation to paragraph 1.2.2.6 of the LSA Code concerning
lifeboat exterior color
Revised Guidelines for the design and approval of fixed water-based
fire-fighting systems for ro-ro spaces and special category spaces
Revised guidelines for the maintenance and inspection of fire protection systems
and appliances
Unified interpretations of SOLAS chapter II-2
Unified interpretations of the FTP Code
Amendments to Interim explanatory notes for assessment of
passenger ship systems’ capabilities for SRTP (MSC.1/Circ.1369)
Recommended interim measures for passenger ship companies to enhance safety
of passenger ships (post Concordia)
Guidelines for development of plans and procedures for recovery of persons from
water.
Guidelines for approval of alternatives & equivalents as provided in various
IMO instruments
Unified interpretation of SOLAS Ch II-2, FSS Code and FTP Code
Unified interpretation of the 2000 HSC Code
List of certificates & docts to be carried on board ships
30
MSC.1 / Circ. 1466
MSC.1 / Circ. 1467
MSC.1 / Circ. 1474
MSC.1 / Circ. 1480
MSC.1 / Circ. 1488
MSC.1 / Circ. 1493
MSC.1 / Circ. 1505
MSC.1 / Circ. 1509
MSC.1 / Circ. 1510
MSC.1 / Circ. 1511
MSC.1 / Circ. 1514
MSC.1 / Circ. 1515
MSC.1 / Circ. 1516
Res. MSC.128(75)
Res. MSC 137(76)
Res. MSC 158(78)
Res. MSC 232(82)
Res. MSC 267(85)
Res. MSC 281(85)
Res. MSC 285(86)
Res. MSC 292(87)
Res. MSC 293(87)
Res. MSC 307(88)
Res. MSC 311(88)
Res. MSC 337(91)
Res. MSC 385(94)
Res. MSC 391(95)
Res.A.691(17)
Res.A.752(18)
Res.A.753(18)
Res.A.756(18)
Res.A.800(19)
Res.A.952(23)
Res.A.1021(26)
MEPC. /Circ 421
MEPC.1/Circ.681
MEPC.1/Circ.682
MEPC.1/Circ.683
MEPC.1/Circ.684
MEPC.1/Circ.685
Res.MEPC.224(64)
Res.MEPC.231(65)
Res.MEPC.233(65)
ISO 15371-2000
ISO 15370-2010
ISO 24409-1-2010
06/2013 Unified interpretation on fall preventer devices (MSC.1/Circ 1392 & 1327)
06/2013 Unified interpretation SOLAS II-1/26.3 fuel pumps on ships when operating in
ECA & non ECA areas.
05/2014 Guidance on BNWAS – no use of Auto-function
05/2014 Unified interpretation of SOLAS II-2/9.7.1.1 use of flexible below for fans
01/2015 Unified Interpretation Pt 3 Annex 1 of FTP Code-cable & pipe penetration
01/2015 Interim guidance for in-service testing of automatic sprinkler systems
06/2015 Unified Interpretation SOLAS II-2 reg13.6 escape from ro-ro spaces
06/2015 Unified Interpretation of Code On Noise Levels On Board Ships
06/2015 Amendts to MSC/Circ 1120 on Ch II-2, FSS code and FTP code
06/2015 Unified Interpretation Solas Regs II-2.9 & II-2.13-escapes from mach spaces
06/2015 Performance Standard & Functional Requirements for smoke managt systems
06/2015 Revised Design Guidelines For Ventilation In Ro-Ro spaces
06/2015 Amendts to Guidelines MSC.1/Circ.1432 for Maintenance & Inspection of Fire
Protection systems
2002 Performance standard for BNWAS
2002 Standards for ship’s manoeuvrability
2004 Amendments to the technical provisions for means of access for inspections.
2006 Performance standard for ECDIS
2008 International Code on Intact Stability 2008
2008 Explanatory notes to SOLAS II-1 subdivisions & damage stability regulation
2009 Interim guidelines on safety for natural gas-fuelled engine installation on ships
2009 Amendments to the international code FSS
2009 Amendments to the international code LSA
2010 New 2010 FTP Code
2010 Revised FSS Code
2013 Code of noise levels on board ships
2014 Code for Ships Operating in Polar Waters (Polar Code)
2015 Code of safety for ships using gases or other low-flashpoint fuels (IGF Code)
1991 Safety instructions to passengers
1993 Guidelines for evaluation, testing & application of LLL on passenger ships
1993 Guidelines for the application of plastic pipes on ships
1993 Guidelines on the information for fire control plans and booklets as II-2/20 & 41-2
1995 Revised guidelines for approval of equivalent sprinkler systems (water mist
syst.)
2003 Graphical symbols for shipboard fire control plans
2009 Code on alarms and indicators, 2009
11.2004 Cross references between old & new regs of MARPOL Annex I
08.2009 Interim guidelines for calculation of Energy Efficiency Design Index (EEDI)
08.2009 Interim guidelines for voluntary verification of the EEDI for new ships
08.2009 Guidance on development of a SEEMP for new and existing ships.
08.2009 Guidelines for voluntary use of Ship Energy Efficiency Operational Indicator
(EEOI) for new and existing ships
08.2009 Discharge of waste water from cruise ships in semi-closed and closed sea areas
10.2012 Amendts to 2012 guidelines on calculat. method for attained EEDI for new ships.
Guidelines for calculation of reference lines for use with the Energy Efficiency
05.2013
Design Index (EEDI).
Guidelines for calculation of reference lines for use with the EEDI for cruise
05.2013
passenger ships having non-conventional propulsion
2000
2010
2010
Recommendation for fire extinguishing systems for deep-fat cooking equipment.
Low Location Lighting arrangement on passenger ship
Design, location and use of shipboard safety signs- Part 1: design principle
31
Table n° 5
Entry into
force
Entry into force dates of amendments to Conventions other than SOLAS,
and related to passenger ships
convention
Amendments
Regulation n°
Annex VI
Reg. 13.4
01.07.2010
MARPOL
Amendts
Oct 2008
Annex VI
Reg. 13.5
Annex VI
Reg. 13.7
Reg B-3.1.1
Expected
12 months
after
acceptance in
IMO
Ballast Water
Management
Convention
2004
Reg B-3.1.2
01.08.2010
New ships
constructed
01.01.2011
GT400
New ships
constructed
01.01.2016
(probably postponed
until 2021)
GT400
constructed
01.01.1990 and
< 01.01.2000
GT400
Existing ships
Keel laid
31.12.2008 ballast
water capacity
between 1500 &
5000m3
Subject of requirement
NOx certificates required for diesel engines
according to Tier II.
NOx certificates required for diesel engines
according to Tier III if operating in Emission
Control Area (ECA).
NOx certificates required for diesel engines
greater than 5000 kw according to Tier I.
(already required for any engine installed on or
after 01.01.2000)
Ships comply with Ballast Water exchange
standard (D-1) or BW performance
(“treatment”) standard (Reg D-2)until end of
2013.
After 01.01.2014 these ships must comply with
BW performance standard (Reg D-2).
Existing ships
Keel laid
31.12.2008
ballast water
capacity < 1500m3
or >5000m3
New ships
Keel laid
01.01.2009
ballast water
capacity < 5000m3
Ships comply with Ballast Water exchange
standard (Reg D-1) or BW performance standard
(Reg D-2).
After 01.01.2016 these ships must comply with
BW performance standard (Reg D-2).
Reg B-3.4
New ships
constructed after
01.01.09 & ballast
water capacity
5000m3
Ships comply with Ballast Water exchange
standard (D-1) or BW performance standard
(Reg D-2) until end of 2015.
After 01.01.2016 these ships must comply with
BW performance standard (Reg D-2).
Reg B-3.5
New ships Keel laid Ships comply with Ballast Water performance
(“treatment”) standard (Reg D-2).
01.01.2012
& ballast water
capacity 5000m3
MARPOL
Amendts
Oct 2008
Annex VI
Reg 12.3.1
delivery of ships or
installation
19.05.2005
MARPOL
Mar 2006
Annex I
Reg.12A
MEPC.141(54)
Reg B-3.3
01.07.2010
Applicable to :
New ships
delivered after
01.08.10 &
aggregate F.O
capacity ≥ 600m3
32
Ships comply with Ballast Water performance
standard (Reg D-2).
Installations containing ozone depleting
substances, other than HCFCs (hydrochlorofluorocarbon), shall be prohibited.
F.O tanks to be in protected location.
Maximum capacity of any single tank limited to
2500m3
Entry into
force
convention
Amendments
01.07.2010
MARPOL
Amendts
Oct 2008
01.01.2010
01.01.2012
01.08.2012
01.01.2013
European
directive
2005/33/EC
MARPOL
Amendts
Oct 2008
MARPOL
Amendts
March 2010
MARPOL
Amendts
July 2011
Regulation n°
Annex VI
Reg 14.1.1
&
14.4.1
Applicable to :
All ships ≥ 400 GT
The sulfur content of any fuel oil used in
designated Emission Control Areas (ECA) shall
not exceed 1.00% m/m S
The sulfur content of any fuel oil used globally
shall not exceed 4.50% m/m S
Article 4b
All
Ships at berth for longer than 2 hours within
European ports of EU are required to switch to
0.1% sulphur content marine fuel oil.
Annex VI
Reg 14.1.2
All ships ≥ 400 GT
Annex VI
Reg 13.6 &
14.3
Annex V
complete
revision
All ships
All ships≥ 100 GT
& ships≥ 15 persons
new ships
01.01.2013
MARPOL
Amendts
July 2011
Subject of requirement
Annex VI
New Ch 4
contract date
01.01.2013 or
Keel laid 01.07.2013
Or delivery date
01.07.2015
The sulfur content of any fuel oil used globally
shall not exceed 3.50% m/m S
Creation of new North American Emission
Control Area (ECA)
A garbage management plan is required. New
restriction on discharges at sea.
New ships, except those with diesel-electric,
steam turbine or hybrid propulsion system are
required to have an Attained EEDI.
In addition, for ships ≥ 400 GT, some ship types
are required to meet a calculated Attained EEDI
Required EEDI. Passenger ships are not listed
yet.
new ships ≥ 400 GT
existing ships
≥ 400 GT
New Ship Energy Efficiency Management Plan
(SEEMP) to be available onboard. Its presence
onboard to be verified at intermediate & renewal
survey of IAPP certificate
All vessels
Entry into force of the Maritime Labour
Convention (MLC 2006)
01.01.2013
1rst intermediate
or renewal surv.
of IAPP certif.
after 01.01.2013
MARPOL
Amendts
July 2011
Annex VI
New Ch 4
Reg 22
20.08.2013
MLC 2006
Annex VI
Reg 14
01.01.2014
MARPOL
Amendts
July 2011
Annex VI
Reg 14.4.3
01.01.2015
MARPOL
Amendts
Oct 2008
(if reception
facilities ready)
01.01.2016
MEPC.200(62)
01.01.2018
01.01.2016
MEPC.256(67)
All ships
All ships ≥ 400 GT
New passenger
ships: Keel laid
01.01.2016
MARPOL
Annex IV
Regs 1, 11 &
13.
Existing pax ships:
MARPOL
Annex I Ch 9
Reg.43
All ships
contract date
31.12.2015 or
and delivery date
31.12.2017
33
Creation of new Emission Control Area (ECA)in
central America: in the region of Puerto Rico &
US Virgin Islands.
The sulfur content of any fuel oil used in
designated Emission Control Areas (ECA) shall
not exceed 0.10% m/m S
Establishment of Special Area in the Baltic Sea.
More stringent requirements within the Special
Area for discharging sewage from passenger
ships. Necessity to have holding tanks or a
sewage treatment system meeting the new
standard.
Use of oil as ballast is also prohibited in the
Antarctic sea.
Entry into
force
01.01.2016
01.03.2016
01.03.2016
convention
Amendments
Regulation n°
Applicable to :
Subject of requirement
MEPC.251(66)
Revised NOX
Technical
Code (Tier III
Standard)
MARPOL
Annex VI
Ships operating in
the North American
ECA or the U.S.
Caribbean Sea
ECA; and ships
constructed on or
after the date of
adoption of a new
ECA
On ships with a combined propulsion power
<750 kW, diesel engines (>130 kW) installed on
ships operating within an Emission Control Area
are to meet the Tier III Nox emission standard
MEPC.251(66)
MARPOL VI
Chapter IV
Attained EEDI
New passenger
ships: Keel laid
01.03.2016
MARPOL VI
Chapter IV
Required EEDI
New ro-ro
passenger ships
≥ 10000gt
: Keel laid
01.03.2016
MEPC.251(66)
01.01.2020
MEPC.176(58)
(Expected)
MARPOL
Amendts
Oct 2008
01.01.2020
Revised
MARPOL
Annex VI
Reg 12.3.2
Use of CFCs
Annex VI
Reg 14.1.3
delivery of ship or
installation
01.01.2020
All ships ≥ 400 GT
An Energy Efficiency Design Index (EEDI Attained) is to be determined and assigned if the
ship has a non-conventional method of
propulsion, as defined in Regulation 2.41.
The Attained Energy Efficiency Design Index
(EEDI) is not to exceed a maximum Required
EEDI as per regulation 21. EEDI requirements
do not apply to ships which have diesel-electric
propulsion, turbine propulsion or hybrid
propulsion systems. The flag Administration can
postpone compliance for up to four years from
the compliance date. The Attained EEDI is first
checked at the design stage and then confirmed
during sea trials.
Installations
(except
permanently
sealed
equipment where there are no refrigerant
charging connections or potentially removable
components
containing
ozone
depleting
substances)
containing
HCFCs
(hydrochlorofluorocarbon) are prohibited
The sulfur content of any fuel oil used globally
shall not exceed 0.50% m/m S
U.S. Cruise Vessel Security and Safety Act of 2010 (27.07.2010) which applies to Passenger Ships:
- carrying at least 250 passengers
- having passenger sleeping facilities
- on a voyage that embarks or disembarks passengers in the United States
- not engaged on a coastwise voyage
27.01.2012
Title 46 US code
2010 Amendts
§3507(a)(1)
(A),(B),(D)(E)
27.07.2010
Title 46 US code
2010 Amendts
§3507(a)(1)(C)
- Ships rails at not less than 42 inches (1,07m) from deck
- Each passenger & crew cabin’s entry door shall be fitted with peep hole.
- Video system to capture images of passengers falling overboard
New ships Keel laid In addition to requirements for existing ships:
- Each passenger & crew cabin shall be equipped with
27.07.2010
security latches and time-sensitive key technology.
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SAFETY ON RO-RO & PASSENGER SHIPS – REV 11
APPENDIX 2
EVOLUTION OF FIRE SAFETY AND STABILITY REGULATIONS
THROUGH THE LAST DECADES
A- FIRE SAFETY
HISTORY
The SOLAS 60 was applicable to ships built after 1965. The fire protection of ships was
designed around one of the following three methods:
Method I - All the bulkheading materials are non-combustible.
Method II - Accommodation spaces are protected by an automatic detection and
extinction installation by sprinklers.
Method III - Constitution of a bulkheading network type A or B and automatic system of
fire detection.
Casualties to passenger ships through fire in the early 1960s emphasized the need to
improve the fire protection provisions of the 1960 Convention and in 1966 and 1967
amendments were adopted by the IMO Assembly.(Resolution A. 122 known as part H)
These amendments were incorporated in Chapter II-2 of the 1974 Convention.
The SOLAS 74 is applicable to ships built from 1980 on. It requires non-combustible
bulkheading and the protection of accommodation spaces, service spaces and control
stations through a fire detection system or by sprinklers. Since then, due to several
amendments during the past years, smoke detection and automatic sprinkler systems have
to be installed in all accommodation and service spaces.
A - NEW SHIPS (mainly ships built after 01/10/1994)
Several sets of amendments have been adopted during the last decades, dealing with new
ships to be built.
The work within IMO to improve the fire safety standard went two directions: the first one
makes existing regulations more specific to avoid weak interpretations, and the second
adds new features, and mandatory sprinklers.
Chapter II-2 dealing principally with fire protection, fire detection and fire extinction has
been revised and reformatted in December 2000 with the Assembly Resolution
MSC.99(73). As done with the revised chapter III in 1996, all the technical prescriptions
concerning the firefighting equipment are no more part of the revised chapter II-2 but are
included in a dedicated Code, the International Code for Fire Safety System (FSS Code).
The chapter II-2 itself has been written in a more comprehensive and friendly way. It is
divided into 6 parts, General, Prevention of fire and explosion, Suppression of fire, Escape,
Operational requirements, Alternative design and arrangement and Special requirements.
Lists of SOLAS amendments and principal MSC Circulars or Resolutions related to
passenger ships can be found in annex tables 2 and 3.
SAFETY ON RO-RO & PASSENGER SHIPS – REV 11
APPENDIX 1
The requirements contained in the amendments can be divided in enhancement of existing
ones and additions.
New Amendments adopted by MSC 82 in December 2006, coming into force on 1 July
2008 for the balconies, and on 1 July 2010 for the concept of casualty threshold, safe area,
safe return to port, safety center and other items, are detailed in § 3-B here above.
1. Main fire zones
The need for main fire bulkheads to be aligned and their maximum spacing of 40m has
been reaffirmed. The conditions to allow steps or to space more than 40m away are
specified; to align with subdivision bulkheads or to accommodate a large public space.
Moreover, maximum length of 48m is given, but with a maximum fire zone surface
area of 1.600m², as well as a definition of the length of a main fire zone as the
maximum distance between the furthermost points of the bulkheads bounding it.
Nevertheless fire zone with a deck area of more than 1.600m² can be found quite often
on the last generation of very large cruise ships due to the use of alternative design
studies as per ChII-2/17.
2. Stairways
The continuity and enclosure of main vertical escapes within accommodation have
been detailed. External escape routes are only permitted above superstructures with a
set of safety measures such as emergency lighting and non-slip surfaces. Standards for
sizing of stairs have now been finalized and all ships covered by these SOLAS
amendments will have to comply with them. Some rules such as the minimum width
and the width/number of person ratio are in the Convention, and the details of
calculations to be performed are in FSS Code Chapter 13.
The rooms or spaces for which direct opening to stairway enclosures is permitted are
clearly specified. These are public spaces (except for the backstage of a theatre),
corridors, public toilets, other accommodation escape stairways. Special category
spaces and external areas have also been added. One may note that of course
machinery spaces are excluded but also stairs serving as escapes routes from such
spaces.
Within a stairway enclosure are only permitted public toilets, lockers for safety
equipment, open information counters, and six fixed seats per deck. It is however not
envisaged to prohibit decorative or advertising panels or small shop windows made of
non-combustible materials, provided they do not obstruct the escape routes.
Ventilation of stairway enclosures is ensured not only through separate ducting but
also by separate fans. However, SOLAS amendments are still silent on the pressure
sign of stair ventilation and on the possible need to feed the fans from the emergency
switchboard.
Escape routes on ro-ro passenger ships: several requirements included in SOLAS 1995
Amendments apply to the arrangement, outfitting (e.g. handrails) and marking of
escape routes. Additional requirements concerning the path of and vertical divisions
along escape routes apply to ships constructed on or after 1st July 1997 ; evacuation
analysis during the design process are now required for ships constructed on or after
1st July 1999.
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APPENDIX 1
3. Fire doors
The operation and controls of fire doors are detailed, especially for all fire doors in
main vertical fire zone bulkheads, galley boundaries and stairway enclosures which
shall be capable of being remotely closed from the continuously manned central
control station (generally the bridge) , and fitted with a position indication of the doors
on a panel at same control station.
"A" class doors located in stairways, public spaces and main fire bulkheads in escape
routes have to be fitted with a hose port at the lower edge, enabling the door to close
with a pressurized hose through it.
"B" class doors for cabins are requested to be self-closing.
4. Machinery spaces
For machinery control room, two escapes are required with one providing a
continuous fire shelter to a position outside the machinery space.
Following several fire casualties in machinery spaces of passenger ships, IMO
Committee has approved in May 99 (MSC 71) a new SOLAS requirement ( Ch.II-2 /
Reg.7-7) , asking category A machinery spaces on passenger and cargo ships, to be
protected by a fixed water-based local application fire-suppression system.
This requirement has entered into force on July 2002 for new and existing ships (see
details in Annex table n°1 “SOLAS Regulations recently in force or coming in the
future”.).
5. Ventilation systems
Application of the existing rule for galley extraction ducts crossing spaces containing
combustible materials is extended to all extraction ducts where grease or fat may
accumulate.
Access panels for cleaning and inspection are required.
Low flame spread characteristics have to be documented for ventilation duct surface
materials, and fire dampers on ducts penetrating A-class boundary are to be tested
according to the Fire Test Procedures Code.
From 1 January 2010, for new ships, exhaust ducts from the main laundries have to be
fitted with filters, automatic fire damper in lower end, and hatches for cleaning and
inspection. Remote operating control of fans and damper become required (refer to
SOLAS Chapter II-2, new reg. 9.7.6).
6. Atriums
These spaces were treated first time by the amendments coming into force on 1st
January 1994. They were first dealt with by IMO, as these spaces started to appear
currently on board ships and as SOLAS was silent about them.
Atriums are defined as public spaces spanning three decks or more and containing
combustibles such as furniture and enclosed areas such as shops, offices and
restaurants.
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SAFETY ON RO-RO & PASSENGER SHIPS – REV 11
APPENDIX 1
The amendments imply:
- Two escapes per level, one of which gives direct access to an enclosed vertical
escape;
- A smoke extraction system;
- A sprinkler system and a smoke detection system for the whole main fire zone
comprising the atrium.
It is understood that, subject to compliance with the requirements, there is no extra
restriction within an atrium on combustible materials other than already existing for
public spaces. However, so called partial bulkheads are still requested to be noncombustible.
Specific requirements on smoke extraction system for atriums are now, since the 2000
Amendments, applicable to any public space of minimum three decks height.
7. Fire detection and sprinklers
All accommodation spaces (cabins, public spaces, corridors, etc.) including stairways,
service spaces (stores, pantries, galleys, etc.) and control stations are to be protected
by a sprinkler system and a smoke detection system. Exemption is accepted for spaces
with little or no fire risk such as voids or public toilets.
In some specific spaces, such as galleys, saunas or cold rooms with a temperature of
less than 5°C, the use of heat detectors is accepted.
In control stations containing electronic equipment, alternative fixed firefighting
systems are permitted in lieu of automatic sprinklers (e.g. “pre-action system”).
One may note that the regulation allows for "equivalent sprinkler systems" for which
guidelines have been elaborated to meet with medium or high pressure water fog
systems.
In the different sets of amendments, the regulations for fire detection systems have
been amended to cope with the addressable technique.
From 01 July 2010, following amendments entered into force for new passenger ships:
- Detectors fitted in cabins, when activated, shall also be capable of emitting a local
audible alarm in cabins spaces where they are located (refer to SOLAS Chapter II-2,
new text in reg. 7.5.2 and 7.5.3.1)
- Fire alarm systems shall be capable of remotely and individually identifying each
detector and manual call point (refer to SOLAS Chapter II-2, new reg. 2.4)
8. Main fire bulkheads
All main fire bulkheads and decks are to be A60 class division. Consequently, two of
the tables for fire integrity have been deleted.
However for divisions adjacent to external areas (cat. 5), sanitary spaces (cat.9) or
machinery spaces without fire risks (cat.10: e.g. ventilation rooms), the standard may
be reduced to A0. The same applies when fuel oil tanks are on both sides of the
division.
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SAFETY ON RO-RO & PASSENGER SHIPS – REV 11
APPENDIX 1
9. Subdivision fire bulkheading
With the previous regulations, the fitting of a sprinkler system on board a ship allowed
for reduced insulation values. This is not anymore the case with the amendments now
in force.
All decks are of A class.
Corridors bulkheads in accommodation are B15 and cabin/cabin bulkheads are B0.
Continuous ceilings associated with B15 bulkheads which are not erected deck to deck
are to be B15 as well.
Fire integrity of external stowing areas of life saving appliances shall be A60, and fire
rating of the ship’s side, including windows, below the lifesaving appliances is either
A0 or A30 depending the type of concerned lifesaving appliance.
10. Corridors
Dead-end corridors of any length are strictly forbidden and designers have done great
efforts to eliminate these dead-ends on new ships. Service areas in the lower decks are
generally the spaces where this requirement seems to be more difficult to satisfy.
11. Combustible materials
Requirements for low flame spread and combustibility characteristics of materials
were already stated in Ch II-2 Reg.34.
A further step comes with the 1996 amendments (entry into force in 1998) which have
implemented the « Fire Test Procedures Code », requesting fire materials to be tested
in accordance with IMO test methods. Main changes are the requirements for smoke
and toxicity levels for paints, varnishes and other materials used on exposed interior
surfaces.
12. Fire regulations on balconies:
The MSC adopted amendments to SOLAS chapter II-2 and to the International Code
for Fire Safety Systems (FSS Code) to strengthen the fire protection arrangements in
relation to cabin balconies on passenger vessels. The amendments were developed in
response to the fire aboard the cruise ship Star Princess in March 2006.
The amendments to SOLAS chapter II-2 are aimed at ensuring that existing
regulations 4.4 (Primary deck coverings), 5.3.1.2 (Ceilings and linings), 5.3.2 (Use of
combustible materials) and 6 (Smoke generation potential and toxicity) are also
applied to cabin balconies on new passenger ships.
For existing passenger ships, relevant provisions require that furniture on cabin
balconies be of restricted fire risk unless fixed water spraying systems, fixed fire
detection and fire alarm systems are fitted, and that partitions separating balconies be
constructed of non-combustible materials, similar to the provisions for new passenger
ships.
These amendments entered into force on 1 July 2008 (keel laying date for new vessels
or first annual survey after this date for existing ships).
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SAFETY ON RO-RO & PASSENGER SHIPS – REV 11
APPENDIX 1
13. Low location lighting (LLL)
The means of escape for passengers including corridors, stairways and exits are to be
marked by Electro-lighting or photo luminescent strip indicators placed not more than
300mm above the floor, to enable routing of escaping passengers in case of smoke.
These requirements have been extended to crew accommodation in 1998. The IMO
standard on this subject is available, detailing performance, sizing, markings and
locations (resolution A752).
In lieu of Low Location Lighting, alternative guidance systems may now be accepted
(ref MSC 82) when approved by the Administration based on the new IMO guidelines.
14. General alarm and public address systems
General alarm and public address systems have to comply with requirements of the
Code on Alarms and Indicators 1995 adopted by the resolution A.830 (19) and updated in 2009 with the resolution MSC 1021(26). Sound level measurements have to
be performed to verify compliance with above mentioned Code.
15. Central control station
The following indicating and control panels are centralized in a single location which
shall be permanently manned (generally the bridge):
- Fire detection and alarm system;
- Sprinkler system;
- Fire doors;
- Watertight doors;
- Ventilation fans, with possibility to restart accommodation ventilation;
- General alarm;
- Communication systems;
- Public address system.
On top of the above requirement, passenger ships constructed on or after 1 July 2010
shall have on board a safety center complying with new regulation II-2/23 (MSC 82).
The purpose of this regulation is to provide a space to assist with the management of
emergency situations without distracting watch officers from their navigational duties.
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SAFETY ON RO-RO & PASSENGER SHIPS – REV 11
APPENDIX 1
Possible arrangement for the safety centre to be part or not of the navigation bridge.
16. Helicopter landing area
Ro-ro passenger ships shall be fitted with an helicopter pick-up area and the ones of
130 m in length and upwards constructed on or after 01.07.99, shall be fitted with a
helicopter landing area.
During IMO MSC 71 (may 99), it was agreed that helicopter landing areas need not be
fitted on non ro-ro passenger ships.
17. Operational requirements
Chapter III was also subject to deep changes with the 1996 Amendments. Among new
requirements, some are dealing more specifically with passenger ships. Detailed
information on all persons on board shall now be available for search and rescue
purposes. A decision support system for emergency management must be provided on
bridge, and on all passenger ships, an abandon ship drill and fire drill must take place
at least weekly.
B - EXISTING SHIPS (mainly ships built before 01/10/1994)
In international Conventions, "existing ship" means a ship constructed before the date of
which a relevant convention or amendment thereto enters into force.
The policy of IMO introducing new safety requirements has in general been to apply
operational or procedural improvements to all ships and design and construction
requirements only to those ships constructed on or after the entry into force of the new
requirements. These exception provisions which appear in various regulations are referred
to as "grandfather clause".
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SAFETY ON RO-RO & PASSENGER SHIPS – REV 11
APPENDIX 1
April 1992 Amendments:
Resolution MSC 24 (60) adopted on 10 April 1992 came into force on 1st October 1994
"killed" the "grandfather clause" and introduced the notion of major conversion.
From this date, any modification has to be evaluated as follow:
- Any material fitted on board ship is to meet the latest standards.
- Any modification implying the replacement of more than 50 tons is to satisfy the rules
applicable to new ships.
These amendments also prescribed retroactive rules to be satisfied by existing ships to
bring them to the new ships "standards" according to a specified schedule.
The following table indicates the time schedule followed during past years for the
progressive up-grading of existing ships. The ships complying with part H of SOLAS 60
were considered as covered by the SOLAS 74 columns
Ships pre SOLAS 74
Ships SOLAS 74
Reg. 17 Safety equipment and Reg.41.2 §. 1
1994
1994
Smoke detection system and Reg.41.2 §. 2
1997
1997
Smoke detectors above ceilings; Reg.41.2 §. 3
1997
N.A.
Initial modifications Reg.41.2 §. 4
1997
1997
Sprinklers Reg.41.2 §.5
1997
2005 or construction over 15 years
Escape routes on ro-ro passenger ships;
Reg.28.1
1997
1997
Final modifications Reg.41.2 §. 6
2000
2000
Non-combustible construction Reg.41.1 par. 2.4
01 / 10 / 2010
N.A.
1. Smoke detection system
All the accommodation spaces, service spaces and control stations have been equipped
with smoke detectors, except private bathrooms, empty spaces and the galleys were
equipped with heat detectors.
Smoke detectors were required above the ceilings in corridors and staircases if the
construction was made of combustible materials.
2. Initial constructive modifications
The closing of hinged fire doors (stairway enclosures, main bulkheads and galley
bulkheads) had to be controlled from the central control station provided with a
closure-indicating panel.
The closed position of all fire doors in stairways enclosures, main vertical bulkheads
and galley boundaries had to be indicated on a panel in the wheelhouse.
The stairway enclosure boundaries can now only include the following spaces:
- Public toilets,
- lifts,
- Non-combustible closets for safety equipment,
- Open information desks,
- Emptied rooms permanently locked and where electricity has been switched off.
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APPENDIX 1
The other areas had to be separated from the stairway enclosure by a bulkhead type A.
If those areas still needed to open on the stairs, and was not be part of the list below,
they were to be protected by sprinklers. This was not acceptable for cabins.
The areas that open up on stairway enclosures were restricted to:
- Public areas,
- Corridors,
- Public toilets,
- Garage decks,
- Stairs serving accommodation spaces,
- Open decks,
- Machinery spaces in category 10, if fitted with smoke detectors,
- Back offices of counters, if fitted with smoke detectors and low flammable furniture.
Furniture in the stair surroundings was usually limited and that in corridors was
forbidden.
Escapes had to be marked by electrical or photo luminescent strips. (LLL)
3. Sprinkler system
All the accommodation and Service Spaces, Stairways enclosures and corridors have
been equipped with sprinkler system, except private bathrooms, empty spaces and
spaces having little or no fire risk such as voids and similar spaces.
4. Final constructive modifications
The stairs and the surroundings had to be in steel. Ventilation ducts passing through
the main bulkheads or the stairway enclosures had to be provided with fire dampers or
insulated A-60 standard, when this duct pass through without serving them.
Sliding fire doors (stair surroundings, main bulkheads and galley surroundings) had to
be remote-controlled.
A firefighting system in compliance with the present rules needed to be fitted in
category A machinery spaces.
5. Non-combustible materials
Ships are to meet the rules of the SOLAS 74; this is applicable, as a rule, to ships
covered by the SOLAS 60 method II or III. All ships need to meet with this
requirement by 01 October 2010.
December 2006 Amendments:
For existing passenger ships, relevant provisions required that furniture on cabin balconies
be of restricted fire risk unless fixed water spraying systems, fixed fire detection and fire
alarm systems are fitted, and that partitions separating balconies be constructed of noncombustible materials.
The amendments entered into force on 1 July 2008.
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APPENDIX 1
B- STABILITY REQUIREMENTS
The Titanic sinking in the winter 1912 following a collision with an iceberg was probably
the most famous maritime disaster in history. More than 1.500 men, women and children
died. This disaster tightened the concern for ship vulnerability due to flooding accidents
caused by collision or grounding.
The measure of the ability of a ship to survive such accidents is called "damage stability"
This stability is attained by installing a number of watertight compartments. If one of these
compartments is breached, then the watertight bulkheads surrounding it will prevent the
inrush of sea water from spreading to the rest of the ship.
Calculations regarding subdivision size and location are based mostly on the size of a ship
and number of passengers. There are two significant factors to take into account when
assessing the damage stability of a ship:
-
A maximum extent of damage is assumed in the design calculation;
The margin of safety remaining after damage (residual stability).
The damage stability requirements are contained in chapter II-1 of the SOLAS 1974
convention.
The subdivision of a passenger ship into watertight compartments must be such that after
damage to the ship's hull, the vessel will remain afloat and stable.
Requirements for watertight integrity and bilge pumping arrangement for passenger ship
are also laid down as well as stability requirements for passenger vessels.
A- THE 1988 AND 1989 AMENDMENTS
1. The 1988 (October) amendments
Adoption: 28 October 1988
Entry into force: 29 April 1990
Three amendments adopted in 1988 concerned:
1) Damage stability requirements for passenger ships including ferries.
2) Intact stability requirements. A further amendment to regulation 8 requires
masters to be supplied with data necessary to maintain sufficient intact stability.
The information must show the influence of various trims, taking into account
operational limits.
Ships must also have scales of draught marked clearly at the bow and stern.
After loading and before departure, the master must determine the ship's trim
and stability.
The next amendment adds a new regulation 20-1 which requires that cargo
loading doors be locked before the ship proceeds on any voyage and remains
closed until the ship arrives at its next berth.
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SAFETY ON RO-RO & PASSENGER SHIPS – REV 11
APPENDIX 1
3) A new regulation 22 makes it compulsory to have a lightweight survey at least
every five years to ensure that stability has not been adversely affected by the
accumulation of extra weight or any alterations to the superstructure.
2. The 1989 Amendments
Adoption: 11 April 1989
Entry into force: 1 February 1992.
The main changes concerned Chapter II-1 (ship's construction) and specially the
regulation 15 which was dealing with opening in watertight bulkheads in passenger
ships.
New ships have had to be equipped with power-operated sliding doors, except in
specific cases and must be capable of being closed from a control panel on the bridge
in not more than 60 seconds. The amendments make it clear that all watertight
doors must be kept closed at sea, except in exceptional circumstances.
B- DAMAGE STABILITY OF PASSENGER SHIPS
Important developments in damage stability of passenger ships are contained in:
-The 1988 (October) Amendments to the SOLAS 1974 Convention. They concern the
New passenger vessels.
-The 1995 Amendments which concern the New and Existing passenger vessels; they
superseded the 1992 Amendments.
1. Damage stability of passenger ships
One of the most important 1988 (October) Amendments concerned regulation 8 of
Chapter II-1 and was designed to improve the stability of passenger ships in the
damaged condition.
The amendment required that sufficient stability be provided in all service conditions
so as to enable the ship to survive with one or two main compartments flooded,
depending on the degree of subdivision provided.
The amendment considerably expanded the existing regulation and took into account
several factors such as:
- The crowding of passengers on to one side of the ship,
- The launching of survival craft on side of the ship and wind pressure.
The amendment stipulated that the maximum angle of heel after flooding but before
equalization shall not exceed 15 degrees.
The 1995 amendments, which entered into force on 1st July 1997, contained
modifications and additions to various chapters of SOLAS applicable to ro-ro
passenger ferries and passenger ships.
The most significant modification was applying to ro-ro passenger ships carrying 400
persons or more, constructed on or after 1st July 1997, which had to meet the stability
requirements in final condition after damage (regulation 8, paragraph 2.3) wherever
the damage applied within the ship’s length (i.e. prohibition of the «one
compartment » standard ).
Other modified or new regulations were dealing with watertight integrity (of hull,
superstructure, ro-ro deck, bulkheads), life saving appliances, evacuation and escape
routes, radio communications, safety of navigation, stowage and securing of cargo in
ro-ro spaces.
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APPENDIX 1
2. Damage stability of ro-ro passenger ships
Measures designed to improve the survivability of all existing roll-on/roll-off
passenger ships were adopted by the Maritime Safety Committee in November 1995.
They required full compliance with the measures to improve the damage stability
which came into force on 29 April 1990 further to October 1988 amendments (socalled « SOLAS 90 »). The compliance with SOLAS 95 Amendts regulation II-1/8-1
had to be achieved for all ships by October 2005.
3. Damage stability of ro-ro passenger ships carrying 400 persons or more
Ro-ro passenger ships carrying 400 persons or more, constructed before 1st July 1997,
shall meet the stability requirements in final condition after damage (regulation 8,
paragraph 2.3) wherever the damage applied within the ship’s length (i.e. two
compartments standard). The compliance with SOLAS 95 Amendts regulation II-1/8-2
had to be achieved for all ships by October 2010.
4. Northwest Europe & Baltic regional Agreement
This agreement, also called Stockholm Regional Agreement, includes specific stability
requirements in damage condition taking into account a certain height of water on
deck (maximum 50 cm) which may be lowered in accordance with:
• ship’s residual freeboard
• significant wave height in the area of ship’s operation
Compliance was required for all concerned vessels not later than 01rst October 2002.
C- THE 2005 AMENDMENTS
- Revision of SOLAS Chapter II-1 Parts A, B and B-1
Within the scope of the harmonization of the regulations for damage stability
calculations of passenger ships and cargo ships, SOLAS ch II-1 Parts A, B and B-1
have been revised with Resolution MSC.194 (80) in May 2005, and adopted in May
2005 (MSC 80).
The amendments are based on the "probabilistic" method of determining damage
stability, which is itself based on the detailed study of data collected by IMO relating
to collisions. Because it is based on statistical evidence concerning what actually
happens when ships collide, the probabilistic concept is believed to be more realistic
than the previously-used so called "deterministic" method.
In order to get a uniform application of the rules, explanatory notes for harmonized
application of revised SOLAS Ch II-1 have been developed. The last release was
issued by SLF 51 in July 2008 in Resolution MSC.281(85).
These new amendments are applicable to ships with keel laying date on/after the 01rst
of January 2009.
D- LATEST DEVELOPMENTS
- Application of Stockholm Agreement to other European countries:
The application of the Stockholm Agreement to European countries has now been
adopted in the EU directive 2003/25. Ships operating in area where the significant
wave height is equal or less than 1.5m are considered to comply with the Stockholm
Agreement. Existing ro-ro passenger ships not complying with SOLAS 90 on 17 may
2003, will have to comply with the Stockholm Agreement not later than 1st October
2010. Existing ro-ro passenger ships already complying with SOLAS 90 on 17 may
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APPENDIX 1
2003, will have to comply with the Stockholm Agreement not later than 1st October
2015. New ro-ro passenger ships will have to comply immediately with the Stockholm
Agreement. High speed craft as defined in Chapter X-1 of SOLAS Convention should
not be subject to the application of the Stockholm Agreement if they comply entirely
with the High Speed Craft Code of OMI.
- The International Code of Intact Stability 2008 (MSC.267 (85))
The 2008 IS Code is a revised version of the Intact Stability Code which was adopted
in 1993 by IMO Assembly resolution A.749(18) and later amended in 1998.
It entered into force on 1 July 2010
The 2008 IS Code present a full update of the previous IS Code including following:
• Criteria based on the best state-of-the-art concepts, taking into account sound design
and engineering principles and experience gained from operating ships
• Influences on intact stability such as the dead ship condition, wind on ships with
large windage area, rolling characteristics and severe seas.
This publication also presents Explanatory Notes to the 2008 IS Code, which are
intended to provide Administrations and the shipping industry with specific guidance
to assist in the uniform interpretation and application of the intact stability
requirements of the 2008 IS Code.
- Guidance for watertight doors which may be opened during navigation
The Circular MSC.1/Circ.1380 on “Guidance for watertight doors on passenger ships
which may be opened during navigation” was approved by the Committee at MSC 88.
The Guidance contains procedures for the determination of the impact of open
watertight doors on passenger ship survivability (floatability assessment) (appendix 1);
It is intended to assist Administrations in carefully considering the impact of open
watertight doors on ship operations and survivability when determining if a watertight
door may remain open during navigation for the safe and effective operation of the
ship's machinery or to permit passengers normally unrestricted access throughout the
passenger area. Guidance is also provided on when watertight doors may be opened or
should remain closed. It was clarified that the Guidance does not apply to special
purpose vessels (SPS).
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SAFETY ON RO-RO & PASSENGER SHIPS – REV 11
APPENDIX 2
SAFE RETURN TO PORT (SRTP)
DECEMBER 2006 AMENDMENTS - MSC 216 (82):
GENERALITY
In 2000 IMO started to work with the aim of evaluating whether the current regulations
were still adapted with respect to the growth in tonnage as well as to passenger capacity
of modern cruise vessels, and development of operation in more remote areas.
More than 50% of cruise ships presently under construction are of the over-panamax type
with a total number of persons onboard over 5,000, and a rescue operation concerning
such a great number of persons would be a unique challenge with very few chance of
total success.
Several amendments to SOLAS were adopted during the 82nd session of the Maritime
Safety Committee in December 2006 with the aim of improving prevention of casualty
but also to improve survivability of the vessels in the event of a casualty in order that
everybody may safely remain onboard while the vessel proceed to a safe port.
As per these amendments, passenger ships shall be able to proceed to a safe port under
their own power after a fire or a flooding casualty not exceeding a “casualty threshold”
defined in these new regulations. During this “safe return to port” (SRTP) period, all
persons onboard shall be accommodated in a “safe area” where basic services for their
safety and health are available. If the “casualty threshold” is exceeded, SOLAS now
requires some essential systems to be still operational for three hours in order to support
the “orderly evacuation” of the vessel, considering one entire main fire zone lost.
These new concepts of “casualty threshold”, “safe area”, “safe return to port” and
“orderly evacuation” have now to be applied to new ships having their keel laid on or
after 1 July 2010, and having a length of 120m or more, or having three or more Main
Vertical Zones (MVZ).
It is obvious that these so-called “safe return to port” rules have an impact on design, not
only on large cruise ships (as originally thought), but also on small or medium size cruise
ships and passenger ferries. Increased redundancy for propulsion, el-production and
steering systems as well as new adapted architecture of safety systems will certainly have
consequences on the design and most probably also on the cost.
The necessity to assess the capability of each concerned system to remain operational
after a flooding or a fire casualty will require new studies from the yards at a very early
stage of design, and will also need from the Administration or from the Class Societies
working on their behalf, a new system-based approach philosophy for the assessment of
the design taking into account the foreseen operational pattern of the vessel.
SAFE RETURN TO PORT REQUIREMENTS
As per new SOLAS regulation Ch II-2/21.1, passenger ships constructed on or after 1
July 2010 having a length of 120m or more, or having 3 or more main vertical fire zones,
shall comply with the provisions of regulation II-2/21.
SAFETY ON RO-RO & PASSENGER SHIPS – REV 11
APPENDIX 2
It is understood that all main vertical zones in the ship should be counted for the purpose
of this regulation, irrespective of whether they contain accommodation spaces or not.
Nevertheless, horizontal fire zone (special category and ro-ro spaces) should not be
included in this count of main vertical zones. Same applies to vertical fire zone
containing only tanks or void space (often the case for the most forward MVZ).
These new SOLAS amendments are introducing several new concepts which are detailed
in the next paragraphs, such as: “Casualty Threshold”, “Essential Systems”, “Safe Area”
and “Orderly Evacuation”.
New SOLAS regulations II-1/8-1, II-2/21 and II-2/22
- Ch II-1 Reg 8-1 requires that “essential systems” listed in Ch II-2/21.4 remain
operational after flooding of any single watertight compartment. It is important to note
that both internal compartments and compartments having a boundary to the sea are
concerned.
- Ch II-2 Reg 21 provides design criteria for a “safe return to port” of the ship under its
own propulsion after a fire casualty that does not exceed the “casualty threshold”. The
fire casualty threshold is defined in §21.3 as being the loss of the space of origin up to the
nearest A-class boundary if the space is protected by a fixed fire-fighting system, or the
loss of the space of origin and adjacent spaces up to the nearest A-class boundaries which
are not part of the space of origin.
As can be seen from the regulation text, the requirement was relatively vague and more
detailed explanatory documents were needed by the industry for a proper and uniform
implementation. Initial explanatory notes were developed by five leading classification
societies (BV, DNV, GL, LR and RINA) with the assistance of major European Shipyards
and some Operators, and were submitted by Italy and CLIA to the IMO Fire Protection
subcommittee in October 2008. After review by a correspondence group and drafting of a
proposal in April 2010 by IMO FP, the Maritime Safety Committee, at its eighty-seventh
session in May 2010, approved the Interim Explanatory Notes for the assessment of
passenger ship systems' capabilities after a fire or flooding casualty, to provide additional
guidance for the uniform implementation of SOLAS regulations II-1/8-1, II-2/21 and II2/22. These notes were published as interim explanatory notes in June 2010 as
MSC.1/Circ.1369.
Regarding extend of casualty threshold in the case of the space of origin not being
protected by a fixed fire-extinguishing system, the following interpretation was approved
with the explanatory notes:
Casualty threshold may include spaces one deck above (considering that fire is
spreading upwards, the deck below has been excluded from such extension).
Only spaces within the same Main Vertical Zone have to be considered.
“essential systems” which are required to ensure propulsion and maneuverability after a
casualty not exceeding the casualty threshold, and also to maintain safety in all parts of
the ship not affected by the casualty, as well as to ensure services needed to be available
in safe areas, are listed in § 4 of Regulation 21.
(text in italics refers to interpretations as per IMO.1/Circ 1369 and BV NR 598-2012):
These essential systems are:
49
SAFETY ON RO-RO & PASSENGER SHIPS – REV 11
APPENDIX 2
- Propulsion systems with their necessary auxiliaries
- Electrical power plant with their auxiliaries
- Steering systems with their power and control systems
- Systems for filling, transfer and service of fuel oil
Full redundancy for propulsion and electrical production will be required as well as for
steering system. Propulsion engines and electrical generators will have to be distributed
in two separate engine rooms, as well as main switchboards and all auxiliaries for
propulsion and electrical production. Two steering gear rooms have to be arranged and
fitted with a fixed extinguishing system if they are adjacent. Tunnel thruster is not to be
considered for emergency steering.
It has also to be taken care that necessary fuel for remaining main engine(s) and diesel
generators is still available in sufficient quantity for the whole safe return to port
operation. Operating pattern of the vessel will have an important impact on this last issue
as a worldwide cruise ship will have different need than a ferry certified for short
international voyages.
- Navigation systems
In case of casualty affecting the bridge, an alternative place shall be arranged where
essential equipment (fixed or portable) for navigation and detection of risk of collision
shall be available for the duration of SRTP. List of equipment to be available at this
alternative place is given in IMO.1/ Circ.1369.Add 1 of Dec 2012.
- Internal and external communication systems
P.A system shall remain operational in all main vertical zones not affected by the fire.
Portable communication system is acceptable for internal communication, provided
repeater system remains operational and charging facilities are available in more than
one main vertical zone.
- Fire main system
It is accepted to have the fire main isolated in the main fire zone affected by the casualty.
Affected main fire zone can then be served from hydrants of adjacent zones or watertight
compartment. Fire hoses may be extended for fire fighting within the affected main fire
zone using maximum two lengths of hoses from each hydrant.
Manual local start of remaining fire pumps may be accepted after a casualty.
- Fixed fire extinguishing systems
Lay-out of the sprinkler or equivalent system will have to be carefully reviewed and
pumps will have to be duplicated and installed in separate compartments. Each section
should not serve more than one deck in one main vertical zone.
CO2 total flooding extinguishing system capacity to be sufficient to protect the largest
and the second largest spaces.
- Fire and smoke detection system
Architecture of smoke detection system will have to be modified in order to remain
operational in spaces not directly affected by the fire casualty. It will be acceptable to
loose detection in maximum one deck in one fire zone.
- Bilge and ballast systems
Proper distribution of bilge and ballast pumps will be necessary, as well as careful
routing of the piping. Extra manual controlled section valves will be necessary when
crossing watertight compartment bulkheads to segregate any flooded compartment.
BV NR 598 §2.4: In case a compartment right above the tank top has been damaged by a
fire or flooding casualty, it is acceptable to loose the ballasting operation of the ballast
tank located right underneath this compartment. However, the ballasting operation
should remain available for all other ballast tanks.
- Watertight and semi-watertight doors
50
SAFETY ON RO-RO & PASSENGER SHIPS – REV 11
APPENDIX 2
Position indication of the doors shall remain available for any fire casualty within the
casualty threshold except for doors in the boundary of spaces directly affected by the
casualty.
- Flooding detection system as per SOLAS II-1/22-1 requirement
- Basic services to support “safe areas” as indicated in SOLAS II-2/21.5.1.2
Detailed in next paragraph
- Other systems deemed to be vital by the Administration for damage control
efforts.
BV NR 598 §2.1: The indication of the position of the doors within the main vertical
zones bulkheads that are part of the boundaries of the main vertical zones containing the
safe areas should be maintained after any fire casualty, as being part of safety system
covering the safe area.
“Safe area” is defined in II-2/21.5 as being generally any internal space(s) which is not
flooded and outside the main vertical zone affected by the fire. It shall provide all
occupants with the following basic services to ensure the health of all persons onboard
(text in italics refers to interpretations as per IMO.1/Circ 1369 and BV NR 598-2012):
- Sanitation
Minimum one toilet required for every 50 persons or fraction of.
BV NR 598 §3.2: The black and grey water systems are considered as part of the
sanitation systems and should remain available to serve the safe areas. Grey and black
waters may however be disposed of into the sea after a fire or flooding casualty
impairing the equipment for the treatment of these waters
- Water
Minimum 3 liters per person per day drinking water, plus water for food preparation and
hygiene.
BV NR 598 §3.3: The cold water distribution system should remain operable in all safe
areas during SRtP.The availability of the hot water distribution system is not required
during SRtP.
- Food
Food could be of any kind including dry food.
BV NR 598 §3.4: A sufficient quantity of food for SRtP with the full complement of the
ship should be permanently available on board. One food ration described in ISO
18831:2006, per person and per day (i.e. 10.000kJ equivalent to 2.500kCal) may be
acceptable for this purpose.
- Alternate space for medical care
The alternate space for medical care is to be in a different MVZ than the hospital, and to
have lighting and power supply from the emergency source of power.
- Shelter from the weather:
Internal spaces required unless otherwise accepted by the Administration
Use of exterior spaces as safe areas might be evaluated taking into account possible
current operation of the vessel in warm climates and short duration of SRTP operation.
- Means of preventing heat stress and hypothermia
Temperature within safe areas should be maintained in the range of 10° to 30°C.
- Lighting
Portable rechargeable battery operated lighting may be acceptable for use in spaces not
covered by the ship’s emergency lighting system.
- Ventilation
Minimum ventilation volume available should be not less than 4,5m3/H per person.
51
SAFETY ON RO-RO & PASSENGER SHIPS – REV 11
APPENDIX 2
The above list will require a number of systems to be possibly evaluated as essential
systems, in order to support these above listed basic services such as:
Black & grey water system (although it is accepted that grey and black water could
be disposed of into the sea during SRTP operation, as allowed by MARPOL Annex V,
Reg 3).
Potable water system
Refrigerating system and galley system
HVAC system (depending of the operation pattern of the vessel)
Lighting distribution.
It is well understood that Safe Areas should preferably be arranged in accommodation
spaces, and sizing could be based on the time needed for safe return to port operation.
Interpretation 42 of Circ.1369 is asking for a minimum space of 2m² per person for a
SRTP operation longer than 12 hours.
BV NR 598 §3.1: The area to be taken into consideration for the sizing of the safe areas
should not include the areas occupied by fixed furniture such as desks, bars etc.
An important issue related to the safe areas is the requirement asking for means of access
to life-saving appliances which shall be ensured from each safe area taking into account
that internal transit through the affected main vertical zone might not be possible. This
requirement will be achieved easily on cruise ships having embarkation deck running the
entire length of the vessel, but will have to be closely investigated for ferries or small and
medium size cruise ships where each main vertical zone do not have direct access to
external embarkation deck. For this purpose, it is accepted that external routes on upper
deck are considered to remain available also in the portion of the ship containing the main
vertical zone affected by the casualty.
“orderly evacuation” and abandonment of the ship if the casualty threshold is exceeded
are dealt with in Ch II-2 Reg 22 which provides design criteria for systems required to
remain operational during this period.
The following systems will then be required to remain operational for at least 3 hours in
all main vertical zones not affected by the casualty:
Fire main
Internal communication for passenger and crew notification and evacuation
External communication
Bilge system for removal of fire-fighting water
Lighting along escape routes, at assembly stations and embarkation stations
Guidance systems for evacuation (e.g. Low Location Lighting).
To achieve the above requirement, proper distribution of pumps for fire main and bilge
systems will have to be taken care of, as well as careful routing and protection of
concerned piping and cables.
BV NR 598 related to orderly evacuation:
- §4.3: It is recommended to store a sufficient number of life jackets at an outside
embarkation station to compensate for the possible loss of all life jackets stored inside
any one main vertical zone that may be considered lost under the provision of SOLAS II2/22.3.1.
- §4.4: The main and emergency sources of electrical power should be distributed in at
least two separate main vertical zones.
52
SAFETY ON RO-RO & PASSENGER SHIPS – REV 11
APPENDIX 2
It is important to remind that SOLAS Ch III Regulation 21.1.4 requirement stating that all
survival crafts shall be capable of being launched with their full complement of persons
within a period of 30 minutes from the time the abandon ship signal is given, remains
fully applicable.
Assessment of systems capabilities
Process of verification of the ship’s design with respect to Safe Return to Port
requirements is detailed in MSC.1/Circ.1369, and is primarily intended to be performed
with a system-based approach.
Documentation required for such assessment shall contain as a minimum the following:
Ship’s description
- Information about the intended area of operation and operating pattern in order to define
intended speed and maximum distance for safe return to port.
- The list of all systems considered as essential and subject to required assessment.
This list shall include as a minimum all systems referred to in SOLAS regs II-2/21.4 and
22.3 for “safe return to port” and “orderly evacuation”.
- The design criteria for each individual essential system or group of systems to achieve
compliance
e.g. separation, duplication, redundancy, protection or a combination of the above.
- Drawings showing basic lay-out of the vessels with necessary information
Drawings describing watertight boundaries, A-class fire boundaries, tank arrangement,
fire category of spaces, etc…
Submitted documents shall also show the spaces protected by fixed fire extinguishing
systems and spaces considered having negligible fire risk if any.
- Drawings showing location, arrangement and connections of essential systems, as well
as a description of their power supply.
- Criteria adopted for the selection of safe areas and intended locations.
Position and size of selected safe areas, as well as number of persons accommodated
during SRTP operation for each safe area in the different fire scenarii (each scenario
corresponding to one MVZ affected by a fire casualty).
- Data regarding the minimum speed vs. weather and sea conditions
e.g. results of model tank tests in sea keeping conditions including consideration of wind
forces.
Assessment of required ship system’s capabilities
The assessment method is detailed in MSC.1/Circ.1369 and consists in a two-steps study:
- Overall assessment of all essential systems:
This assessment is a systematic study of each essential system to demonstrate their
capability to remain operational after a flooding or fire casualty. Essential systems
identified as being fully redundant for all concerned casualties need not be further
analyzed.
Manual action by the crew may also be possible under certain conditions detailed in the
Circular.
If a system is identified during this overall study as having a possibility to fail to operate
as a consequence of a fire or flooding casualty not exceeding the casualty threshold, then
this system is considered as being “critical”.
If no critical system has been identified during this study, the overall assessment is
considered acceptable without the need for further study.
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SAFETY ON RO-RO & PASSENGER SHIPS – REV 11
APPENDIX 2
- Detailed assessment of critical systems:
Each identified critical system shall be subject to a detailed assessment. Such assessment
may require additional detailed information regarding installation of the equipment,
manual action required to restore the system’s functionality, and on any operational
procedure to be implemented to achieve the desired results.
Quantitative analysis may be required such as fire engineering analysis and/or fire testing,
failure mode effect analysis (FMEA) of a system or detailed analysis of possibility of
flooding of a particular compartment with its consequences on the system components.
If the system’s capability cannot be ascertained for all casualties not exceeding the
casualty threshold, the design will have to be modified and a new assessment will have to
be performed.
Final approval and documentation to be kept onboard
When the assessment of all essential systems’ capability to fulfill SRTP requirement has
been successfully completed, the assessment report together with the ship’s description
file can be submitted to the Administration or to the Classification Society acting on its
behalf for approval. Such approval will be valid taking into account the intended area of
operation and operating pattern as defined in the ship’s description.
During the vessel’s life, any changes in the ship’s design or in the way the vessel will be
operated, will have to be evaluated with respect to compliance with SRTP requirements.
Therefore documentation as listed in MSC.1/Circ1369 §7.4 will have to be kept onboard
and up-dated when necessary. This documentation shall include the ship’s file and the
assessment report, together with required operational information related to operation of
essential systems and availability of safe areas, and description of tests, inspection and
maintenance plan related to the concerned essential systems.
Ship’s description
re-design
Overall assessment of
all essential systems
Design found
acceptable
none
Any critical system
identified?
yes
Critical system
design principles
acceptable?
yes
no
yes
no
Detailed assessment of
critical systems
Performance of
all essential systems
acceptable?
Complete re-design
necessary ?
no
yes
Final design
(all essential systems incl. critical
systems if any)
Documentation and approval
Process flowchart for assessment of passenger ship system’s capabilities
for SRTP as shown in appendix 2 of MSC.1/Circ.1369
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SAFETY ON RO-RO & PASSENGER SHIPS – REV 11
APPENDIX 2
CONCLUSIONS
Based on experience gained from actual projects under certification by BV according to
subject SRTP regulation, the following issues can be highlighted:
- Impact of these SRTP rules is certainly more important on the design of small or
medium size passenger ships, and specially passenger ferries, than on larger cruise
vessels which were originally the main target. Most probably, totally new machinery
arrangements will be developed for ferries, when for large cruise ships (generally already
designed with two separate engine rooms) changes will mainly be related to necessary
SRTP duration because of their worldwide operation, and availability of needed services
in safe areas during this SRTP period.
- As shown above, approval will depend on how and where the vessel will be operated.
Therefore, eventual future operational changes should be as far as possible anticipated in
building specification in order to avoid difficult re-assessment of the vessel’s capability
to meet SRTP requirements in case of changes in operational areas or operational pattern.
- Overall assessment of all essential systems as described above has to be carried out at a
very early stage of the project to define appropriate solutions and avoid later important
changes in the design. Quality and degree of details of submitted documentation are of
great importance for an efficient and accurate review.
- The big challenge during systems assessment, but also during building of the ship, is the
control of routing of pipes and cables. Inspection procedures and extent of survey during
building period will have to be re-evaluated between all involved parties.
- SRTP documentation will have to be kept up-dated on board during the vessel’s life in
case of modification in the vessel’s design or in case of new operating pattern or
operational area. This documentation will also be needed in case of change of Flag to
provide necessary evidence of compliance with applicable SRTP rules.
- These new SRTP rules are certainly improving the safety level of passenger ship design
by imposing new requirements for higher survivability of these vessels.
- Based on work already performed on projects under progress, BV has established its
own understanding notes to provide some acceptable solutions to unclear issues.(BV Rule
Note NR 598)
55
NOTES
56
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