Bijlage 7 LY3 The Large Commercial Yacht Code

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

Exemptions should be granted only by the Administration.

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

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

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

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

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

Vessels the keels of which were laid or were at a similar stage of construction before the 1st October 2013 or the date of entry into force of the Maritime Labour Convention 2006 if that be sooner and which have and have been or are currently under survey to LY1 or LY2 may continue to be considered under the standards in force at the time of initial survey with the exception of the following which must comply with this version of the code:

All other vessels should be surveyed under this version of the Code.

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

Dimensions and construction materials of masts and spars and dimensions of standing rigging including connection to chain plates should be in accordance with the requirements or recommendations of one of the Classification Societies referred to in 4.3.1.1 or a recognised national or international standard.

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

Compliance with 4.5.2.1 and 4.5.2.2 should be confirmed by a design review and approval by one of the Classification Societies (e.g. Rig Design Certificate) which is assigned with the review of the rig.

The Maintenance Manual provided by the mast manufacturer should be reviewed and approved by the Classification Society which is assigned to review the rig design.

A physical survey on the rig stepping procedure and the rig behaviour during sea trials is to be carried out by or on behalf of the Classification Society that is involved with the classification of the vessel's hull.

Annual surveys on the vessel should include reviewing records and history of rig maintenance measures against the specifications provided by the maintenance manual.

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

Adequate means of reefing or shortening sail should be provided.

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

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

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

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

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

The skylight glazing material and its method of securing within the frame should meet an appropriate national or international standard. Recognised Classification Society rules for ‘ships’ are considered to meet these requirements. Where a recognised Classification Society produces alternative rules for ‘pleasure vessels’ or ‘yachts’, these are considered appropriate for Short Range Yachts. A minimum of one portable cover for each size of glazed opening should be provided which can be accessed rapidly and efficiently secured in the event of a breakage of the skylight.

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

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

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

Proposals to fit large portlights (i.e. greater than 0.16 M²) in the main hull below the level of the freeboard deck will be subject to special consideration and approval by the Administration, having regard for their location and strength and their supporting structure and, the availability of strong protective covers for them. One item of the special consideration should be operational instructions to the Master as to when the strong protective covers must be fitted.

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

Windows should be of strength appropriate to their location in the vessel and meet the requirements of BSMA 25 or equivalent international standard. Recognised Classification Society rules for ‘ships’ are considered to meet these requirements. Where a recognised Classification Society produces alternative rules for ‘pleasure vessels’ or ‘yachts’, these are considered appropriate for Short Range Yachts. With regard to structural fire protection, the requirements for the construction of certain windows should meet the requirements of 14A and 14B.

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

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

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

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

Windows should not be fitted in the main hull below the level of the freeboard deck.

For all vessels, other than Short Range Yachts, storm shutters (strong protective covers with fittings) are required for all windows in the front and sides of first tier and front windows of the second tier of superstructures or weathertight deckhouses above the freeboard deck.

Where windows are of laminated construction and their equivalent toughened safety glass thickness exceeds the requirements of the applied standard specified in 5.5.1 by a minimum of 30%, storm shutters need not be carried, but a blanking plate(s) is to be provided (a plate capable of being fixed over a broken window) so that any window opening may be sealed in the event of glass failure. For windows subject to test in accordance with 5.5.2 only blanking plates are required. When storm shutters are interchangeable port and starboard, a minimum of 50% of each size should be provided.

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

Adequate ventilation is to be provided throughout the vessel. The accommodation is to be protected from the entry of gas and/or vapour fumes from machinery, exhaust and fuel systems, where machinery exhaust systems pass though accommodation they should be fitted in a gas tight trunk or each space should be fitted with a carbon monoxide detector, having an alarm provided locally and at a continuously manned station.

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

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

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

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

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

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

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

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

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

Underwater lights and associated penetrations fitted in the hull should be approved by the Classification Society.

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

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

Where the use of plastic piping is proposed, it will be considered and full details of the type of piping, its intended location, and use, should be submitted for approval; with regard to watertight integrity, any plastic piping should be above the waterline. Due regard should be paid to the IMO Fire Test Procedures Code, and 14A.2.3.4 or 14B.2.11.6.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Launching stations should be in such positions as to ensure safe launching having particular regard to clearance from the propeller and steeply overhanging portions of the hull and so that, as far as possible, the rescue boat can be launched down the straight side of the ship whilst maintaining minimum speed to keep a course.

If stowed forward the launching appliance and rescue boat should be entirely located in a sheltered position abaft the vertical extension of the aft most portion of the collision bulkhead.

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

If the adult lifejackets provided are not designed to fit persons weighing up to 140kg and with a chest girth of up to 1,750 mm, a sufficient number of suitable accessories as may be required to provide a lifejacket for each such person should be available on board to allow them to be secured to such persons.

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

One SOLAS approved child lifejacket or infant lifejacket should be provided for each child or infant onboard.

One approved immersion suit should be provided for each person onboard, these may be of the non-insulated type.

Due consideration should be given to the provision of appropriate immersion/thermal protection for children and infants carried on board.

For cold water areas of operation, the insulated type should be carried. Reference to Resolution IMO MSC Circular 1046 should be made for assessment of thermal protection.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Wooden benches are permitted.

The sauna door should open outwards by pushing.

Electrically heated ovens should be provided with a timer.

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

The perimeter of the steam room may include changing rooms, showers and toilets.

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

If a steam generator of more than 5 kW is contained within the perimeter, the suite boundary should be constructed to an A-0 standard, or B-0 for Short Range Yachts. If a steam generator of more than 5 kW is not contained within the perimeter the steam generator should be protected by A-0 standard divisions, or B-0 for Short Range Yachts and pipes leading to the discharge nozzles should be lagged.

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

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

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

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

The purpose of this section is to contain a fire in the space of origin. For this purpose, the following functional requirements should be met:

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

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

The arrangement of the vessel should be such that all compartments are provided with a satisfactory means of escape. In the case of the accommodation, two means of escape from every restricted space or group of spaces should be provided. Concealed escapes and escape routes are to be clearly marked to ensure ready exit. Category ‘A’ machinery spaces on motor vessels should also be provided with a minimum of two means of escape. Other machinery spaces should also have at least two means of escape as widely separated as possible, except where the small size of the machinery space makes it impracticable.

Lifts are not considered as forming a means of escape.

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

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

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

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

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

All such divisions may be faced with combustible materials

All corridor bulkheads, where not required to be ‘A’ class should be ‘B’ class divisions which should extend from deck to deck except:

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

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

The following requirements should govern application of the tables:

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

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

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

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

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

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

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

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

Such doors and door frames should be constructed of steel or other equivalent material.

Sliding steel watertight doors need not be insulated.

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

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

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

Doors and door frames in ‘B’ class divisions and means of securing them should provide a method of closure which should have resistance to fire as far as practical equivalent to that of the divisions except that a ventilation opening may be permitted in the lower portion of such doors. When such an opening is in or under a door the total net area of the opening(s) should not exceed 0.05m².

When such an opening is cut in a door it should be fitted with a grill made of non- combustible material. Doors should be noncombustible or of substantial construction.

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

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

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

In accommodation and service spaces, control stations, corridors and stairways:

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

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

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

When gaseous fuel is used for domestic purposes, the arrangements for the storage, distribution and utilisation of the fuel should be such that, having regard to the hazards of fire and explosion which the use of such fuel may entail, the safety of the vessel and the persons onboard are preserved. In particular, open flame gas appliances provided for cooking, heating or any other purposes, should comply with the requirements of EC directive 90/396/EEC or equivalent and, the installation of open flame gas appliances should comply with the appropriate provisions of Section 14A.5.

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

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

The following surfaces should be low flame spread:

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

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

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

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

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

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

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

Except when a fully addressable fire detection system is fitted, suspended textile materials such as curtains and drapes should be approved in accordance with the IMO FTP Code, Annex 1, Part 7, or an equivalent standard, acceptable to the Administration. 14B.2.11.12 Upholstery, bedding components and suspended textiles required to comply with the IMO FTP code or an equivalent standard are to be clearly labelled by the manufacturer stating the standard that they meet and any washing or cleaning instructions needed to maintain their fire resistance. These labels are not to be removed.

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

Ventilation ducts should be of non-combustible material. Short ducts, however, not generally exceeding 2m in length and with a cross-section not exceeding 0.02m² need not be non-combustible, subject to the following conditions:

Where ventilation ducts with a free cross-sectional area exceeding 0.02m² pass through class ‘A’ bulkheads or decks, the opening should be lined with a steel sheet sleeve unless the ducts passing through the bulkheads or decks are of steel in the vicinity of passage through the deck or bulkhead and the ducts and sleeves should comply in this part with the following:

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

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

Ventilation ducts with a free cross-sectional area exceeding 0.02m² passing through ‘B’ class bulkheads should be lined with steel sheet sleeves of 900mm in length divided preferably into 450mm on each side of the bulkheads, unless the duct is of steel for this length.

For a control station outside machinery spaces and other normally manned control stations, practical measures should be taken to ensure that ventilation, visibility and freedom from smoke are maintained so that, in the event of fire, the machinery and equipment contained in the control station may be supervised and continue to function effectively. Alternative and separate means of air supply should be provided; air inlets of the two sources of supply should be so disposed that the risk of both inlets drawing in smoke simultaneously is minimized. These requirements need not apply to control stations situated on, and opening on to, an open deck, or where local closing arrangements would be equally effective.

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

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

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

Power ventilation of accommodation spaces, service spaces, control stations and machinery spaces should be capable of being stopped from an easily accessible position outside the space being served. This position should not be readily cut off in the event of a fire in the spaces served. The means provided for stopping the power ventilation of a machinery space should be entirely separate from the means provided for stopping ventilation of other spaces.

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

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

Ventilation systems serving Category ‘A’ machinery spaces are to be independent of systems serving other spaces.

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

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

Ventilation openings may be fitted in and under the lower parts of cabin and public space doors in corridor bulkheads. The total net area of any such openings is not to exceed 0.05m2.

For spaces containing vehicles or craft with fuel in their tanks or lockers storing such fuels, see 14.1.5. For additional requirements for the ventilation of domestic gaseous fuel, see 14A.5.

Ducts provided for exhaust ventilation from tumble driers are to be fitted with suitable located cleaning and inspection openings.

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

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

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

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

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

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

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

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

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

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

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

The power driven fire pump should have a capacity of

where:

L = the length

B = the greatest moulded breadth

D = the moulded depth measured to the bulkhead deck at amidships.

When discharging at full capacity through 2 adjacent fire hydrants, the pump should be capable of maintaining a water pressure of 0.2N/mm² at any hydrant, provided the fire hose can be effectively controlled at this pressure.

The second fire pump, which may be portable, should have a capacity of at least 80% of that required by 15A.2.2.1 and be capable of input to the fire main. A permanent sea connection, external to the machinery space, should be provided. ‘Throw-over’ sea suctions are not acceptable.

Each centrifugal fire pump should be provided with a non-return valve in the connection to the fire main.

A fire main, water service pipes and fire hydrants should be fitted.

The fire main and water service pipe connections to the hydrants should be sized for the maximum discharge rate of the pump(s) connected to the main.

The fire main, water service pipes and fire hydrants should be constructed such that they will:

When a fire main is supplied by 2 pumps, 1 in the machinery space and 1 elsewhere, provision should be made for isolation of the fire main within the machinery space and for the second pump to supply the fire main and hydrants external to the machinery space. Isolation valve(s) should be manually operated valves fitted outside the machinery space in a position easily accessible in the event of a fire.

The fire main should have no permanent connections other than those necessary for fire fighting or washing down.

Fire hydrants should be located for easy attachment of fire hoses, protected from damage and distributed so that a single length of the fire hoses provided can reach any part of the vessel.

Fire hydrants should be fitted with valves that allow a fire hose to be isolated and removed when a fire pump is operating.

Fire hoses should not exceed 20 metres in length, and generally, the diameter for use with a powered pump should not be less than 38mm.

Fire hoses and associated tools and fittings should be kept in readily accessible and known locations, close to the hydrants or connections on which they will be used. Hoses supplied from a powered pump should have jet/spray nozzles (incorporating a shut-off facility) of diameter 19mm, 16mm or 12mm depending on fire fighting purposes. For accommodation and service spaces, the diameter of nozzles need not exceed 12mm. For machinery spaces and exterior locations, the nozzle size should be as to obtain the maximum discharge possible from two jets at the pressure referred to in 15A.2.2.1, from the smallest pump.

Hydrants or connections in interior locations on the vessel should have hoses connected at all times. For use within accommodation and service spaces, proposals to provide a smaller diameter of hoses and jet/spray nozzles will be considered.

The number of fire hoses and nozzles provided should correspond to the functional fire safety requirements, but be at least 3.

The number, location, fire extinguishing medium type and capacity should be selected according to the perceived fire risk, but for each deck, one portable extinguisher should be available for use within a distance of 10m from any location. A minimum of at least 3 portable fire extinguishers should be provided. As far as practical, the fire extinguishers provided should have a uniform method of operation and should be of an approved 5kg/9 litre type and capacity.

Portable fire extinguishers of the carbon dioxide type should not be located or provided for use in accommodation spaces.

Except for portable extinguishers provided in connection with a specific hazard within a space when it is manned (such as a galley), portable extinguishers generally should be located external to, but adjacent to, the entrance of the space(s) in which they will be used. Extinguishers should be stowed in readily accessible and marked locations.

Spare charges should be provided onboard for at least 50% of each type and capacity of portable fire extinguisher onboard. When an extinguisher is not of a type which is rechargeable when the vessel is at sea, an additional portable fire extinguisher of the same type (or its equivalent) should be provided.

In a category A machinery space containing internal combustion type machinery, fire appliances should be provided at least to the extent listed in item 7 of Table 1 — Fire Appliances.

In a machinery space containing an oil fired boiler, oil fuel settling tank or oil fuel unit, a fixed fire extinguishing system complying with the IMO Fire Safety Systems Code should be installed.

Portable fire extinguishers should be installed and the number, location, fire extinguishing medium type and capacity should be selected according to the perceived fire risk in the space. (Spare charges or spare extinguishers should be provided per 15A.2.5.4.) In any case, portable fire extinguishers for extinguishing oil fires should be fitted: