Internationaal Verdrag voor de beveiliging van mensenlevens op zee, 1974

(a). Unless expressly provided otherwise, the present Regulations apply only to ships engaged on international voyages.
(b). The classes of ships to which each Chapter applies are more precisely defined, and the extent of the application is shown, in each Chapter.

For the purpose of this chapter, unless expressly provided otherwise, the following definitions shall apply:
1. IMSBC Code means the International Maritime Solid Bulk Cargoes (IMSBC) Code adopted by the Maritime Safety Committee of the Organization by resolution MSC.268(85), as may be amended by the Organization, provided that such amendments are adopted, brought into force and take effect in accordance with the provisions of article VIII of the present Convention concerning the amendment procedures applicable to the Annex other than chapter I.
2. Solid bulk cargo means any cargo, other than liquid or gas, consisting of a combination of particles, granules or any larger pieces of material generally uniform in composition, which is loaded directly into the cargo spaces of a ship without any intermediate form of containment.

The carriage of solid bulk cargoes other than grain shall be in compliance with the relevant provisions of the IMSBC Code.

For the purpose of the present Regulations, unless expressly provided otherwise:
(a) “Regulations” means the Regulations contained in the Annex to the present Convention.
(b) “Administration” means the Government of the State whose flag the ship is entitled to fly.
(c) “Approved” means approved by the Administration.
(d) “International voyage” means a voyage from a country to which the present Convention applies to a port outside such country, or conversely.
(e) A passenger is every person other than: (i) the master and the members of the crew or other persons employed or engaged in any capacity on board a ship on the business of that ship; and
(ii) a child under one year of age.
(i) the master and the members of the crew or other persons employed or engaged in any capacity on board a ship on the business of that ship; and
(ii) a child under one year of age.
(f) A passenger ship is a ship which carries more than twelve passengers.
(g) A cargo ship is any ship which is not a passenger ship.
(h) A tanker is a cargo ship constructed or adapted for the carriage in bulk of liquid cargoes of an inflammable*“Inflammable” has the same meaning as “flammable”. nature.
(i) A fishing vessel is a vessel used for catching fish, whales, seals, walrus or other living resources of the sea.
(j) A nuclear ship is a ship provided with a nuclear power plant.
(k) “New ship” means a ship the keel of which is laid or which is at a similar stage of construction on or after 25 May 1980.
(l) “Existing ship” means a ship which is not a new ship,
(m) A mile is 1,852 metres or 6,080 feet.
(n) “Age of a ship” means the elapsed period of time determined from the year of build as indicated on the ship's registry papers.
(n) “Anniversary date” means the day and the month of each year which will correspond to the date of expiry of the relevant certificate.

For cargo ships not subject to enhanced surveys under regulation XI-1/2, notwithstanding any other provisions, the intermediate and renewal surveys included in regulation I/10 may be carried out and completed over the corresponding periods as specified in the 2011 ESP Code, as may be amended, and the guidelines developed by the Organization, as appropriate.

(a). The present Regulations, unless expressly provided otherwise, do not apply to:
(i) Ships of war and troopships,
(ii) Cargo ships of less than 500 tons gross tonnage,
(iii) Ships not propelled by mechanical means,
(iv) Wooden ships of primitive build,
(v) Pleasure yachts not engaged in trade,
(vi) Fishing vessels.
(b). Except as expressly provided in Chapter V, nothing herein shall apply to ships solely navigating the Great Lakes of North America and the River St. Lawrence as far east as a straight line drawn from Cap des Rosiers to West Point, Anticosti Island and, on the north side of Anticosti Island, the 63rd Meridian.

1. This regulation applies to Companies and registered owners of ships to which chapter I applies.
2. For the purpose of this regulation, registered owner shall be as specified by the Administration and Company as defined in regulation IX/l.
3. Every Company and registered owner shall be provided with an identification number which conforms to the IMO Unique Company and Registered Owner Identification Number Scheme adopted by the Organization .
4. The Company identification number shall be inserted on the certificates and certified copies thereof issued under regulation IX/4 and section A/19.2 or A/19.4 of the ISPS Code.
5. This regulation shall take effect when the certificates referred to in paragraph 4 are issued or renewed on or after 1 January 2009.

1. This regulation shall apply to oil tankers of 150 m in length and above and to bulk carriers of 150 m in length and above, constructed with single deck, top-side tanks and hopper side tanks in cargo spaces, excluding ore carriers and combination carriers:
.1. for which the building contract is placed on or after 1 July 2016;
.2. in the absence of a building contract, the keels of which are laid or which are at a similar stage of construction on or after 1 July 2017; or
.3. the delivery of which is on or after 1 July 2020.
2. Ships shall be designed and constructed for a specified design life to be safe and environmentally friendly, when properly operated and maintained under the specified operating and environmental conditions, in intact and specified damage conditions, throughout their life.
2.1. Safe and environmentally friendly means the ship shall have adequate strength, integrity and stability to minimize the risk of loss of the ship or pollution to the marine environment due to structural failure, including collapse, resulting in flooding or loss of watertight integrity.
2.2. Environmentally friendly also includes the ship being constructed of materials for environmentally acceptable recycling.
2.3. Safety also includes the ship's structure, fittings and arrangements providing for safe access, escape, inspection and proper maintenance and facilitating safe operation.
2.4. Specified operating and environmental conditions are defined by the intended operating area for the ship throughout its life and cover the conditions, including intermediate conditions, arising from cargo and ballast operations in port, waterways and at sea.
2.5. Specified design life is the nominal period that the ship is assumed to be exposed to operating and/or environmental conditions and/or the corrosive environment and is used for selecting appropriate ship design parameters.
However, the ship's actual service life may be longer or shorter depending on the actual operating conditions and maintenance of the ship throughout its life cycle.
3. The requirements of paragraphs 2 to 2.5 shall be achieved through satisfying applicable structural requirements of an organization which is recognized by the Administration in accordance with the provisions of regulation XI-1/1, or national standards of the Administration, conforming to the functional requirements of the Goal-based Ship Construction Standards for Bulk Carriers and Oil Tankers.
4. A Ship Construction File with specific information on how the functional requirements of the Goal-based Ship Construction Standards for Bulk Carriers and Oil Tankers have been applied in the ship design and construction shall be provided upon delivery of a new ship, and kept on board the ship and/or ashoreand updated as appropriate throughout the ship's service. The contents of the Ship Construction File shall, at least, conform to the guidelines developed by the Organization.

1. Paragraph 3 shall apply to crude oil tankers, as defined in regulation 1 of Annex I to the International Convention for the Prevention of Pollution from Ships, 1973, as modified by the Protocol of 1978 relating thereto, of 5,000 tonnes deadweight and above:
.1. for which the building contract is placed on or after 1 January 2013; or
.2. in the absence of a building contract, the keels of which are laid or which are at a similar stage of construction on or after 1 July 2013; or
.3. the delivery of which is on or after 1 January 2016.
2. Paragraph 3 shall not apply to combination carriers or chemical tankers as defined in regulations 1 of Annexes I and II, respectively, to the International Convention for the Prevention of Pollution from Ships, 1973, as modified by the Protocol of 1978 relating thereto. For the purpose of this regulation, chemical tankers also include chemical tankers certified to carry oil.
3. All cargo oil tanks of crude oil tankers shall be:
.1. coated during the construction of the ship in accordance with the Performance standard for protective coatings for cargo oil tanks of crude oil tankers, adopted by the Maritime Safety Committee by resolution MSC.288(87), as may be amended by the Organization, provided that such amendments are adopted, brought into force and take effect in accordance with the provisions of article VIII of the present Convention concerning the amendment procedures applicable to the Annex other than chapter I; or
.2. protected by alternative means of corrosion protection or utilization of corrosion resistance material to maintain required structural integrity for 25 years in accordance with the Performance standard for alternative means of corrosion protection for cargo oil tanks of crude oil tankers, adopted by the Maritime Safety Committee by resolution MSC.289(87), as may be amended by the Organization, provided that such amendments are adopted, brought into force and take effect in accordance with the provisions of article VIII of the present Convention concerning the amendment procedures applicable to the Annex other than chapter I.
4. The Administration may exempt a crude oil tanker from the requirements of paragraph 3 to allow the use of novel prototype alternatives to the coating system specified in paragraph 3.1, for testing, provided they are subject to suitable controls, regular assessment and acknowledgement of the need for immediate remedial action if the system fails or is shown to be failing. Such exemption shall be recorded on an exemption certificate.
5. The Administration may exempt a crude oil tanker from the requirements of paragraph 3 if the ship is built to be engaged solely in the carriage of cargoes and cargo handling operations not causing corrosion. Such exemption and conditions for which it is granted shall be recorded on an exemption certificate.

1. This regulation shall apply to ships of 1,600 gross tonnage and above:
.1 for which the building contract is placed on or after 1 July 2014; or
.2 in the absence of a building contract, the keels of which are laid or which are at a similar stage of construction on or after 1 January 2015; or
.3 the delivery of which is on or after 1 July 2018,
unless the Administration deems that compliance with a particular provision is unreasonable or impractical.
2. On ships delivered before 1 July 2018 and:
.1 contracted for construction before 1 July 2014 and the keels of which are laid or which are at a similar stage of construction on or after 1 January 2009; or
.2 in the absence of a building contract, the keels of which are laid or which are at a similar stage of construction on or after 1 January 2009 but before 1 January 2015,
measures shall be taken to reduce machinery noise in machinery spaces to acceptable levels as determined by the Administration. If this noise cannot be sufficiently reduced the source of excessive noise shall be suitably insulated or isolated or a refuge from noise shall be provided if the space is required to be manned. Ear protectors shall be provided for personnel required to enter such spaces, if necessary.
3. Ships shall be constructed to reduce onboard noise and to protect personnel from the noise in accordance with the Code on noise levels on board ships, adopted by the Maritime Safety Committee by resolution MSC.337(91), as may be amended by the Organization, provided that such amendments are adopted, brought into force and take effect in accordance with the provisions of Article VIII of the present Convention concerning the amendment procedures applicable to the annex other than chapter I. For the purpose of this regulation, although the Code on noise levels on board ships is treated as a mandatory instrument, recommendatory parts as specified in chapter I of the Code shall be treated as non-mandatory, provided that amendments to such recommendatory parts are adopted by the Maritime Safety Committee in accordance with its Rules of Procedure.
4. Notwithstanding the requirements of paragraph 1, this regulation does not apply to types of ships listed in paragraph 1.3.4 of the Code on noise levels on board ships.

1. Application
1.1 Unless expressly provided otherwise, this regulation shall apply to lifting appliances and anchor handling winches, and loose gear utilized with the lifting appliances and the anchor handling winches.
1.2 Notwithstanding the above, this regulation does not apply to: .1 lifting appliances on ships certified as MODUs;
.2 lifting appliances used on offshore construction ships, such as pipe/cable laying/repair or offshore installation vessels, including ships for decommissioning work, which comply with standards acceptable to the Administration;
.3 integrated mechanical equipment for opening and closing hold hatch covers; and
.4 life-saving launching appliances complying with the International Life-Saving Appliance (LSA) Code.
.1 lifting appliances on ships certified as MODUs;
.2 lifting appliances used on offshore construction ships, such as pipe/cable laying/repair or offshore installation vessels, including ships for decommissioning work, which comply with standards acceptable to the Administration;
.3 integrated mechanical equipment for opening and closing hold hatch covers; and
.4 life-saving launching appliances complying with the International Life-Saving Appliance (LSA) Code.
1.3 The Administration shall determine to what extent the provisions of paragraphs 2.1 and 2.4 do not apply to lifting appliances which have a safe working load below 1,000 kg.
2. Design, construction and installation
2.1 Lifting appliances installed on or after 1 January 2026 shall be: .1 designed, constructed and installed in accordance with the requirements of a classification society which is recognized by the Administration in accordance with the provisions of regulation XI-1/1 or standards acceptable to the Administration which provide an equivalent level of safety; and
.2 load tested and thoroughly examined after installation and before being taken into use for the first time and after repairs, modifications or alterations of major character.
.1 designed, constructed and installed in accordance with the requirements of a classification society which is recognized by the Administration in accordance with the provisions of regulation XI-1/1 or standards acceptable to the Administration which provide an equivalent level of safety; and
.2 load tested and thoroughly examined after installation and before being taken into use for the first time and after repairs, modifications or alterations of major character.
2.2 Anchor handling winches installed on or after 1 January 2026 shall be designed, constructed, installed and tested to the satisfaction of the Administration, based on the Guidelines developed by the Organization.
2.3 Lifting appliances installed on or after 1 January 2026 shall be permanently marked and provided with documentary evidence for the safe working load (SWL).
2.4 Lifting appliances installed before 1 January 2026 shall be tested and thoroughly examined, based on the Guidelines developed by the Organization and comply with paragraph 2.3 no later than the date of the first renewal survey on or after 1 January 2026.
2.5 Anchor handling winches installed before 1 January 2026 shall be tested and thoroughly examined, based on the Guidelines developed by the Organization no later than the date of the first renewal survey on or after 1 January 2026.
3. Maintenance, operation, inspection and testing
All lifting appliances and anchor handling winches, regardless of installation date, and all loose gear utilized with any lifting appliances and anchor handling winches, shall be operationally tested, thoroughly examined, inspected, operated and maintained, based on the Guidelines developed by the Organization.
4. Inoperative lifting appliances and anchor handling winches
Except as provided in regulation I/11(c), while all reasonable steps shall be taken to maintain lifting appliances, anchor handling winches and loose gear to which this regulation applies in working order, malfunctions of that equipment shall not be assumed as making the ship unseaworthy or as a reason for delaying the ship in ports, provided that action has been taken by the master to take the inoperative lifting appliance or anchor handling winch into account in planning and executing a safe voyage.

1. De paragrafen 2 en 4 van dit voorschrift zijn van toepassing op schepen met een brutotonnage van ten minste 500 ton: .1 waarvoor het bouwcontract wordt afgesloten op of na 1 juli 2008; of
.2 waarvan, bij ontbreken van een bouwcontract, de kiel is gelegd of waarvan de bouw zich in een soortgelijk stadium bevindt op of na 1 januari 2009; of
.3 waarvan de oplevering plaatsvindt op of na 1 juli 2012.
.1 waarvoor het bouwcontract wordt afgesloten op of na 1 juli 2008; of
.2 waarvan, bij ontbreken van een bouwcontract, de kiel is gelegd of waarvan de bouw zich in een soortgelijk stadium bevindt op of na 1 januari 2009; of
.3 waarvan de oplevering plaatsvindt op of na 1 juli 2012.
2. Alle specifieke zeewaterballasttanks op schepen en ruimten met dubbele zijhuid op bulkcarriers met een lengte van 150 m of meer, moeten tijdens de bouw worden gecoat, in overeenstemming met de prestatienorm voor beschermende coatings voor specifieke zeewaterballasttanks op alle typen schepen en ruimten met dubbele zijhuid van bulkcarriers, aangenomen door de Maritieme Veiligheidscommissie bij resolutie MSC.215(82), als door de Organisatie kan worden gewijzigd, op voorwaarde dat deze wijzigingen worden aangenomen, in werking worden gesteld en van kracht worden overeenkomstig het bepaalde in artikel VIII van dit Verdrag betreffende de wijzigingsprocedures die van toepassing zijn op de Bijlage, met uitzondering van Hoofdstuk I.
3. Alle specifieke zeewaterballasttanks, aangebracht op olietankschepen en bulkcarriers die zijn gebouwd op of na 1 juli 1998, waarvoor het tweede lid niet van toepassing is, moeten voldoen aan de eisen van voorschrift II-1/3-2, aangenomen bij resolutie MSC.47(66).
4. Het onderhoud van het beschermende coatingsysteem moet worden opgenomen in het algemene onderhoudsschema van het schip. De doeltreffendheid van het beschermende coatingsysteem wordt gedurende de levensduur van een schip door de Administratie of door een door de Administratie erkende organisatie gecontroleerd, op basis van de doorde Organisatie ontwikkelde richtsnoeren.

1. Voor de toepassing van dit voorschrift en voorschrift 3-4 worden onder tankschepen verstaan olietankschepen als omschreven in voorschrift 2, chemicaliëntankschepen als omschreven in voorschrift VII/8.2 en gastankschepen als omschreven in voorschrift VII/11.2.
2. Ieder tankschip moet zijn uitgerust met middelen waarmee de bemanning ook onder zware weersomstandigheden veilig toegang kan verkrijgen tot de boeg. Deze toegangsmiddelen moeten door de Administratie overeenkomstig de door de Organisatie opgestelde richtsnoeren worden goedgekeurd.

1. Noodsleepvoorzieningen aan boord van tankschepen
1.1 Noodsleepvoorzieningen moeten worden aangebracht op het voorschip en op het achterschip van alle tankschepen met een draagvermogen van 20.000 ton of meer.
1.2 Voor tankschepen gebouwd op of na 1 juli 2002: .1 moeten de voorzieningen te allen tijde snel kunnen worden ingezet bij gebreke van de hoofdkrachtbron op het te slepen schip en eenvoudig aan het slepende schip kunnen worden bevestigd. Ten minste een van de noodsleepvoorzieningen moet voorgeïnstalleerd zijn voor snelle inzet; en
.2 moeten de noodsleepvoorzieningen op het voorschip en op het achterschip voldoende sterk zijn voor de omvang en het draagvermogen van het schip en de verwachte krachten bij slechte weersomstandigheden. Het ontwerp en de constructie alsmede de beproeving van het prototype van de noodsleepvoorziening moeten door de Administratie overeenkomstig de door de Organisatie opgestelde richtlijnen worden goedgekeurd.
.1 moeten de voorzieningen te allen tijde snel kunnen worden ingezet bij gebreke van de hoofdkrachtbron op het te slepen schip en eenvoudig aan het slepende schip kunnen worden bevestigd. Ten minste een van de noodsleepvoorzieningen moet voorgeïnstalleerd zijn voor snelle inzet; en
.2 moeten de noodsleepvoorzieningen op het voorschip en op het achterschip voldoende sterk zijn voor de omvang en het draagvermogen van het schip en de verwachte krachten bij slechte weersomstandigheden. Het ontwerp en de constructie alsmede de beproeving van het prototype van de noodsleepvoorziening moeten door de Administratie overeenkomstig de door de Organisatie opgestelde richtlijnen worden goedgekeurd.
1.3 Ten aanzien van tankschepen gebouwd vóór 1 juli 2002 moeten het ontwerp en de constructie alsmede de beproeving van het prototype van de noodsleepvoorziening door de Administratie overeenkomstig de door de Organisatie opgestelde richtlijnen worden goedgekeurd.
2. Noodsleepprocedures aan boord van schepen
2.1. Deze paragraaf is van toepassing op: .1 alle passagiersschepen, uiterlijk op 1 januari 2010;
.2 vrachtschepen gebouwd op of na 1 januari 2010; en
.3 vrachtschepen gebouwd voor 1 januari 2010, uiterlijk op 1 januari 2012.
.1 alle passagiersschepen, uiterlijk op 1 januari 2010;
.2 vrachtschepen gebouwd op of na 1 januari 2010; en
.3 vrachtschepen gebouwd voor 1 januari 2010, uiterlijk op 1 januari 2012.
2.2 Schepen moeten voorzien zijn van een op hun toegesneden noodsleepprocedure. Deze procedure moet aan boord van het schip zijn voor toepassing in noodsituaties en gebaseerd zijn op bestaande regelingen en de aan boord beschikbare uitrusting.
2.3 De procedure omvat: .1 tekeningen van het voor- en achterdek met mogelijke noodsleepvoorzieningen;
.2 een lijst van uitrusting aan boord die kan worden gebruikt voor noodsleep;
.3 communicatiemiddelen en -methoden; en
.4 modelprocedures ter vergemakkelijking van de voorbereiding op en uitvoering van noodsleepoperaties.
.1 tekeningen van het voor- en achterdek met mogelijke noodsleepvoorzieningen;
.2 een lijst van uitrusting aan boord die kan worden gebruikt voor noodsleep;
.3 communicatiemiddelen en -methoden; en
.4 modelprocedures ter vergemakkelijking van de voorbereiding op en uitvoering van noodsleepoperaties.

1. This regulation shall apply to materials used for the structure, machinery, electrical installations and equipment covered by the present Convention.
2. From 1 January 2011, for all ships, new installation of materials which contain asbestos shall be prohibited.

1. Application
1.1. Except as provided for in paragraph 1.2, this regulation applies to oil tankers of 500 gross tonnage and over and bulk carriers, as defined in regulation IX/1, of 20,000 gross tonnage and over, constructed on or after 1 January 2006.
1.2. Oil tankers of 500 gross tonnage and over constructed on or after 1 October 1994 but before 1 January 2005 shall comply with the provisions of regulation II-1/12-2 adopted by resolution MSC.27(61).
2. Means of access to cargo and other spaces
2.1. Each space shall be provided with means of access to enable, throughout the life of a ship, overall and close-up inspections and thickness measurements of the ship’s structures to be carried out by the Administration, the company, as defined in regulation IX/1, and the ship.’s personnel and others as necessary. Such means of access shall comply with the requirements of paragraph 5 and with the Technical provisions for means of access for inspections, adopted by the Maritime Safety Committee by resolution MSC.133(76), as may be amended by the Organization, provided that such amendments are adopted, brought into force and take effect in accordance with the provisions of article VIII of the present Convention concerning the amendment procedures applicable to the Annex other than chapter I.
2.2. Where a permanent means of access may be susceptible to damage during normal cargo loading and unloading operations or where it is impracticable to fit permanent means of access, the Administration may allow, in lieu thereof, the provision of movable or portable means of access, as specified in the Technical provisions, provided that the means of attaching, rigging, suspending or supporting the portable means of access forms a permanent part of the ship’s structure. All portable equipment shall be capable of being readily erected or deployed by ship’s personnel.
2.3. The construction and materials of all means of access and their attachment to the ship’s structure shall be to the satisfaction of the Administration. The means of access shall be subject to survey prior to, or in conjunction with, its use in carrying out surveys in accordance with regulation I/10.
3. Safe access to cargo holds, cargo tanks, ballast tanks and other spaces
3.1. Safe access to cargo holds, cofferdams, ballast tanks, cargo tanks and other spaces in the cargo area shall be direct from the open deck and such as to ensure their complete inspection. Safe access to double bottom spaces or to forward ballast tanks may be from a pump-room, deep cofferdam, pipe tunnel, cargo hold, double hull space or similar compartment not intended for the carriage of oil or hazardous cargoes.
3.2. Tanks, and subdivisions of tanks, having a length of 35 m or more, shall be fitted with at least two access hatchways and ladders, as far apart as practicable. Tanks less than 35 m in length shall be served by at least one access hatchway and ladder. When a tank is subdivided by one or more swash bulkheads or similar obstructions which do not allow ready means of access to the other parts of the tank, at least two hatchways and ladders shall be fitted.
3.3. Each cargo hold shall be provided with at least two means of access as far apart as practicable. In general, these accesses should be arranged diagonally, for example one access near the forward bulkhead on the port side, the other one near the aft bulkhead on the starboard side.
4. Ship structure access manual
4.1. A ship’s means of access to carry out overall and close-up inspections and thickness measurements shall be described in a Ship structure access manual approved by the Administration, an updated copy of which shall be kept on board. The Ship structure access manual shall include the following for each space: .1. plans showing the means of access to the space, with appropriate technical specifications and dimensions;
.2. plans showing the means of access within each space to enable an overall inspection to be carried out, with appropriate technical specifications and dimensions. The plans shall indicate from where each area in the space can be inspected;
.3. plans showing the means of access within the space to enable close-up inspections to be carried out, with appropriate technical specifications and dimensions. The plans shall indicate the positions of critical structural areas, whether the means of access is permanent or portable and from where each area can be inspected;
.4. instructions for inspecting and maintaining the structural strength of all means of access and means of attachment, taking into account any corrosive atmosphere that may be within the space;
.5. instructions for safety guidance when rafting is used for close-up inspections and thickness measurements;
.6. instructions for the rigging and use of any portable means of access in a safe manner;
.7. an inventory of all portable means of access; and
.8. records of periodical inspections and maintenance of the ship’s means of access.
.1. plans showing the means of access to the space, with appropriate technical specifications and dimensions;
.2. plans showing the means of access within each space to enable an overall inspection to be carried out, with appropriate technical specifications and dimensions. The plans shall indicate from where each area in the space can be inspected;
.3. plans showing the means of access within the space to enable close-up inspections to be carried out, with appropriate technical specifications and dimensions. The plans shall indicate the positions of critical structural areas, whether the means of access is permanent or portable and from where each area can be inspected;
.4. instructions for inspecting and maintaining the structural strength of all means of access and means of attachment, taking into account any corrosive atmosphere that may be within the space;
.5. instructions for safety guidance when rafting is used for close-up inspections and thickness measurements;
.6. instructions for the rigging and use of any portable means of access in a safe manner;
.7. an inventory of all portable means of access; and
.8. records of periodical inspections and maintenance of the ship’s means of access.
4.2. For the purpose of this regulation .critical structural areas. are locations which have been identified from calculations to require monitoring or from the service history of similar or sister ships to be sensitive to cracking, buckling, deformation or corrosion which would impair the structural integrity of the ship.
5. General technical specifications
5.1. For access through horizontal openings, hatches or manholes, the dimensions shall be sufficient to allow a person wearing a self-contained air-breathing apparatus and protective equipment to ascend or descend any ladder without obstruction and also provide a clear opening to facilitate the hoisting of an injured person from the bottom of the space. The minimum clear opening shall not be less than 600 mm x 600 mm. When access to a cargo hold is arranged through the cargo hatch, the top of the ladder shall be placed as close as possible to the hatch coaming. Access hatch coamings having a height greater than 900 mm shall also have steps on the outside in conjunction with the ladder.
5.2. For access through vertical openings, or manholes, in swash bulkheads, floors, girders and web frames providing passage through the length and breadth of the space, the minimum opening shall be not less than 600 mm x 800 mm at a height of not more than 600 mm from the bottom shell plating unless gratings or other foot holds are provided.
5.3. For oil tankers of less than 5,000 tonnes deadweight, the Administration may approve, in special circumstances, smaller dimensions for the openings referred to in paragraphs 5.1 and 5.2, if the ability to traverse such openings or to remove an injured person can be proved to the satisfaction of the Administration.

1. A set of as-built construction drawings and other plans showing any subsequent structural alterations shall be kept on board a ship constructed on or after 1 January 2007.
2. An additional set of such drawings shall be kept ashore by the Company, as defined in regulation IX/1.2.

1. Paragraphs 4 to 6 of this regulation apply to ships constructed on or after 1 January 2007.
2. Paragraphs 7 and 8 of this regulation only apply to ships:
.1 for which the building contract is placed on or after 1 January 2024; or
.2 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 2024; or
.3 the delivery of which is on or after 1 January 2027.
3. This regulation does not apply to towing arrangements provided in accordance with regulation 3-4.
4. Ships shall be provided with arrangements, equipment and fittings of sufficient safe working load to enable the safe conduct of all towing and mooring operations associated with the normal operation of the ship.
5. Arrangements, equipment and fittings provided in accordance with paragraph 4 above shall meet the appropriate requirements of the Administration or an organization recognized by the Administration under regulation I/6.
6. Each fitting or item of equipment provided under this regulation shall be clearly marked with any limitations associated with its safe operation, taking into account the strength of the supporting ship's structure and its attachment to it.
7. For ships of 3,000 gross tonnage and above, the mooring arrangement shall be designed, and the mooring equipment including lines shall be selected, in order to ensure occupational safety and safe mooring of the ship, based on the guidelines developed by the Organization. Ship-specific information shall be provided and kept on board.
8. Ships of less than 3,000 gross tonnage should comply with the requirement in paragraph 7 above as far as reasonably practicable, or with applicable national standards of the Administration.
9. For all ships, mooring equipment, including lines, shall be inspected and maintained in a suitable condition for their intended purposes.

1. Ships constructed on or after 1 January 2010 shall be provided with means of embarkation on and disembarkation from ships for use in port and in port related operations, such as gangways and accommodation ladders, in accordance with paragraph 2, unless the Administration deems that compliance with a particular provision is unreasonable orimpractical .
2. The means of embarkation and disembarkation required in paragraph 1 shall be constructed and installed based on the guidelines developed by the Organization .
3. For all ships the means of embarkation and disembarkation shall be inspected and maintained in suitable condition for their intended purpose, taking into account any restrictions related to safe loading. All wires used to support the means of embarkation and disembarkation shall be maintained as specified in regulation III/20.4.

In addition to the requirements contained elsewhere in the present regulations, ships shall be designed, constructed and maintained in compliance with the structural, mechanical and electrical requirements of a classification society which is recognized by the Administration in accordance with the provisions of regulation XI-1/1, or with applicable national standards of the Administration which provide an equivalent level of safety.

1. Paragraphs 2 and 4 of this regulation shall apply to ships of not less than 500 gross tonnage:
.1. for which the building contract is placed on or after 1 July 2008; or
.2. in the absence of a building contract, the keels of which are laid or which are at a similar stage of construction on or after 1 January 2009; or
.3. the delivery of which is on or after 1 July 2012.
2. All dedicated seawater ballast tanks arranged in ships and double-side skin spaces arranged in bulk carriers of 150 m in length and upwards shall be coated during construction in accordance with the Performance standard for protective coatings for dedicated seawater ballast tanks in all types of ships and double-side skin spaces of bulk carriers, adopted by the Maritime Safety Committee by resolution MSC.215(82), as may be amended by the Organization, provided that such amendments are adopted, brought into force and take effect in accordance with the provisions of article VIII of the present Convention concerning the amendment procedures applicable to the Annex other than chapter I.
3. All dedicated seawater ballast tanks arranged in oil tankers and bulk carriers constructed on or after 1 July 1998, for which paragraph 2 is not applicable, shall comply with the requirements of regulation II-1/3-2 adopted by resolution MSC.47(66).
4. Maintenance of the protective coating system shall be included in the overall ship’s maintenance scheme. The effectiveness of the protective coating system shall be verified during the life of a ship by the Administration or an organization recognized by the Administration, based on the guidelines developed by the Organization.

1. For the purpose of this regulation and regulation 3-4, tankers include oil tankers as defined in regulation 2, chemical tankers as defined in regulation VII/8.2 and gas carriers as defined in regulation VII/11.2.
2. Every tanker shall be provided with the means to enable the crew to gain safe access to the bow even in severe weather conditions. Such means of access shall be approved by the Administration based on the guidelines developed by the Organization.

1. Emergency towing arrangements on tankers
1.1 Emergency towing arrangements shall be fitted at both ends on board every tanker of not less than 20,000 tonnes deadweight.
1.2 For tankers constructed on or after 1 July 2002: .1 the arrangements shall, at all times, be capable of rapid deployment in the absence of main power on the ship to be towed and easy connection to the towing ship. At least one of the emergency towing arrangements shall be pre-rigged ready for rapid deployment; and
.2 emergency towing arrangements at both ends shall be of adequate strength taking into account the size and deadweight of the ship, and the expected forces during bad weather conditions. The design and construction and prototype testing of emergency towing arrangements shall be approved by the Administration, based on the Guidelines developed by the Organization .
.1 the arrangements shall, at all times, be capable of rapid deployment in the absence of main power on the ship to be towed and easy connection to the towing ship. At least one of the emergency towing arrangements shall be pre-rigged ready for rapid deployment; and
.2 emergency towing arrangements at both ends shall be of adequate strength taking into account the size and deadweight of the ship, and the expected forces during bad weather conditions. The design and construction and prototype testing of emergency towing arrangements shall be approved by the Administration, based on the Guidelines developed by the Organization .
1.3 For tankers constructed before 1 July 2002, the design and construction of emergency towing arrangements shall be approved by the Administration, based on the Guidelines developed by the Organization.
2. Emergency towing procedures on ships
2.1 This paragraph applies to: .1 all passenger ships, not later than 1 January 2010;
.2 cargo ships constructed on or after 1 January 2010; and
.3 cargo ships constructed before 1 January 2010, not later than 1 January 2012.
.1 all passenger ships, not later than 1 January 2010;
.2 cargo ships constructed on or after 1 January 2010; and
.3 cargo ships constructed before 1 January 2010, not later than 1 January 2012.
2.2 Ships shall be provided with a ship-specific emergency towing procedure. Such a procedure shall be carried aboard the ship for use in emergency situations and shall be based on existing arrangements and equipment available on board the ship.
2.3 The procedure shall include: .1 drawings of fore and aft deck showing possible emergency towing arrangements;
.2 inventory of equipment on board that can be used for emergency towing;
.3 means and methods of communication; and
.4 sample procedures to facilitate the preparation for and conducting of emergency towing operations.
.1 drawings of fore and aft deck showing possible emergency towing arrangements;
.2 inventory of equipment on board that can be used for emergency towing;
.3 means and methods of communication; and
.4 sample procedures to facilitate the preparation for and conducting of emergency towing operations.

(a). A ship which is not normally engaged on international voyages but which, in exceptional circumstances, is required to undertake a single international voyage may be exempted by the Administration from any of the requirements of the present Regulations provided that it complies with safety requirements which are adequate in the opinion of the Administration for the voyage which is to be undertaken by the ship.
(b). The Administration may exempt any ship which embodies features of a novel kind from any of the provisions of Chapters II-1, II-2, III and IV of these Regulations the application of which might seriously impede research into the development of such features and their incorporation in ships engaged on international voyages. Any such ship shall, however, comply with safety requirements which, in the opinion of that Administration, are adequate for the service for which it is intended and are such as to ensure the overall safety of the ship and which are acceptable to the Governments of the States to be visited by the ship. The Administration which allows any such exemption shall communicate to the Organization particulars of same and the reasons therefor which the Organization shall circulate to the Contracting Governments for their information.

The Maritime Safety Committee shall determine the criteria, procedures and arrangements for the evaluation, recognition, review and oversight of the provision of recognized mobile satellite services in the GMDSS pursuant to the provisions of this chapter.

(a). Where the present Regulations require that a particular fitting, material, appliance or apparatus, or type thereof, shall be fitted or carried in a ship, or that any particular provision shall be made, the Administration may allow any other fitting, material, appliance or apparatus, or type thereof, to be fitted or carried, or any other provision to be made in that ship, if it is satisfied by trial thereof or otherwise that such fitting, material, appliance or apparatus, or type thereof, or provision, is at least as effective as that required by the present Regulations.
(b). Any Administration which so allows, in substitution, a fitting, material, appliance or apparatus, or type thereof, or provision, shall communicate to the Organization particulars thereof together with a report on any trials made and the Organization shall circulate such particulars to other Contracting Governments for the information of their officers.

1. The master shall be supplied with such information to the satisfaction of the Administration as is necessary to enable him by rapid and simple processes to obtain accurate guidance as to the stability of the ship under varying conditions of service. A copy of the stability information shall be furnished to the Administration.
2. The information should include:
.1. curves or tables of minimum operational metacentric height (GM) and maximum permissible trim versus draught which assures compliance with the intact and damage stability requirements where applicable, alternatively corresponding curves or tables of the maximum allowable vertical centre of gravity (KG) and maximum permissible trim versus draught, or with the equivalents of either of these curves or tables;
.2. instructions concerning the operation of cross-flooding arrangements; and
.3. all other data and aids which might be necessary to maintain the required intact stability and stability after damage.
3. The intact and damage stability information required by regulation 5-1.2 shall be presented as consolidated data and encompass the full operating range of draught and trim. Applied trim values shall coincide in all stability information intended for use on board. Information not required for determination of stability and trim limits should be excluded from this information.
4. If the damage stability is calculated in accordance with regulation 6 to regulation 7-3 and, if applicable, with regulations 8 and 9.8, a stability limit curve is to be determined using linear interpolation between the minimum required GM assumed for each of the three draughts ds, dp and dl. When additional subdivision indices are calculated for different trims, a single envelope curve based on the minimum values from these calculations shall be presented. When it is intended to develop curves of maximum permissible KG it shall be ensured that the resulting maximum KG curves correspond with a linear variation of GM.
5. As an alternative to a single envelope curve, the calculations for additional trims may be carried out with one common GM for all of the trims assumed at each subdivision draught. The lowest values of each partial index As, Ap and Al across these trims shall then be used in the summation of the attained subdivision index A according to regulation 7.1. This will result in one GM limit curve based on the GM used at each draught. A trim limit diagram showing the assumed trim range shall be developed.
6. When curves or tables of minimum operational metacentric height (GM) or maximum allowable KG versus draught are not provided, the master shall ensure that the operating condition does not deviate from approved loading conditions, or verify by calculation that the stability requirements are satisfied for this loading condition.

1. The physical blending of bulk liquid cargoes during sea voyages is prohibited. Physical blending refers to the process whereby the ship’s cargo pumps and pipelines are used to internally circulate two or more different cargoes with the intent to achieve a cargo with a new product designation. This prohibition does not preclude the master from undertaking cargo transfers for the safety of the ship or protection of the marine environment.
2. The prohibition in paragraph 1 does not apply to the blending of products for use in the search and exploitation of seabed mineral resources on board ships used to facilitate such operations.
3. Any production process on board a ship during sea voyages is prohibited. Production processes refer to any deliberate operation whereby a chemical reaction between a ship’s cargo and any other substance or cargo takes place.
4. The prohibition in paragraph 3 does not apply to the production processes of cargoes for use in the search and exploitation of seabed mineral resources on board ships used to facilitate such operations.

a). The inspection and survey of ships, so far as regards the enforcement of the provisions of the present regulations and the granting of exemptions therefrom, shall be carried out by officers of the Administration. The Administration may, however, entrust the inspections and surveys either to surveyors nominated for the purpose or to organizations recognized by it.
b). An Administration nominating surveyors or recognizing organizations to conduct inspections and surveys as set forth in paragraph a) shall as a minimum empower any nominated surveyor or recognized organization to:
(i) require repairs to a ship;
(ii) carry out inspections and surveys if requested by the appropriate authorities of a port State.
The Administration shall notify the Organization of the specific responsibilities and conditions of the authority delegated to nominated surveyors or recognized organizations.
c). When a nominated surveyor or recognized organization determines that the condition of the ship or its equipment does not correspond substantially with the particulars of the certificate or is such that the ship is not fit to proceed to sea without danger to the ship, or persons on board, such surveyor or organization shall immediately ensure that corrective action is taken and shall in due course notify the Administration. If such corrective action is not taken the relevant certificate should be withdrawn and the Administration shall be notified immediately; and, if the ship is in the port of another Party, the appropriate authorities of the port State shall also be notified immediately. When an officer of the Administration, a nominated surveyor or a recognized organization has notified the appropriate authorities of the port State, the Government of the port State concerned shall give such officer, surveyor or organization any necessary assistance to carry out their obligations under this regulation. When applicable, the Government of the port State concerned shall ensure that the ship shall not sail until it can proceed to sea, or leave port for the purpose of proceeding to the appropriate repair yard, without danger to the ship or persons on board.
d). In every case, the Administration shall fully guarantee the completeness and efficiency of the inspection and survey, and shall undertake to ensure the necessary arrangements to satisfy this obligation.

(a). A passenger ship shall be subject to the surveys specified below:
(i) an initial survey before the ship is put in service;
(ii) a renewal survey once every 12 months, except where regulation 14 b), e), f) and g) is applicable;
(iii) additional surveys, as occasion arises.
(b). The surveys referred to above shall be carried out as follows:
(i) the initial survey shall include a complete inspection of the ship's structure, machinery and equipment, including the outside of the ship's bottom and the inside and outside of the boilers. This survey shall be such as to ensure that the arrangements, materials and scantlings of the structure, boilers and other pressure vessels and their appurtenances, main and auxiliary machinery, electrical installation, radio installations including those used in life-saving appliances, fire protection, fire safety systems and appliances, life-saving appliances and arrangements, shipborne navigational equipment, nautical publications, means of embarkation for pilots and other equipment fully comply with the requirements of the present regulations, and of the laws, decrees, orders and regulations promulgated as a result thereof by the Administration for ships of the service for which it is intended. The survey shall also be such as to ensure that the workmanship of all parts of the ship and its equipment is in all respects satisfactory, and that the ship is provided with the lights, shapes, means of making sound signals and distress signals as required by the provisions of the present regulations and the International Regulations for Preventing Collisions at Sea in force;
(ii) the renewal survey shall include an inspection of the structure, boilers and other pressure vessels, machinery and equipment, including the outside of the ship's bottom. The survey shall be such as to ensure that the ship, as regards the structure, boilers and other pressure vessels and their appurtenances, main and auxiliary machinery, electrical installation, radio installations including those used in life-saving appliances, fire protection, fire safety systems and appliances, life-saving appliances and arrangements, shipborne navigational equipment, nautical publications, means of embarkation for pilots and other equipment is in satisfactory condition and is fit for the service for which it is intended, and that it complies with the requirements of the present regulations and of the laws, decrees, orders and regulations promulgated as a result thereof by the Administration. The lights, shapes, means of making sound signals and distress signals carried by the ship shall also be subject to the above-mentioned survey for the purpose of ensuring that they comply with the requirements of the present regulations and of the International Regulations for Preventing Collisions at Sea in force;
(iii) an additional survey either general or partial, according to the circumstances, shall be made after a repair resulting from investigations prescribed in regulation 11, or whenever any important repairs or renewals are made. The survey shall be such as to ensure that the necessary repairs or renewals have been effectively made, that the material and workmanship of such repairs or renewals are in all respects satisfactory, and that the ship complies in all respects with the provisions of the present regulations and of the International Regulations for Preventing Collisions at Sea in force, and of the laws, decrees, orders and regulations promulgated as a result thereof by the Administration.
(c). (i) the laws, decrees, orders and regulations referred to in paragraph (b) of this regulation shall be in all respects such as to ensure that, from the point of view of safety of life, the ship is fit for the service for which it is intended;
(ii) they shall among other things prescribe the requirements to be observed as to the initial and subsequent hydraulic or other acceptable alternative tests to which the main and auxiliary boilers, connections, steam pipes, high pressure receivers and fuel tanks for internal combustion engines are to be submitted including the test procedures to be followed and the intervals between two consecutive tests.

1. The factor pi for a compartment or group of compartments shall be calculated in accordance with paragraphs 1.1 and 1.2 using the following notations:
j = the aftmost damage zone number involved in the damage starting with No.1 at the stern;
n = the number of adjacent damage zones involved in the damage;
k = is the number of a particular longitudinal bulkhead as barrier for transverse penetration in a damage zone counted from shell towards the centre line. The shell has k = 0;
x1 = the distance from the aft terminal of Ls to the aft end of the zone in question;
x2 = the distance from the aft terminal of Ls to the forward end of the zone in question;
b = the mean transverse distance in metres measured at right angles to the centreline at the deepest subdivision draught between the shell and an assumed vertical plane extended between the longitudinal limits used in calculating the factor pi and which is a tangent to, or common with, all or part of the outermost portion of the longitudinal bulkhead under consideration. This vertical plane shall be so orientated that the mean transverse distance to the shell is a maximum, but not more than twice the least distance between the plane and the shell. If the upper part of a longitudinal bulkhead is below the deepest subdivision draught the vertical plane used for determination of b is assumed to extend upwards to the deepest subdivision waterline. In any case, b is not to be taken greater than B/2.
If the damage involves a single zone only:
If the damage involves two adjacent zones:
If the damage involves three or more adjacent zones:
and where r(x1, x2, b0) = 0
1.1. The factor p(x1, x2) is to be calculated according to the following formulae: Overall normalized max damage length: Jmax = 10/33 Knuckle point in the distribution: Jkn = 5/33 Cumulative probability at Jkn: pk = 11/12 Maximum absolute damage length: lmax = 60 m Length where normalized distribution ends: L* = 260 m Probability density at J = 0: The non-dimensional damage length: The normalized length of a compartment or group of compartments: Jn is to be taken as the lesser of J and Jm 1.1.1. Where neither limits of the compartment or group of compartments under consideration coincides with the aft or forward terminals:
1.1.2. Where the aft limit of the compartment or group of compartments under consideration coincides with the aft terminal or the forward limit of the compartment or group of compartments under consideration coincides with the forward terminal:
1.1.3. Where the compartment or groups of compartments considered extends over the entire subdivision length (Ls):
1.1.1. Where neither limits of the compartment or group of compartments under consideration coincides with the aft or forward terminals:
1.1.2. Where the aft limit of the compartment or group of compartments under consideration coincides with the aft terminal or the forward limit of the compartment or group of compartments under consideration coincides with the forward terminal:
1.1.3. Where the compartment or groups of compartments considered extends over the entire subdivision length (Ls):
1.2. The factor r(x1, x2, b) shall be determined by the following formulae: where: 1.2.1. Where the compartment or groups of compartments considered extends over the entire subdivision length (Ls):
1.2.2. Where neither limits of the compartment or group of compartments under consideration coincides with the aft or forward terminals:
1.2.3. Where the aft limit of the compartment or group of compartments under consideration coincides with the aft terminal or the forward limit of the compartment or group of compartments under consideration coincides with the forward terminal:
1.2.1. Where the compartment or groups of compartments considered extends over the entire subdivision length (Ls):
1.2.2. Where neither limits of the compartment or group of compartments under consideration coincides with the aft or forward terminals:
1.2.3. Where the aft limit of the compartment or group of compartments under consideration coincides with the aft terminal or the forward limit of the compartment or group of compartments under consideration coincides with the forward terminal:

1. The factor si shall be determined for each case of assumed flooding, involving a compartment or group of compartments, in accordance with the following notations and the provisions in this regulation.
Θe is the equilibrium heel angle in any stage of flooding, in degrees;
Θv is the angle, in any stage of flooding, where the righting lever becomes negative, or the angle at which an opening incapable of being closed weathertight becomes submerged;
GZmax is the maximum positive righting lever, in metres, up to the angle θv;
Range is the range of positive righting levers, in degrees, measured from the angle θe. The positive range is to be taken up to the angle θv;
Flooding stage is any discrete step during the flooding process, including the stage before equalization (if any) until final equilibrium has been reached.
1.1. The factor si, for any damage case at any initial loading condition, di, shall be obtained from the formula: si = minimum { sintermediate,i or sfinal,i · smom,i } where: sintermediate,i is the probability to survive all intermediate flooding stages until the final equilibrium stage, and is calculated in accordance with paragraph 2; sfinal,i is the probability to survive in the final equilibrium stage of flooding. It is calculated in accordance with paragraph 3; smom,i is the probability to survive heeling moments, and is calculated in accordance with paragraph 4.
2. For passenger ships, and cargo ships fitted with cross-flooding devices, the factor sintermediate,i is taken as the least of the s-factors obtained from all flooding stages including the stage before equalization, if any, and is to be calculated as follows:
where GZmax is not to be taken as more than 0.05 m and Range as not more than 7°. sintermediate,i = 0, if the intermediate heel angle exceeds 15° for passenger ships and 30° for cargo ships.
For cargo ships not fitted with cross-flooding devices the factor sintermediate,i is taken as unity, except if the Administration considers that the stability in intermediate stages of flooding may be insufficient, it should require further investigation thereof.
For passenger and cargo ships, where cross-flooding devices are fitted, the time for shall not exceed 10 min.
3. The factor sfinal,i shall be obtained from the formula:
where:
GZmax is not to be taken as more than TGZmax;
Range is not to be taken as more than TRange;
TGZmax = 0.20 m, for ro-ro passenger ships each damage case that involves a ro-ro space,
TGZmax = 0.12 m, otherwise;
TRange = 20°, for ro-ro passenger ships each damage case that involves a ro-ro space,
TRange = 16°, otherwise;
K = 1 if θe≤ θmin
K = 0 if θe≥ θmax
K =
where:
θmin is 7° for passenger ships and 25° for cargo ships; and
θmax is 15° for passenger ships and 30° for cargo ships.
4. The factor smom,i is applicable only to passenger ships (for cargo ships smom,I shall be taken as unity) and shall be calculated at the final equilibrium from the formula:
where:
Displacement is the intact displacement at the respective draught (ds, dpor dl).
Mheel is the maximum assumed heeling moment as calculated in accordance with subparagraph 4.1; and
smom,i ≤ 1
4.1 The heeling moment Mheel is to be calculated as follows: Mheel = maximum (Mpassenger or Mwind or Msurvivalcraft) 4.1.1 Mpassenger is the maximum assumed heeling moment resulting from movement of passengers, and is to be obtained as follows: Mpassenger = (0.075 × Np) × (0.45 × B) (tm) where: Np is the maximum number of passengers permitted to be on board in the service condition corresponding to the deepest subdivision draught under consideration; and B is the breadth of the ship as defined in regulation 2.8. Alternatively, the heeling moment may be calculated assuming the passengers are distributed with 4 persons per square metre on available deck areas towards one side of the ship on the decks where muster stations are located and in such a way that they produce the most adverse heeling moment. In doing so, a weight of 75 kg per passenger is to be assumed.
4.1.2 Mwind is te maximum assumed wind moment acting in a damage situation: Mwind = (P × A × Z) / 9,806 (tm) where: P = 120 N/m2; A = projected lateral area above waterline; Z = distance from centre of lateral projected area above waterline to T/2; and T = respective draught (ds, dpor dl).
4.1.3 MSurvivalcraft is the maximum assumed heeling moment due to the launching of all fully loaded davit-launched survival craft on one side of the ship. It shall be calculated using the following assumptions: .1. all lifeboats and rescue boats fitted on the side to which the ship has heeled after having sustained damage shall be assumed to be swung out fully loaded and ready for lowering;
.2. for lifeboats which are arranged to be launched fully loaded from the stowed position, the maximum heeling moment during launching shall be taken;
.3. a fully loaded davit-launched liferaft attached to each davit on the side to which the ship has heeled after having sustained damage shall be assumed to be swung out ready for lowering;
.4. persons not in the life-saving appliances which are swung out shall not provide either additional heeling or righting moment; and
.5. life-saving appliances on the side of the ship opposite to the side to which the ship has heeled shall be assumed to be in a stowed position.
.1. all lifeboats and rescue boats fitted on the side to which the ship has heeled after having sustained damage shall be assumed to be swung out fully loaded and ready for lowering;
.2. for lifeboats which are arranged to be launched fully loaded from the stowed position, the maximum heeling moment during launching shall be taken;
.3. a fully loaded davit-launched liferaft attached to each davit on the side to which the ship has heeled after having sustained damage shall be assumed to be swung out ready for lowering;
.4. persons not in the life-saving appliances which are swung out shall not provide either additional heeling or righting moment; and
.5. life-saving appliances on the side of the ship opposite to the side to which the ship has heeled shall be assumed to be in a stowed position.
4.1.1 Mpassenger is the maximum assumed heeling moment resulting from movement of passengers, and is to be obtained as follows: Mpassenger = (0.075 × Np) × (0.45 × B) (tm) where: Np is the maximum number of passengers permitted to be on board in the service condition corresponding to the deepest subdivision draught under consideration; and B is the breadth of the ship as defined in regulation 2.8. Alternatively, the heeling moment may be calculated assuming the passengers are distributed with 4 persons per square metre on available deck areas towards one side of the ship on the decks where muster stations are located and in such a way that they produce the most adverse heeling moment. In doing so, a weight of 75 kg per passenger is to be assumed.
4.1.2 Mwind is te maximum assumed wind moment acting in a damage situation: Mwind = (P × A × Z) / 9,806 (tm) where: P = 120 N/m2; A = projected lateral area above waterline; Z = distance from centre of lateral projected area above waterline to T/2; and T = respective draught (ds, dpor dl).
4.1.3 MSurvivalcraft is the maximum assumed heeling moment due to the launching of all fully loaded davit-launched survival craft on one side of the ship. It shall be calculated using the following assumptions: .1. all lifeboats and rescue boats fitted on the side to which the ship has heeled after having sustained damage shall be assumed to be swung out fully loaded and ready for lowering;
.2. for lifeboats which are arranged to be launched fully loaded from the stowed position, the maximum heeling moment during launching shall be taken;
.3. a fully loaded davit-launched liferaft attached to each davit on the side to which the ship has heeled after having sustained damage shall be assumed to be swung out ready for lowering;
.4. persons not in the life-saving appliances which are swung out shall not provide either additional heeling or righting moment; and
.5. life-saving appliances on the side of the ship opposite to the side to which the ship has heeled shall be assumed to be in a stowed position.
.1. all lifeboats and rescue boats fitted on the side to which the ship has heeled after having sustained damage shall be assumed to be swung out fully loaded and ready for lowering;
.2. for lifeboats which are arranged to be launched fully loaded from the stowed position, the maximum heeling moment during launching shall be taken;
.3. a fully loaded davit-launched liferaft attached to each davit on the side to which the ship has heeled after having sustained damage shall be assumed to be swung out ready for lowering;
.4. persons not in the life-saving appliances which are swung out shall not provide either additional heeling or righting moment; and
.5. life-saving appliances on the side of the ship opposite to the side to which the ship has heeled shall be assumed to be in a stowed position.
5. Unsymmetrical flooding is to be kept to a minimum consistent with the efficient arrangements. Where it is necessary to correct large angles of heel, the means adopted shall, where practicable, be self-acting, but in any case where controls to equalization devices are provided they shall be operable from above the bulkhead deck of passenger ships and the freeboard deck of cargo ships. These fittings together with their controls shall be acceptable to the Administration. Suitable information concerning the use of equalization devices shall be supplied to the master of the ship.
5.1. Tanks and compartments taking part in such equalization shall be fitted with air pipes or equivalent means of sufficient cross-section to ensure that the flow of water into the equalization compartments is not delayed.
5.2. The factor si is to be taken as zero in those cases where the final waterline, taking into account sinkage, heel and trim, immerses: .1 for cargo ships, the lower edge of openings through which progressive flooding may take place and such flooding is not accounted for in the calculation of factor si. Such openings shall include air pipes, ventilators and openings which are closed by means of weathertight doors or hatch covers;
.2 any part of the bulkhead deck in passenger ships considered a horizontal evacuation route for compliance with chapter II-2; and
.3 for passenger ships subject to the provisions of regulation 1.1.1.1 and constructed before 1 January 2024, the lower edge of openings through which progressive flooding may take place and such flooding is not accounted for in the calculation of factor si. Such openings shall include air pipes, ventilators and openings which are closed by means of weathertight doors or hatch covers.
.1 for cargo ships, the lower edge of openings through which progressive flooding may take place and such flooding is not accounted for in the calculation of factor si. Such openings shall include air pipes, ventilators and openings which are closed by means of weathertight doors or hatch covers;
.2 any part of the bulkhead deck in passenger ships considered a horizontal evacuation route for compliance with chapter II-2; and
.3 for passenger ships subject to the provisions of regulation 1.1.1.1 and constructed before 1 January 2024, the lower edge of openings through which progressive flooding may take place and such flooding is not accounted for in the calculation of factor si. Such openings shall include air pipes, ventilators and openings which are closed by means of weathertight doors or hatch covers.
5.3. The factor si is to be taken as zero if, taking into account sinkage, heel and trim, any of the following occur in any intermediate stage or in the final stage of flooding: .1 immersion of any vertical escape hatch in the bulkhead deck of passenger ships and the freeboard deck of cargo ships intended for compliance with chapter II-2;
.2 any controls intended for the operation of watertight doors, equalization devices, valves on piping or on ventilation ducts intended to maintain the integrity of watertight bulkheads from above the bulkhead deck of passenger ships and the freeboard deck of cargo ships become inaccessible or inoperable;
.3 immersion of any part of piping or ventilation ducts located within the assumed extent of damage and carried through a watertight boundary if this can lead to the progressive flooding of compartments not assumed as flooded; and
.4 for passenger ships constructed on or after 1 January 2024, immersion of the lower edge of openings through which progressive flooding may take place and such flooding is not accounted for in the calculation of factor si. Such openings shall include air pipes, ventilators and openings which are closed by means of weathertight doors or hatch covers.
.1 immersion of any vertical escape hatch in the bulkhead deck of passenger ships and the freeboard deck of cargo ships intended for compliance with chapter II-2;
.2 any controls intended for the operation of watertight doors, equalization devices, valves on piping or on ventilation ducts intended to maintain the integrity of watertight bulkheads from above the bulkhead deck of passenger ships and the freeboard deck of cargo ships become inaccessible or inoperable;
.3 immersion of any part of piping or ventilation ducts located within the assumed extent of damage and carried through a watertight boundary if this can lead to the progressive flooding of compartments not assumed as flooded; and
.4 for passenger ships constructed on or after 1 January 2024, immersion of the lower edge of openings through which progressive flooding may take place and such flooding is not accounted for in the calculation of factor si. Such openings shall include air pipes, ventilators and openings which are closed by means of weathertight doors or hatch covers.
5.4. However, where compartments assumed flooded due to progressive flooding are taken into account in the damage stability calculations multiple values of sintermediate,i may be calculated assuming equalization in additional flooding phases.
5.5. Except as provided in paragraph 5.3.1, openings closed by means of watertight manhole covers and flush scuttles, remotely operated sliding watertight doors, side scuttles of the non-opening type as well as watertight access doors and watertight hatch covers required to be kept closed during navigation in accordance with regulations 22 to 24 need not be considered.
6. Where horizontal watertight boundaries are fitted above the waterline under consideration the s-value calculated for the lower compartment or group of compartments shall be obtained by multiplying the value as determined in paragraph 1.1 by the reduction factor vm according to paragraph 6.1, which represents the probability that the spaces above the horizontal subdivision will not be flooded.
6.1. The factor vm shall be obtained from the formula: where: Hj, n, m, is the least height above the baseline, in metres, within the longitudinal range of x1(j)…x2(j+n-1) of the mth horizontal boundary which is assumed to limit the vertical extent of flooding for the damaged compartments under consideration; Hj, n, m-1 is the least height above the baseline, in metres, within the longitudinal range of x1(j)…x2(j+n-1) of the (m-1)th horizontal boundary which is assumed to limit the vertical extent of flooding for the damaged compartments under consideration; j signifies the aft terminal of the damaged compartments under consideration; m represents each horizontal boundary counted upwards from the waterline under consideration; d is the draught in question as defined in regulation 2; and x1 and x2 represent the terminals of the compartment or group of compartments considered in regulation 7-1. 6.1.1. The factors v(Hj, n, m, d) and v(Hj, n, m-1,d) shall be obtained from the formulas: where: v(Hj, n, m, d) is to be taken as 1, if Hm coincides with the uppermost watertight boundary of the ship within the range (x1(j)…x2(j+n-1)), and v(Hj, n, 0, d) is to be taken as 0. In no case is vm to be taken as less than zero or more than 1.
6.1.1. The factors v(Hj, n, m, d) and v(Hj, n, m-1,d) shall be obtained from the formulas: where: v(Hj, n, m, d) is to be taken as 1, if Hm coincides with the uppermost watertight boundary of the ship within the range (x1(j)…x2(j+n-1)), and v(Hj, n, 0, d) is to be taken as 0. In no case is vm to be taken as less than zero or more than 1.
6.2. In general, each contribution dA to the index A in the case of horizontal subdivisions is obtained from the formula: where: vm = the v-value calculated in accordance with paragraph 6.1; smin = the least s-factor for all combinations of damages obtained when the assumed damage extends from the assumed damage height Hm downwards.

1. For the purpose of the subdivision and damage stability calculations of the regulations, the permeability of each general compartment or part of a compartment shall be as follows:
[tabel]
1) Whichever results in the more severe requirement.
2. For the purpose of the subdivision and damage stability calculations of the regulations, the permeability of each cargo compartment or part of a compartment shall be as follows:
[tabel]
3. Other figures for permeability may be used if substantiated by calculations.

1. When an incident takes place involving the loss or likely loss overboard of dangerous goods in solid form in bulk into the sea, the master, or other person having charge of the ship, shall report the particulars of such an incident without delay and to the fullest extent possible to the nearest coastal State. The report shall be drawn up based on general principles and guidelines developed by the Organization.
2. In the event of the ship referred to in paragraph 1 being abandoned, or in the event of a report from such a ship being incomplete or unobtainable, the company, as defined in regulation IX/1.2, shall, to the fullest extent possible, assume the obligations placed upon the master by this regulation.

The carriage of dangerous goods in solid form in bulk shall be in compliance with the relevant provisions of the IMSBC Code, as defined in regulation VI/1-1.1.

a). The life-saving appliances and other equipment of cargo ships of 500 tons gross tonnage and upwards as referred to in paragraph b)(i) shall be subject to the surveys specified below:
(i) an initial survey before the ship is put in service;
(ii) a renewal survey at intervals specified by the Administration but not exceeding 5 years, except where regulation 14b), e), f) and g) is applicable;
(iii) a periodical survey within three months before or after the second anniversary date or within three months before or after the third anniversary date of the Cargo Ship Safety Equipment Certificate which shall take the place of one of the annual surveys specified in paragraph a)(iv);
(iv) an annual survey within 3 months before or after each anniversary date of the Cargo Ship Safety Equipment Certificate;
(v) an additional survey as prescribed for passenger ships in regulation 7b)(iii).
b). The surveys referred to in paragraph (a) shall be carried out as follows:
(i) the initial survey shall include a complete inspection of the fire safety systems and appliances, life-saving appliances and arrangements except radio installations, the shipborne navigational equipment, means of embarkation for pilots and other equipment to which chapters II-1, II-2III and V apply to ensure that they comply with the requirements of the present regulations, are in satisfactory condition and are fit for the service for which the ship is intended. The fire control plans, nautical publications, lights, shapes, means of making sound signals and distress signals shall also be subject to the above-mentioned survey for the purpose of ensuring that they comply with the requirements of the present regulations and, where applicable, the International Regulations for Preventing Collisions at Sea in force;
(ii) the renewal and periodical surveys shall include an inspection of the equipment referred to in paragraph b)(i) to ensure that it complies with the relevant requirements of the present regulations and the International Regulations for Preventing Collisions at Sea in force, is in satisfactory condition and is fit for the service for which the ship is intended;
(iii) the annual survey shall include a general inspection of the equipment referred to in paragraph b)(i) to ensure that is has been maintained in accordance with regulation 11a) and that it remains satisfactory for the service for which the ship is intended.
c). The periodical and annual surveys referred to in paragraphs a)(iii) and a)(iv) shall be endorsed on the Cargo Ship Safety Equipment Certificate.

1. Application
Passenger ships having length, as defined in regulation II-1/2.5, of 120 m or more or having three or more main vertical zones shall comply with the provisions of this regulation.
2. Availability of essential systems in case of flooding damage
A passenger ship shall be designed so that the systems specified in regulation II-2/21.4 remain operational when the ship is subject to flooding of any single watertight compartment.
3. Operational information after a flooding casualty
3.1 For the purpose of providing operational information to the master for safe return to port after a flooding casualty, passenger ships, as specified in paragraph 1, shall have: .1 an onboard stability computer; or
.2 shore-based support, based on the guidelines developed by the Organization.
.1 an onboard stability computer; or
.2 shore-based support, based on the guidelines developed by the Organization.
3.2 Passenger ships constructed before 1 January 2014 shall comply with the provisions in paragraph 3.1 not later than the first renewal survey after 1 January 2025.

a). The radio installations, including those used in life-saving appliances, of cargo ships to which chapter III and IV apply shall be subject to the surveys specified below:
(i) an initial survey before the ship is put in service;
(ii) a renewal survey at intervals specified by the Administration but not exceeding five years, except where regulation 14b), e), f) and g) is applicable;
(iii) a periodical survey within three months before or after each anniversary date of the Cargo Ship Safety Radio Certificate;
(iv) an additional survey as prescribed for passenger ships in regulation 7(b)(iii).
b). The surveys referred to in paragraph a) shall be carried out as follows:
(i) the initial survey shall include a complete inspection of the radio installations of cargo ships, including those used in life-saving appliances, to ensure that they comply with the requirements of the present regulations;
(ii) the renewal and periodical surveys shall include an inspection of the radio installations of cargo ships, including those used in life-saving appliances, to ensure that they comply with the requirements of the present regulations.
c). The periodical surveys referred to in paragraph a)(iii) shall be endorsed on the Cargo Ship Safety Radio Certificate.

a). The structure, machinery and equipment (other than items in respect of which a Cargo Ship Safety Equipment Certificate and a Cargo Ship Safety Radio Certificate are issued) of a cargo ship as referred to in paragraph b)(i) shall be subject to the surveys and inspections specified below:
(i) an initial survey including an inspection of the outside of the ship's bottom before the ship is put in service;
(ii) a renewal survey at intervals specified by the Administration but not exceeding 5 years, except where regulation 14b), e), f) and g) is applicable;
(iii) an intermediate survey within three months before or after the second anniversary date or within three months before or after the third anniversary date of the Cargo Ship Safety Construction Certificate, which shall take the place of one of the annual surveys specified in paragraph a)(iv);
(iv) an annual survey within three months before or after each anniversary date of the Cargo Ship Safety Construction Certificate;
(v) a minimum of two inspections of the outside of the ship's bottom during any five year period, except where regulation 14e) or f) is applicable. Where regulation 14e) or f) is applicable, this five year period may be extended to coincide with the extended period of validity of the certificate. In all cases the interval between any two such inspections shall not exceed 36 months;
(vi) an additional survey as prescribed for passenger ships in regulation 7b)(iii).
b). The surveys and inspections referred to in paragraph a) shall be carried out as follows:
(i) the initial survey shall include a complete inspection of the structure, machinery and equipment. This survey shall be such as to ensure that the arrangements, materials, scantlings and workmanship of the structure, boilers and other pressure vessels, their appurtenances, main and auxiliary machinery including steering gear and associated control systems, electrical installation and other equipment comply with the requirements of the present regulations, are in satisfactory condition and are fit for the service for which the ship is intended and that the required stability information is provided. In the case of tankers such a survey shall also include an inspection of the pump-rooms, cargo, bunker and ventilation piping systems and associated safety devices;
(ii) the renewal survey shall include an inspection of the structure, machinery and equipment as referred to in paragraph b)(i) to ensure that they comply with the requirements of the present regulations, are in satisfactory condition and are fit for the service for which the ship is intended;
(iii) the intermediate survey shall include an inspection of the structure, boilers and other pressure vessels, machinery and equipment, the steering gear and the associated control systems and electrical installations to ensure that they remain satisfactory for the service for which the ship is intended. In the case of tankers, the survey shall also include an inspection of the pump-rooms, cargo, bunker and ventilation piping systems and associated safety devices and the testing of insulation resistance of electrical installations in dangerous zones;
(iv) the annual survey shall include a general inspection of the structure, machinery and equipment referred to in paragraph b)(i) to ensure that they have been maintained in accordance with regulation 11(a) and that they remain satisfactory for the service for which the ship is intended;
(v) the inspection of the outside of the ship's bottom and the survey of related items inspected at the same time shall be such as to ensure that they remain satisfactory for the service for which the ship is intended.
c). The intermediate and annual surveys and the inspections of the outside of the ship's bottom referred to in paragraph a)(iii), a)(iv) and a)(v) shall be endorsed on the Cargo Ship Safety Construction Certificate.

a). The condition of the ship and its equipment shall be maintained to conform with the provisions of the present regulations to ensure that the ship in all respects will remain fit to proceed to sea without danger to the ship or persons on board.
b). After any survey of the ship under regulations 7, 8, 9 or 10 has been completed, no change shall be made in the structural arrangements, machinery, equipment and other items covered by the survey, without the sanction of the Administration.
c). Whenever an accident occurs to a ship or a defect is discovered, either of which affects the safety of the ship or the efficiency or completeness of its life-saving appliances or other equipment, the master or owner of the ship shall report at the earliest opportunity to the Administration, the nominated surveyor or recognized organization responsible for issuing the relevant certificate, who shall cause investigations to be initiated to determine whether a survey, as required by regulations 7, 8, 9 or 10, is necessary. If the ship is in a port of another Contracting Government, the master or owner shall also report immediately to the appropriate authorities of the port State and the nominated surveyor or recognized organization shall ascertain that such a report has been made.

(a). (i) a certificate called a Passenger Ship Safety Certificate shall be issued after an initial or renewal survey to a passenger ship which complies with the relevant requirements of chapters II-1, II-2, III, IV and V and any other relevant requirements of the present regulations;
(ii) a certificate called a Cargo Ship Safety Construction Certificate shall be issued after an initial or renewal survey to a cargo ship which complies with the relevant requirements of chapters II-1 and II-2 (other than those relating to fire safety systems and appliances and fire control plans) and any other relevant requirements of the present regulations;
(iii) a certificate called a Cargo Ship Safety Equipment Certificate shall be issued after an initial or renewal survey to a cargo ship which complies with the relevant requirements of chapters II-1, II-2, III and V and any other relevant requirements of the present regulations;
(iv) a certificate called a Cargo Ship Safety Radio Certificate shall be issued after an initial or renewal survey to a cargo ship which complies with the relevant requirements of chapter IV and any other relevant requirements of the present regulations;
(v) 1) a certificate called a Cargo Ship Safety Certificate may be issued after an initial or renewal survey to a cargo ship which complies with the relevant requirements of chapters II-1, II-2, III, IV and V and any other relevant requirements of the present regulations, as an alternative to the certificates referred to in paragraph a)(ii), a)(iii) and a)(iv);
2) whenever in this chapter reference is made to a Cargo Ship Safety Construction Certificate, Cargo Ship Safety Equipment Certificate or Cargo Ship Safety Radio Certificate, it shall apply to a Cargo Ship Safety Certificate, if it is used as an alternative to these certificates.
1) a certificate called a Cargo Ship Safety Certificate may be issued after an initial or renewal survey to a cargo ship which complies with the relevant requirements of chapters II-1, II-2, III, IV and V and any other relevant requirements of the present regulations, as an alternative to the certificates referred to in paragraph a)(ii), a)(iii) and a)(iv);
2) whenever in this chapter reference is made to a Cargo Ship Safety Construction Certificate, Cargo Ship Safety Equipment Certificate or Cargo Ship Safety Radio Certificate, it shall apply to a Cargo Ship Safety Certificate, if it is used as an alternative to these certificates.
(vi) the Passenger Ship Safety Certificate, the Cargo Ship Safety Equipment Certificate, Cargo Ship Safety Radio Certificate and the Cargo Ship Safety Certificate, referred to in subparagraphs (i), (iii), (iv) and (v), shall be supplemented by a Record of Equipment;
(vii) when an exemption is granted to a ship under and in accordance with the provisions of the present regulations, a certificate called an Exemption Certificate shall be issued in addition to the certificates prescribed in this paragraph;
(viii) the certificates referred to in this regulation shall be issued or endorsed either by the Administration or by any person or organization authorised by it. In every case, that Administration assumes full responsibility for the certificates.
(b). A Contracting Government shall not issue certificates under, and in accordance with, the provisions of the International Convention for the Safety of Life at Sea, 1960, 1948 or 1929, after the date on which acceptance of the present Convention by the Government takes effect.

A Contracting Government may, at the request of the Administration, cause a ship to be surveyed and, if satisfied that the requirements of the present regulations are complied with, shall issue or authorize the issue of certificates to the ship and, where appropriate, endorse or authorize the endorsement of certificates on the ship in accordance with the present regulations. Any certificate so issued shall contain a statement to the effect that it has been issued at the request of the Government of the State the flag of which the ship is entitled to fly, and it shall have the same force and receive the same recognition as a certificate issued under regulation 12.

1. The number of openings in watertight subdivisions is to be kept to a minimum compatible with the design and proper working of the ship. Where penetrations of watertight bulkheads and internal decks are necessary for access, piping, ventilation, electrical cables, etc., arrangements are to be made to maintain the watertight integrity.
The Administration may permit relaxation in the watertightness of openings above the freeboard deck, provided that it is demonstrated that any progressive flooding can be easily controlled and that the safety of the ship is not impaired.
2. Doors provided to ensure the watertight integrity of internal openings which are used while at sea are to be sliding watertight doors capable of being remotely closed from the bridge and are also to be operable locally from each side of the bulkhead. Indicators are to be provided at the control position showing whether the doors are open or closed, and an audible alarm is to be provided at the door closure. The power, control and indicators are to be operable in the event of main power failure. Particular attention is to be paid to minimizing the effect of control system failure. Each power-operated sliding watertight door shall be provided with an individual hand-operated mechanism. It shall be possible to open and close the door by hand at the door itself from both sides.
3. Access doors and access hatch covers normally closed at sea, intended to ensure the watertight integrity of internal openings, shall be provided with means of indication locally and on the bridge showing whether these doors or hatch covers are open or closed.
A notice is to be affixed to each such door or hatch cover to the effect that it is not to be left open.
4. Watertight doors or ramps of satisfactory construction may be fitted to internally subdivide large cargo spaces, provided that the Administration is satisfied that such doors or ramps are essential. These doors or ramps may be hinged, rolling or sliding doors or ramps, but shall not be remotely controlled. Should any of the doors or ramps be accessible during the voyage, they shall be fitted with a device which prevents unauthorized opening.
5. Other closing appliances which are kept permanently closed at sea to ensure the watertight integrity of internal openings shall be provided with a notice which is to be affixed to each such closing appliance to the effect that it is to be kept closed. Manholes fitted with closely bolted covers need not be so marked.

(a). A Passenger Ship Safety Certificate shall be issued for a period not exceeding twelve months. A Cargo Ship Safety Construction Certificate, Cargo Ship Safety Equipment Certificate and Cargo Ship Safety Radio Certificate shall be issued for a period specified by the Administration which shall not exceed five years. An Exemption Certificate shall not be valid for longer than the period of the certificate to which it refers.
(b). (i) notwithstanding the requirements of paragraph a), when the renewal survey is completed within three months before the expiry date of the existing certificate, the new certificate shall be valid from the date of completion of the renewal survey to: 1) for a passenger ship, a date not exceeding twelve months from the date of expiry of the existing certificate; and
2) for a cargo ship, a date not exceeding five years from the date of expiry of the existing certificate;
1) for a passenger ship, a date not exceeding twelve months from the date of expiry of the existing certificate; and
2) for a cargo ship, a date not exceeding five years from the date of expiry of the existing certificate;
(ii) when the renewal survey is completed after the expiry date of the existing certificate, the new certificate shall be valid from the date of completion of the renewal survey to: 1) for a passenger ship, a date not exceeding twelve months from the date of expiry of the existing certificate; and
2) for a cargo ship, a date not exceeding five years from the date of expiry of the existing certificate;
1) for a passenger ship, a date not exceeding twelve months from the date of expiry of the existing certificate; and
2) for a cargo ship, a date not exceeding five years from the date of expiry of the existing certificate;
(iii) when the renewal survey is completed more than three months before the expiry date of the existing certificate, the new certificate shall be valid from the date of completion of the renewal survey to: 1) for a passenger ship, a date not exceeding twelve months from the date of completion of the renewal survey; and
2) for a cargo ship, a date not exceeding five years from the date of completion of the renewal survey;
1) for a passenger ship, a date not exceeding twelve months from the date of completion of the renewal survey; and
2) for a cargo ship, a date not exceeding five years from the date of completion of the renewal survey;
(c). If a certificate other than a Passenger Ship Safety Certificate is issued for a period of less than five years, the Administration may extend the validity of the certificate beyond the expiry date to the maximum period specified in paragraph (a), provided that the surveys referred to in regulations 8, 9 and 10 applicable when a certificate is issued for a period of 5 years are carried out as appropriate.
(d). If a renewal survey has been completed and a new certificate cannot be issued or placed on board the ship before the expiry date of the existing certificate, the person or organization authorized by the Administration may endorse the existing certificate and such a certificate shall be accepted as valid for a further period which shall not exceed 5 months from the expiry date.
(e). If a ship at the time when a certificate expires is not in a port in which it is to be surveyed, the Administration may extend the period of validity of the certificate but this extension shall be granted only for the purpose of allowing the ship to complete its voyage to the port in which it is to be surveyed, and then only in cases where it appears proper and reasonable to do so. No certificate shall be extended for a period longer than three months, and a ship to which an extension is granted shall not, on its arrival in the port in which it is to be surveyed, be entitled by virtue of such extension to leave that port without having a new certificate. When the renewal survey is completed, the new certificate shall be valid to:
(i) for a passenger ship, a date not exceeding twelve months from the date of expiry of the existing certificate before the extension was granted;
(ii) for a cargo ship, a date not exceeding five years from the date of expiry of the existing certificate before the extension was granted.
(f). A certificate issued to a ship engaged on short voyages which has not been extended under the foregoing provisions of this regulation may be extended by the Administration for a period of grace of up to one month from the date of expiry stated on it. When the renewal survey is completed, the new certificate shall be valid to:
(i) for a passenger ship, a date not exceeding twelve months from the date of expiry of the existing certificate before the extension was granted;
(ii) for a cargo ship, a date not exceeding five years from the date of expiry of the existing certificate before the extension was granted.
(g). In special circumstances, as determined by the Administration, a new certificate need not be dated from the date of expiry of the existing certificate as required by paragraphs b)(ii), e) or f). In these special circumstances, the new certificate shall be valid to:
(i) for a passenger ship, a date not exceeding twelve months from the date of completion of the renewal survey;
(ii) for a cargo ship, a date not exceeding five years from the date of completion of the renewal survey.
(h). If an annual, intermediate or periodical survey is completed before the period specified in the relevant regulations then:
(i) the anniversary date shown on the relevant certificate shall be amended by endorsement to a date which shall not be more than three months later than the date on which the survey was completed;
(ii) the subsequent annual, intermediate or periodical survey required by the relevant regulations shall be completed at the intervals prescribed by these regulations using the new anniversary date;
(iii) the expiry date may remain unchanged provided one or more annual, intermediate or periodical surveys, as appropriate, are carried out so that the maximum intervals between the surveys prescribed by the relevant regulations are not exceeded.
(i). A certificate issued under regulation 12 or 13 shall cease to be valid in any of the following cases:
(i) if the relevant surveys and inspections are not completed within the periods specified under regulations 7a), 8a), 9a) and 10a);
(ii) if the certificate is not endorsed in accordance with the present regulations;
(iii) upon transfer of the ship to the flag of another State. A new certificate shall only be issued when the Government issuing the new certificate is fully satisfied that the ship is in compliance with the requirements of regulation 11a) and b). In the case of a transfer between Contracting Governments, if requested within three months after the transfer has taken place, the Government of the State whose flag the ship was formerly entitled to fly shall, as soon as possible, transmit to the Administration copies of the certificates carried by the ship before the transfer and, if available, copies of the relevant survey reports.

The certificates and records of equipment shall be drawn up in the form corresponding to the models given in the appendix to the Annex to the present Convention. If the language used is neither English nor French, the text shall include a translation into one of these languages.

1. All external openings leading to compartments assumed intact in the damage analysis, which are below the final damage waterline, are required to be watertight.
2. External openings required to be watertight in accordance with paragraph 1 shall, except for cargo hatch covers, be fitted with indicators on the bridge.
3. Openings in the shell plating below the deck limiting the vertical extent of damage shall be fitted with a device that prevents unauthorized opening if they are accessible during the voyage.
4. Other closing appliances which are kept permanently closed at sea to ensure the watertight integrity of external openings shall be provided with a notice affixed to each appliance to the effect that it is to be kept closed. Manholes fitted with closely bolted covers need not be so marked.

The certificates issued under regulations 12 and 13 shall be readily available on board for examination at all times.

1. Watertight decks, trunks, tunnels, duct keels and ventilators shall be of the same strength as watertight bulkheads at corresponding levels. The means used for making them watertight, and the arrangements adopted for closing openings in them, shall be to the satisfaction of the Administration. Watertight ventilators and trunks shall be carried at least up to the bulkhead deck in passenger ships and up to the freeboard deck in cargo ships.
2. In passenger ships, where a ventilation trunk passing through a structure penetrates a watertight area of the bulkhead deck, the trunk shall be capable of withstanding the water pressure that may be present within the trunk, after having taken into account the maximum heel angle during flooding, in accordance with regulation 7-2.
3. In ro-ro passenger ships, where all or part of the penetration of the bulkhead deck is on the main ro-ro deck, the trunk shall be capable of withstanding impact pressure due to internal water motions (sloshing) of water trapped on the ro-ro deck.
4. After completion, a hose or flooding test shall be applied to watertight decks and a hose test to watertight trunks, tunnels and ventilators.

Certificates issued under the authority of a Contracting Government shall be accepted by the other Contracting Governments for all purposes covered by the present Convention. They shall be regarded by the other Contracting Governments as having the same force as certificates issued by them.

1. All ships shall have ship-specific plans and procedures for recovery of persons from the water, taking into account the guidelines developed by the Organization. The plans and procedures shall identify the equipment intended to be used for recovery purposes and measures to be taken to minimize the risk to shipboard personnel involved in recovery operations. Ships constructed before 1 July 2014 shall comply with this requirement by the first periodical or renewal safety equipment survey of the ship to be carried out after 1 July 2014, whichever comes first.
2. Ro-ro passenger ships which comply with regulation 26.4 shall be deemed to comply with this regulation.

1.1. All access from the ro-ro deck that leads to spaces below the bulkhead deck shall have a lowest point which is not less than 2.5 m above the bulkhead deck, unless the access is covered by the provisions of paragraphs 1.2 or 1.3.
1.2. Where vehicle ramps are installed to give access to spaces below the bulkhead deck, their openings shall be able to be closed weathertight to prevent ingress of water below and fitted with alarms and open/close indicators on the navigation bridge. The means of closure shall be watertight if the deck is intended as a watertight horizontal boundary under regulation 7-2.6.
1.3. Subject to regulations 23.3 and 23.6, the Administration may permit the fitting of particular accesses to spaces below the bulkhead deck provided they are necessary for the essential working of the ship, e.g. the movement of machinery and stores, and subject to such accesses being made watertight, fitted with alarms and open/close indicators on the navigation bridge.
2. Indicators shall be provided on the navigation bridge for all shell doors, loading doors and other closing appliances which, if left open or not properly secured, could, in the opinion of the Administration, lead to flooding of a special category space or ro-ro space. The indicator system shall be designed on the fail-safe principle and shall show by visual alarms if the door is not fully closed or if any of the securing arrangements are not in place and fully locked and by audible alarms if such door or closing appliances become open or the securing arrangements become unsecured. The indicator panel on the navigation bridge shall be equipped with a mode selection function “harbour/sea voyage” so arranged that an audible alarm is given on the navigation bridge if the ship leaves harbour with the bow doors, inner doors, stern ramp or any other side shell doors not closed or any closing device not in the correct position. The power supply for the indicator system shall be independent of the power supply for operating and securing the doors.
3. Television surveillance and a water leakage detection system shall be arranged to provide an indication to the navigation bridge and to the engine control station of any leakage through inner and outer bow doors, stern doors or any other shell doors which could lead to flooding of special category spaces or ro-ro spaces.

(a). If in the course of a particular voyage a ship has on board a number of persons less than the total number stated in the Passenger Ship Safety Certificate and is in consequence, in accordance with the provisions of the present Regulations, free to carry a smaller number of lifeboats and other life-saving appliances than that stated in the Certificate, an annex may be issued by the Government, person or organization referred to in Regulation 12 or 13 of this Chapter.
(b). This annex shall state that in the circumstances there is no infringement of the provisions of the present Regulations. It shall be annexed to the Certificate and shall be substituted for it in so far as the life-saving appliances are concerned. It shall be valid only for the particular voyage for which it is issued.

a). Every ship when in a port of another Contracting Government is subject to control by officers duly authorized by such Government in so far as this control is directed towards verifying that the certificates issued under regulation 12 or regulation 13 are valid.
b). Such certificates, if valid, shall be accepted unless there are clear grounds for believing that the condition of the ship or of its equipment does not correspond substantially with the particulars of any of the certificates or that the ship and its equipment are not in compliance with the provisions of regulation 11a) and b).
c). In the circumstances given in paragraph b) or where a certificate has expired or ceased to be valid, the officer carrying out the control shall take steps to ensure that the ship shall not sail until it can proceed to sea or leave the port for the purpose of proceeding to the appropriate repair yard without danger to the ship or persons on board.
d). In the event of this control giving rise to an intervention of any kind, the officer carrying out the control shall forthwith inform, in writing, the Consul or, in his absence, the nearest diplomatic representative of the State whose flag the ship is entitled to fly of all the circumstances in which intervention was deemed necessary. In addition, nominated surveyors or recognized organizations responsible for the issue of the certificates shall also be notified. The facts concerning the intervention shall be reported to the Organization.
e). The port State authority concerned shall notify all relevant information about the ship to the authorities of the next port of call, in addition to parties mentioned in paragraph d), if it is unable to take action as specified in paragraphs c) and d) or if the ship has been allowed to proceed to the next port of call.
f). When exercising control under this regulation all possible efforts shall be made to avoid a ship being unduly detained or delayed. If a ship is thereby unduly detained or delayed it shall be entitled to compensation for any loss or damage suffered.

1. This regulation applies to passenger ships constructed before, on or after 1 January 2020.
2. A damage control drill shall take place at least every three months. The entire crew need not participate in every drill, but only those crew members with damage control responsibilities.
3. The damage control drill scenarios shall vary each drill so that emergency conditions are simulated for different damage conditions and shall, as far as practicable, be conducted as if there were an actual emergency.
4. Each damage control drill shall include:
.1 for crew members with damage control responsibilities, reporting to stations and preparing for the duties described in the muster list required by regulation III/8;
.2 use of the damage control information and the on board damage stability computer, if fitted, to conduct stability assessments for the simulated damage conditions;
.3 establishment of the communications link between the ship and shore-based support, if provided;
.4 operation of watertight doors and other watertight closures;
.5 demonstrating proficiency in the use of the flooding detection system, if fitted, in accordance with muster list duties;
.6 demonstrating proficiency in the use of cross-flooding and equalization systems, if fitted, in accordance with muster list duties;
.7 operation of bilge pumps and checking of bilge alarms and automatic bilge pump starting systems; and
.8 instruction in damage survey and use of the ship's damage control systems.
5. At least one damage control drill each year shall include activation of the shore-based support, if provided in compliance with regulation II-1/8-1.3, to conduct stability assessments for the simulated damage conditions.
6. Every crew member with assigned damage control responsibilities shall be familiarized with their duties and about the damage control information before the voyage begins.
7. A record of each damage control drill shall be maintained in the same manner as prescribed for the other drills in regulation III/19.5.

The privileges of the present Convention may not be claimed in favour of any ship unless it holds appropriate valid certificates.

1. Purpose
The purpose of this regulation is to provide additional safety measures in order to address the fire safety objectives of this chapter for vehicle carriers with vehicle and ro-ro spaces intended for carriage of motor vehicles with compressed hydrogen or compressed natural gas in their tanks for their own propulsion as cargo.
2. Application
2.1 In addition to complying with the requirements of regulation 20, as appropriate, vehicle carriers constructed on or after 1 January 2016 intended for the carriage of motor vehicles with compressed hydrogen or compressed natural gas in their tanks for their own propulsion as cargo shall comply with the requirements in paragraphs 3 to 5 of this regulation.
2.2 In addition to complying with the requirements of regulation 20, as appropriate, vehicle carriers constructed before 1 January 2016, including those constructed before 1 July 2012, shall comply with the requirements in paragraph 5 of this regulation.
3. Requirements for spaces intended for carriage of motor vehicles with compressed natural gas in their tanks for their own propulsion as cargo
3.1 Electrical equipment and wiring All electrical equipment and wiring shall be of a certified safe type for use in an explosive methane and air mixture.
3.2 Ventilation arrangement 3.2.1 Electrical equipment and wiring, if installed in any ventilation duct, shall be of a certified safe type for use in explosive methane and air mixtures.
3.2.2 The fans shall be such as to avoid the possibility of ignition of methane and air mixtures. Suitable wire mesh guards shall be fitted over inlet and outlet ventilation openings.
3.2.1 Electrical equipment and wiring, if installed in any ventilation duct, shall be of a certified safe type for use in explosive methane and air mixtures.
3.2.2 The fans shall be such as to avoid the possibility of ignition of methane and air mixtures. Suitable wire mesh guards shall be fitted over inlet and outlet ventilation openings.
3.3 Other ignition sources Other equipment which may constitute a source of ignition of methane and air mixtures shall not be permitted.
4. Requirements for spaces intended for carriage of motor vehicles with compressed hydrogen in their tanks for their own propulsion as cargo
4.1 Electrical equipment and wiring All electrical equipment and wiring shall be of a certified safe type for use in an explosive hydrogen and air mixture.
4.2 Ventilation arrangement 4.2.1 Electrical equipment and wiring, if installed in any ventilation duct, shall be of a certified safe type for use in explosive hydrogen and air mixtures and the outlet from any exhaust duct shall be sited in a safe position, having regard to other possible sources of ignition.
4.2.2 The fans shall be designed such as to avoid the possibility of ignition of hydrogen and air mixtures. Suitable wire mesh guards shall be fitted over inlet and outlet ventilation openings.
4.2.1 Electrical equipment and wiring, if installed in any ventilation duct, shall be of a certified safe type for use in explosive hydrogen and air mixtures and the outlet from any exhaust duct shall be sited in a safe position, having regard to other possible sources of ignition.
4.2.2 The fans shall be designed such as to avoid the possibility of ignition of hydrogen and air mixtures. Suitable wire mesh guards shall be fitted over inlet and outlet ventilation openings.
4.3 Other ignition sources Other equipment which may constitute a source of ignition of hydrogen and air mixtures shall not be permitted.
5. Detection
When a vehicle carrier carries as cargo one or more motor vehicles with either compressed hydrogen or compressed natural gas in their tanks for their own propulsion, at least two portable gas detectors shall be provided. Such detectors shall be suitable for the detection of the gas fuel and be of a certified safe type for use in the explosive gas and air mixture.

(a). Each Administration undertakes to conduct an investigation of any casualty occurring to any of its ships subject to the provisions of the present Convention when it judges that such an investigation may assist in determining what changes in the present Regulations might be desirable.
(b). Each Contracting Government undertakes to supply the Organization with pertinent information concerning the findings of such investigations. No reports or recommendations of the Organization based upon such information shall disclose the identity or nationality of the ships concerned or in any manner fix or imply responsibility upon any ship or person.

1. All watertight doors shall be kept closed during navigation except that they may be opened during navigation as specified in paragraph 3. Watertight doors of a width of more than 1.2 m in machinery spaces as permitted by regulation 13.9 may only be opened in the circumstances detailed in that regulation. Any door which is opened in accordance with this paragraph shall be ready to be immediately closed.
2. Watertight doors located below the bulkhead deck of passenger ships and the freeboard deck of cargo ships having a maximum clear opening width of more than 1.2 m shall be kept closed during navigation, except for limited periods when absolutely necessary as determined by the Administration.
3. A watertight door may be opened during navigation to permit the passage of passengers or crew, or when work in the immediate vicinity of the door necessitates it being opened. The door must be immediately closed when transit through the door is complete or when the task which necessitated it being open is finished. The Administration shall authorize that such a watertight door may be opened during navigation only after careful consideration of the impact on ship operations and survivability taking into account guidance issued by the Organization. A watertight door permitted to be opened during navigation shall be clearly indicated in the ship’s stability information and shall always be ready to be immediately closed.
4. Portable plates on bulkheads shall always be in place before the voyage commences, and shall not be removed during navigation except in case of urgent necessity at the discretion of the master. The necessary precautions shall be taken in replacing them to ensure that the joints are watertight. Power-operated sliding watertight doors permitted in machinery spaces in accordance with regulation 13.9 shall be closed before the voyage commences and shall remain closed during navigation except in case of urgent necessity at the discretion of the master.
5. Watertight doors fitted in watertight bulkheads dividing cargo spaces on tween decks in accordance with regulation 13.8.1 shall be closed before the voyage commences and shall be kept closed during navigation. The time at which such doors are opened or closed shall be recorded in such logbook as may be prescribed by the Administration.
6. For ships subject to the provisions of regulation 1.1.1.1 and constructed before 1 January 2024, gangway, cargo and fuelling ports fitted below the bulkhead deck of passenger ships and the freeboard deck of cargo ships shall be effectively closed and secured watertight before the voyage commences, and shall be kept closed during navigation.
7. For ships constructed on or after 1 January 2024, gangway, cargo and fuelling ports fitted below the bulkhead deck of passenger ships and the freeboard deck of cargo ships and all watertight hatches shall be effectively closed and secured watertight before the voyage commences, and shall be kept closed during navigation. However, the master may permit a watertight hatch to be opened during navigation for a limited period of time sufficient to permit passage or for access. It shall then be closed.
8. The following doors, located above the bulkhead deck of passenger ships and the freeboard deck of cargo ships, shall be closed and locked before the voyage commences and shall remain closed and locked until the ship is at its next berth:
.1 cargo loading doors in the shell or the boundaries of enclosed superstructures;
.2 bow visors fitted in positions as indicated in paragraph 8.1;
.3 cargo loading doors in the collision bulkhead; and
.4 ramps forming an alternative closure to those defined in paragraphs 8.1 to 8.3 inclusive.
9. Provided that where a door cannot be opened or closed while the ship is at the berth such a door may be opened or left open while the ship approaches or draws away from the berth, but only so far as may be necessary to enable the door to be immediately operated. In any case, the inner bow door must be kept closed.
10. Notwithstanding the requirements of paragraphs 8.1 and 8.4, the Administration may authorize that particular doors can be opened at the discretion of the master, if necessary for the operation of the ship or the embarking and disembarking of passengers when the ship is at safe anchorage and provided that the safety of the ship is not impaired.
11. The master shall ensure that an effective system of supervision and reporting of the closing and opening of the doors referred to in paragraph 8 is implemented.
12. The master shall ensure, before any voyage commences, that an entry in such log-book as may be prescribed by the Administration is made of the time the doors specified in paragraph 13 are closed and the time at which particular doors are opened in accordance with paragraph 14.
13. Hinged doors, portable plates, sidescuttles, gangway, cargo and bunkering ports and other openings, which are required by these regulations to be kept closed during navigation, shall be closed before the voyage commences. The time at which such doors are opened and closed (if permissible under these regulations) shall be recorded in such log-book as may be prescribed by the Administration.
14. Where in a between-deck, the sills of any of the sidescuttles referred to in regulation 15.3.2 are below a line drawn parallel to the bulkhead deck at side of passenger ships and the freeboard deck at side of cargo ships, and having its lowest point 1.4 m plus 2.5% of the breadth of the ship above the water when the voyage commences, all the sidescuttles in that between-deck shall be closed watertight and locked before the voyage commences, and they shall not be opened before the ship arrives at the next port. In the application of this paragraph the appropriate allowance for fresh water may be made when applicable.
.1 The time at which such sidescuttles are opened in port and closed and locked before the voyage commences shall be recorded in such log-book as may be prescribed by the Administration.
.2 For any ship that has one or more sidescuttles so placed that the requirements of paragraph 14 would apply when it was floating at its deepest subdivision draught, the Administration may indicate the limiting mean draught at which these sidescuttles will have their sills above the line drawn parallel to the bulkhead deck at side of passenger ships and the freeboard deck at side of cargo ships, and having its lowest point 1.4 m plus 2.5% of the breadth of the ship above the waterline corresponding to the limiting mean draught, and at which it will therefore be permissible for the voyage to commence without them being closed and locked and to be opened during navigation on the responsibility of the master. In tropical zones as defined in the International Convention on Load Lines, 1966 in force, this limiting draught may be increased by 0.3 m.
15. Sidescuttles and their deadlights which will not be accessible during navigation shall be closed and secured before the voyage commences.
16. If cargo is carried in spaces referred to in regulation 15.5.2, the sidescuttles and their deadlights shall be closed watertight and locked before the cargo is shipped and the time at which such scuttles and deadlights are closed and locked shall be recorded in such log-book as may be prescribed by the Administration.

A flooding detection system for watertight spaces below the bulkhead deck shall be provided based on the guidelines developed by the Organization.

1. Special category spaces and ro-ro spaces shall be continuously patrolled or monitored by effective means, such as television surveillance, so that any movement of vehicles in adverse weather conditions and unauthorized access by passengers thereto can be detected during navigation.
2. Documented operating procedures for closing and securing all shell doors, loading doors and other closing appliances which, if left open or not properly secured, could, in the opinion of the Administration, lead to flooding of a special category space or ro-ro space, shall be kept on board and posted at an appropriate place.
3. All accesses from the ro-ro deck and vehicle ramps that lead to spaces below the bulkhead deck shall be closed before the voyage commences and shall remain closed until the ship is at its next berth.
4. The master shall ensure that an effective system of supervision and reporting of the closing and opening of such accesses referred to in paragraph 3 is implemented.
5. The master shall ensure, before the voyage commences, that an entry in the log-book, as required by regulation 22.13, is made of the time of the last closing of the accesses referred to in paragraph 3.
6. Notwithstanding the requirements of paragraph 3, the Administration may permit some accesses to be opened during the voyage, but only for a period sufficient to permit through passage and, if required, for the essential working of the ship.
7. All transverse or longitudinal bulkheads which are taken into account as effective to confine the seawater accumulated on the ro-ro deck shall be in place and secured before the voyage commences and remain in place and secured until the ship is at its next berth.
8. Notwithstanding the requirements of paragraph 7, the Administration may permit some accesses within such bulkheads to be opened during the voyage but only for sufficient time to permit through passage and, if required, for the essential working of the ship.
9. In all ro-ro passenger ships, the master or the designated officer shall ensure that, without the expressed consent of the master or the designated officer, no passengers are allowed access to an enclosed ro-ro deck during navigation.

1. Openings in the shell plating below the deck limiting the vertical extent of damage shall be kept permanently closed during navigation.
2. Notwithstanding the requirements of paragraph 3, the Administration may authorize that particular doors may be opened at the discretion of the master, if necessary for the operation of the ship and provided that the safety of the ship is not impaired.
3. Watertight doors or ramps fitted to internally subdivide large cargo spaces shall be closed before the voyage commences and shall be kept closed during navigation. The time at which such doors are opened or closed shall be recorded in such log-book as may be prescribed by the Administration.
4. The use of access doors and hatch covers intended to ensure the watertight integrity of internal openings shall be authorized by the officer of the watch.

1. Single hold cargo ships other than bulk carriers constructed before 1 January 2007 shall comply with the requirements of this regulation not later than 31 December 2009.
2. Ships having a length (L) of less than 80 m, or 100 m if constructed before 1 July 1998, and a single cargo hold below the freeboard deck or cargo holds below the freeboard deck which are not separated by at least one bulkhead made watertight up to that deck, shall be fitted in such space or spaces with water level detectors .
3. The water level detectors required by paragraph 2 shall:
.1. give an audible and visual alarm at the navigation bridge when the water level above the inner bottom in the cargo hold reaches a height of not less than 0.3 m, and another when such level reaches not more than 15% of the mean depth of the cargo hold; and
.2. be fitted at the aft end of the hold, or above its lowest part where the inner bottom is not parallel to the designed waterline. Where webs or partial watertight bulkheads are fitted above the inner bottom, Administrations may require the fitting of additional detectors.
4. The water level detectors required by paragraph 2 need not be fitted in ships complying with regulation XII/12, or in ships having watertight side compartments each side of the cargo hold length extending vertically at least from inner bottom to freeboard deck.

1. Multiple hold cargo ships other than bulk carriers and tankers constructed on or after 1 January 2024 shall be fitted with water level detectors in each cargo hold intended for dry cargoes. Water level detectors are not required for cargo holds located entirely above the freeboard deck.
2. The water level detectors required by paragraph 1 shall:
.1. give audible and visual alarms at the navigation bridge, one when the water level above the bottom of the cargo hold reaches a height of not less than 0.3 m, and another at a height not less than 15% of the depth of the cargo hold but not more than 2 m; and
.2. be fitted at the aft end of the cargo holds. For cargo holds which are occasionally used for water ballast, an alarm overriding device may be installed. The visual alarms shall clearly discriminate between the two different water levels detected in each hold.
3. As an alternative to the water level detector at a height of not less than 0.3 m as per sub-paragraph 2.1, a bilge level sensor serving the bilge pumping arrangements required by regulation 35-1 and installed in the cargo hold bilge wells or other suitable location is considered acceptable, subject to:
.1. the fitting of the bilge level sensor at a height of not less than 0.3 m at the aft end of the cargo hold; and
.2. the bilge level sensor giving audible and visual alarm at the navigation bridge which is clearly distinctive from the alarm given by the other water level detector fitted in the cargo hold.

1. The machinery, boilers and other pressure vessels, associated piping systems and fittings shall be of a design and construction adequate for the service for which they are intended and shall be so installed and protected as to reduce to a minimum any danger to persons on board, due regard being paid to moving parts, hot surfaces and other hazards. The design shall have regard to materials used in construction, the purpose for which the equipment is intended, the working conditions to which it will be subjected and the environmental conditions on board.
2. The Administration shall give special consideration to the reliability of single essential propulsion components and may require a separate source of propulsion power sufficient to give the ship a navigable speed, especially in the case of unconventional arrangements.
3. Means shall be provided whereby normal operation of propulsion machinery can be sustained or restored even though one of the essential auxiliairies becomes inoperative. Special consideration shall be given to the malfunctioning of:
1. a generating set which serves as a main source of electrical power;
2. the sources of steam supply;
3. the boiler feed water systems;
4. the fuel oil supply systems for boilers or engines;
5. the sources of lubricating oil pressure;
6. the sources of water pressure;
7. a condensate pump and the arrangements to maintain vacuum in condensers;
8. the mechanical air supply for boilers;
9. an air compressor and receiver for starting or control purposes;
10. the hydraulic, pneumatic or electrical means for control in main propulsion machinery including controllable pitch propellers.
However, the Administration, having regard to overall safety considerations, may accept a partial reduction in propulsion capability from normal operation.
4. Means shall be provided to ensure that the machinery can be brought into operation from the dead ship condition without external aid.
5. All boilers, all parts of machinery, all steam, hydraulic, pneumatic and other systems and their associated fittings which are under internal pressure shall be subjected to appropriate tests including a pressure test before being put into service for the first time.
6. Main propulsion machinery and all auxiliary machinery essential to the propulsion and the safety of the ship shall, as fitted in the ship, be designed to operate when the ship is upright and when inclined at any angle of list up to and including 15° either way under static conditions and 22.5° under dynamic conditions (rolling) either way and simultaneously inclined dynamically (pitching) 7.5° by bow or stern. The Administration may permit deviation from these angles, taking into consideration the type, size and service conditions of the ship.
7. Provision shall be made to facilitate cleaning, inspection and maintenance of main propulsion and auxiliary machinery including boilers and pressure vessels.
8. Special consideration shall be given to the design, construction and installation of propulsion machinery systems so that any mode of their vibrations shall not cause undue stresses in this machinery in the normal operating ranges.
9. Non-metallic expansion joints in piping systems, if located in a system which penetrates the ship's side and both the penetration and the non-metallic expansion joint are located below the deepest load waterline, shall be inspected as part of the surveys prescribed in regulation I/10(a) and replaced as necessary, or at an interval recommended by the manufacturer.
10. Operating and maintenance instructions and engineering drawings for ship machinery and equipment essential to the safe operation of the ship shall be written in a language understandable by those officers and crew members who are required to understand such information in the performance of their duties.
11. Location and arrangement of vent pipes for fuel oil service, settling and lubrication oil tanks shall be such that in the event of a broken vent pipe this shall not directly lead to the risk of ingress of seawater splashes or rainwater. Two fuel oil service tanks for each type of fuel used on board necessary for propulsion and vital systems or equivalent arrangements shall be provided on each new ship, with a capacity of at least 8 h at maximum continuous rating of the propulsion plant and normal operating load at sea of the generator plant. This paragraph applies only to ships constructed on or after 1 July 1998.

1. Where risk from overspeeding of machinery exists, means shall be provided to ensure that the safe speed is not exceeded.
2. Where main or auxiliary machinery including pressure vessels or any parts of such machinery are subject to internal pressure and may be subject to dangerous overpressure, means shall be provided where practicable to protect against such excessive pressure.
3. All gearing and every shaft and coupling used for transmission of power to machinery essential for the propulsion and safety of the ship or for the safety of persons on board shall be so designed and constructed that they will withstand the maximum working stresses to which they may be subjected in all service conditions, and due consideration shall be given to the type of engines by which they are driven or of which they form part.
4. Internal combustion engines of a cylinder diameter of 200 mm or a crankcase volume of 0.6 m3 and above shall be provided with crankcase explosion relief valves of a suitable type with sufficient relief area. The relief valves shall be arranged or provided with means to ensure that discharge from them is so directed as to minimize the possibility of injury to personnel.
5. Main turbine propulsion machinery and, where applicable, main internal combustion propulsion machinery and auxiliary machinery shall be provided with automatic shut-off arrangements in the case of failures such as lubricating oil supply failure which could lead rapidly to complete breakdown, serious damage or explosion. The Administration may permit provisions for overriding automatic shut-off devices.

1. Sufficient power for going astern shall be provided to secure proper control of the ship in all normal circumstances.
2. The ability of the machinery to reserve the direction of thrust of the propeller in sufficient time, and so to bring the ship to rest within a reasonable distance from maximum ahead service speed, shall be demonstrated and recorded.*)Reference is made to the Recommendation on Information to be Included in the Manoeuvring Booklets adopted by the Organization by resolution A.209(VII).
3. The stopping times, ship headings and distances recorded on trials, together with the results of trials to determine the ability of ships having multiple propellers to navigate and manoeuvre with one or more propellers inoperative, shall be available on board for the use of the master or designated personnel.*)Reference is made to the Recommendation on Information to be Included in the Manoeuvring Booklets adopted by the Organization by resolution A.209(VII).
4. Where the ship is provided with supplementary means for manoeuvring or stopping, the effectiveness of such means shall be demonstrated and recorded as referred to in paragraphs 2 and 3.

1. Unless expressly provided otherwise, every ship shall be provided with a main steering gear and an auxiliary steering gear to the satisfaction of the Administration. The main steering gear and the auxiliary steering gear shall be so arranged that the failure of one of them will not render the other one inoperative.
2.1. All the steering gear components and the rudder stock shall be of sound and reliable construction to the satisfaction of the Administration. Special consideration shall be given to the suitability of any essential component which is not duplicated. Any such essential component shall, where appropriate, utilize anti-friction bearings such as ball bearings, roller bearings or sleeve bearings which shall be permanently lubricated or provided with lubrication fittings.
2.2. The design pressure for calculations to determine the scantlings of piping and other steering gear components subjected to internal hydraulic pressure shall be at least 1.25 times the maximum working pressure to be expected under the operational conditions specified in paragraph 3.2, taking into account any pressure which may exist in the low pressure side of the system. At the discretion of the Administration, fatigue criteria shall be applied for the design of piping and components, taking into account pulsating pressures due to dynamic loads.
2.3. Relief valves shall be fitted to any part of the hydraulic system which can be isolated and in which pressure can be generated from the power source or from external forces. The setting of the relief valves shall not exceed the design pressure. The valves shall be of adequate size and so arranged as to avoid an undue rise in pressure above the design pressure.
3. The main steering gear and rudder stock shall be:
1. of adequate strength and capable of steering the ship at maximum ahead service speed which shall be demonstrated;
2. capable of putting the rudder over from 35° on one side to 35° on the other side with the ship at its deepest seagoing draught and running ahead at maximum ahead service speed and, under the same conditions, from 35° on either side to 30° on the other side in not more than 28 seconds; where it is impractical to demonstrate compliance with this requirement during sea trials with the ship at its deepest seagoing draught and running ahead at the speed corresponding to the number of maximum continuous revolutions of the main engine and maximum design pitch, ships regardless of date of construction may demonstrate compliance with this requirement by one of the following methods: .1 during sea trials the ship is at even keel and the rudder fully submerged whilst running ahead at the speed corresponding to the number of maximum continuous revolutions of the main engine and maximum design pitch; or
.2 where full rudder immersion during sea trials cannot be achieved, an appropriate ahead speed shall be calculated using the submerged rudder blade area in the proposed sea trial loading condition. The calculated ahead speed shall result in a force and torque applied to the main steering gear which is at least as great as if it was being tested with the ship at its deepest seagoing draught and running ahead at the speed corresponding to the number of maximum continuous revolutions of the main engine and maximum design pitch; or
.3 the rudder force and torque at the sea trial loading condition have been reliably predicted and extrapolated to the full load condition. The speed of the ship shall correspond to the number of maximum continuous revolutions of the main engine and maximum design pitch of the propeller;
.1 during sea trials the ship is at even keel and the rudder fully submerged whilst running ahead at the speed corresponding to the number of maximum continuous revolutions of the main engine and maximum design pitch; or
.2 where full rudder immersion during sea trials cannot be achieved, an appropriate ahead speed shall be calculated using the submerged rudder blade area in the proposed sea trial loading condition. The calculated ahead speed shall result in a force and torque applied to the main steering gear which is at least as great as if it was being tested with the ship at its deepest seagoing draught and running ahead at the speed corresponding to the number of maximum continuous revolutions of the main engine and maximum design pitch; or
.3 the rudder force and torque at the sea trial loading condition have been reliably predicted and extrapolated to the full load condition. The speed of the ship shall correspond to the number of maximum continuous revolutions of the main engine and maximum design pitch of the propeller;
3. operated by power where necessary to meet the requirements of paragraph 3.2 and in any case when the Administration requires a rudder stock of over 120 mm diameter in way of the tiller, excluding strengthening for navigation in ice; and
4. so designed that they will not be damaged at maximum astern speed; however, this design requirement need not be proved by trials at maximum astern speed and maximum rudder angle.
4. The auxiliary steering gear shall be:
1. of adequate strength and capable of steering the ship at navigable speed and of being brought speedily into action in an emergency;
2. capable of putting the rudder over from 15° on one side to 15° on the other side in not more than 60 seconds with the ship at its deepest seagoing draught and running ahead at one half of the maximum ahead service speed or 7 knots, whichever is the greater; where it is impractical to demonstrate compliance with this requirement during sea trials with the ship at its deepest seagoing draught and running ahead at one half of the speed corresponding to the number of maximum continuous revolutions of the main engine and maximum design pitch or 7 knots, whichever is greater, ships regardless of date of construction, including those constructed before 1 January 2009, may demonstrate compliance with this requirement by one of the following methods: .1 during sea trials the ship is at even keel and the rudder fully submerged whilst running ahead at one half of the speed corresponding to the number of maximum continuous revolutions of the main engine and maximum design pitch or 7 knots, whichever is greater; or
.2 where full rudder immersion during sea trials cannot be achieved, an appropriate ahead speed shall be calculated using the submerged rudder blade area in the proposed sea trial loading condition. The calculated ahead speed shall result in a force and torque applied to the auxiliary steering gear which is at least as great as if it was being tested with the ship at its deepest seagoing draught and running ahead at one half of the speed corresponding to the number of maximum continuous revolutions of the main engine and maximum design pitch or 7 knots, whichever is greater; or
.3 the rudder force and torque at the sea trial loading condition have been reliably predicted and extrapolated to the full load condition; and
.1 during sea trials the ship is at even keel and the rudder fully submerged whilst running ahead at one half of the speed corresponding to the number of maximum continuous revolutions of the main engine and maximum design pitch or 7 knots, whichever is greater; or
.2 where full rudder immersion during sea trials cannot be achieved, an appropriate ahead speed shall be calculated using the submerged rudder blade area in the proposed sea trial loading condition. The calculated ahead speed shall result in a force and torque applied to the auxiliary steering gear which is at least as great as if it was being tested with the ship at its deepest seagoing draught and running ahead at one half of the speed corresponding to the number of maximum continuous revolutions of the main engine and maximum design pitch or 7 knots, whichever is greater; or
.3 the rudder force and torque at the sea trial loading condition have been reliably predicted and extrapolated to the full load condition; and
3. operated by power where necessary to meet the requirements of paragraph 4.2 and in any case when the Administration requires a rudder stock of over 230 mm diameter in way of the tiller, excluding strengthening for navigation in ice.
5. Main and auxiliary steering gear power units shall be:
1. arranged to re-start automatically when power is restored after a power failure; and
2. capable of being brought into operation from a position on the navigating bridge. In the event of a power failure to any one of the steering gear power units, an audible and visual alarm shall be given on the navigating bridge.
6.1. Where the main steering gear comprises two or more identical power units, an auxiliary steering gear need not be fitted, provided that:
1. in a passenger ship, the main steering gear is capable of operating the rudder as required by paragraph 3.2 while any one of the power units is out of operation;
2. in a cargo ship, the main steering gear is capable of operating the rudder as required by paragraph 3.2 while operating with all power units;
3. the main steering is so arranged that after a single failure in its piping system or in one of the power units the defect can be isolated so that steering capability can be maintained or speedily regained.
6.2. The Administration may, until 1 September 1986, accept the fitting of a steering gear which has a proven record of reliability but does not comply with the requirements of paragraph 6.1.3 for a hydraulic system.
6.3. Steering gears, other than of the hydraulic type, shall achieve standards equivalent to the requirements of this paragraph to the satisfaction of the Administration.
7. Steering gear control shall be provided:
1. for the main steering gear, both on the navigating bridge and in the steering gear compartment;
2. where the main steering gear is arranged in accordance with paragraph 6, by two independent control systems, both operable from the navigating bridge. This does not require duplication of the steering wheel or steering lever. Where the control system consists of an hydraulic telemotor, a second independent system need not be fitted, except in a tanker, chemical tanker or gas carrier of 10,000 tons gross tonnage and upwards;
3. for the auxiliary steering gear, in the steering gear compartment and, if power operated, it shall also be operable from the navigating bridge and shall be independent of the control system for the main steering gear.
8. Any main and auxiliary steering gear control system operable from the navigating bridge shall comply with the following:
1. if electric, it shall be served by its own separate circuit supplied from a steering gear power circuit from a point within the steering gear compartment, or directly from switchboard busbars supplying that steering gear power circuit at a point on the switchboard adjacent to the supply to the steering gear power circuit;
2. means shall be provided in the steering gear compartment for disconnecting any control system operable from the navigating bridge from the steering gear it serves;
3. the system shall be capable of being brought into operation from a position on the navigating bridge;
4. in the event of a failure of electrical power supply to the control system, an audible and visual alarm shall be given on the navigating bridge; and
5. short circuit protection only shall be provided for steering gear control supply circuits.
9. The electric power circuits and the steering gear control systems with their associated components, cables and pipes required by this Regulation and by Regulation 30 shall be separated as far as is practicable throughout their length.
10. A means of communication shall be provided between the navigating bridge and the steering gear compartment.
11. The angular position of the rudder shall:
1. if the main steering gear is power operated, be indicated on the navigating bridge. The rudder angle indication shall be independent of the steering gear control system;
2. be recognizable in the steering gear compartment.
12. Hydraulic power-operated steering gear shall be provided with the following:
1. arrangements to maintain the cleanliness of the hydraulic fluid taking into consideration the type and design of the hydraulic system:
2. a low level alarm for each hydraulic fluid reservoir to give the earliest practicable indication of hydraulic fluid leakage. Audible and visual alarms shall be given on the navigating bridge and in the machinery space where they can be readily observed; and
3. a fixed storage tank having sufficient capacity to recharge at least one power actuating system including the reservoir, where the main steering gear is required to be power operated. The storage tank shall be permanently connected by piping in such a manner that the hydraulic systems can be readily recharged from a position within the steering gear compartment and shall be provided with a contents gauge.
13. The steering gear compartment shall be:
1. readily accessible and, as far as practicable, separated from machinery spaces; and
2. provided with suitable arrangements to ensure working access to steering gear machinery and controls. These arrangements shall include handrails and gratings or other non-slip surfaces to ensure suitable working conditions in the event of hydraulic fluid leakage.
14. Where the rudder stock is required to be over 230 mm diameter in way of the tiller, excluding strengthening for navigation in ice, an alternative power supply, sufficient at least to supply the steering gear power unit which complies with the requirements of paragraph 4.2 and also its associated control system and the rudder angle indicator, shall be provided automatically, within 45 seconds, either from the emergency source of electrical power or from an independent source of power located in the steering gear compartment. This independent source of power shall be used only for this purpose. In every ship of 10,000 tons gross tonnage and upwards, the alternative power supply shall have a capacity for at least 30 minutes of continuous operation and in any other ship for at least 10 minutes.
15. In every tanker, chemical tanker or gas carrier of 10,000 tons gross tonnage and upwards and in every other ship of 70,000 tons gross tonnage and upwards, the main steering gear shall comprise two or more identical power units complying with the provisions of paragraph 6.
16. Every tanker, chemical tanker or gas carrier of 10,000 tons gross tonnage and upwards shall, subject to paragraph 17, comply with the following:
1. the main steering gear shall be so arranged that in the event of loss of steering capability due to a single failure in any part of one of the power actuating systems of the main steering gear, excluding the tiller, quadrant or components serving the same purpose, or seizure of the rudder actuators, steering capability shall be regained in not more than 45 seconds after the loss of one power actuating system;
2. the main steering gear shall comprise either: 2.1 two independent and separate power actuating systems, each capable of meeting the requirements of paragraph 3.2; or
2.2 at least two identical power actuating systems which, acting simultaneously in normal operation, shall be capable of meeting the requirements of paragraph 3.2. Where necessary to comply with this requirement, inter-connexion of hydraulic power actuating systems shall be provided. Loss of hydraulic fluid from one system shall be capable of being detected and the defective system automatically isolated so that the other actuating system or systems shall remain fully operational;
2.1 two independent and separate power actuating systems, each capable of meeting the requirements of paragraph 3.2; or
2.2 at least two identical power actuating systems which, acting simultaneously in normal operation, shall be capable of meeting the requirements of paragraph 3.2. Where necessary to comply with this requirement, inter-connexion of hydraulic power actuating systems shall be provided. Loss of hydraulic fluid from one system shall be capable of being detected and the defective system automatically isolated so that the other actuating system or systems shall remain fully operational;
3. steering gears other than of the hydraulic type shall achieve equivalent standards.
17. For tankers, chemical tankers or gas carriers of 10,000 tons gross tonnage and upwards, but of less than 100,000 tonnes deadweight, solutions other than those set out in paragraph 16, which need not apply the single failure criterion to the rudder actuator or actuators, may be permitted provided that an equivalent safety standard is achieved and that:
1. following loss of steering capability due to a single failure of any part of the piping system or in one of the power units, steering capability shall be regained within 45 seconds; and
2. where the steering gear includes only a single rudder actuator, special consideration is given to stress analysis for the design including fatigue analysis and fracture mechanics analysis, as appropriate, to the material used, to the installation of sealing arrangements and to testing and inspection and to the provision of effective maintenance. In consideration of the foregoing, the Administration shall adopt regulations which include the provisions of the Guidelines for Acceptance of Non-Duplicated Rudder Actuators for Tankers, Chemical Tankers and Gas Carriers of 10,000 Tons Gross Tonnage and Above but Less than 100,000 Tonnes Deadweight, adopted by the Organization.*)Reference is made to the Guidelines for Acceptance of Non-Duplicated Rudder Actuators for Tankers, Chemical Tankers and Gas Carriers of 10,000 Tons Gross tonnage and Above but Less than 100,000 Tonnes Deadweight, adopted by the Organization by resolution A.467(XII).
18. For a tanker, chemical tanker or gas carrier of 10,000 tons gross tonnage and upwards, but less than 70,000 tonnes deadweight, the Administration may, until 1 September 1986, accept a steering gear system with a proven record of reliability which does not comply with the single failure criterion required for a hydraulic system in paragraph 16.
19. Every tanker, chemical tanker or gas carrier of 10,000 tons gross tonnage and upwards, constructed before 1 September 1984, shall comply, not later than 1 September 1986, with the following:
1. the requirements of paragraphs 7.1, 8.2, 8.4, 10, 11, 12.2, 12.3 and 13.2;
2. two independent steering gear control systems shall be provided each of which can be operated from the navigating bridge. This does not require duplication of the steering wheel or steering lever;
3. if the steering gear control system in operation fails, the second system shall be capable of being brought into immediate operation from the navigating bridge; and
4. each steering gear control system, if electric shall be served by its own separate circuit supplied from the steering gear power circuit or directly from switchboard busbars supplying that steering gear power circuit at a point on the switchboard adjacent to the supply to the steering gear power circuit.
20. In addition to the requirements of paragraph 19, in every tanker, chemical tanker or gas carrier of 40,000 tons gross tonnage and upwards, constructed before 1 September 1984, the steering gear shall, not later than 1 September 1988, be so arranged that, in the event of a single failure of the piping or of one of the power units, steering capability can be maintained or the rudder movement can be limited so that steering capability can be speedily regained. This shall be achieved by:
1. an independent means of restraining the rudder; or
2. fast acting valves which may be manually operated to isolate the actuator or actuators from the external hydraulic piping together with a means of directly refilling the actuators by a fixed independent power-operated pump and piping system; or
3. an arrangement such that, where hydraulic power systems are interconnected, loss of hydraulic fluid from one system shall be detected and the defective system isolated either automatically or from the navigating bridge so that the other system remains fully operational.

1. Means for indicating that the motors of electric and electrohydraulic steering gear are running shall be installed on the navigating bridge and at a suitable main machinery control position.
2. Each electric or electrohydraulic steering gear comprising one or more power units shall be served by at least two exclusive circuits fed directly from the main switchboard; however, one of the circuits may be supplied through the emergency switchboard. An auxiliary electric or electrohydraulic steering gear associated with a main electric or electrohydraulic steering gear may be connected to one of the circuits supplying this main steering gear. The circuits supplying an electric or electrohydraulic steering gear shall have adequate rating for supplying all motors which can be simultaneously connected to them and may be required to operate simultaneously.
3. Short circuit protection and an overload alarm shall be provided for such circuits and motors. Protection against excess current, including starting current, if provided, shall be for not less than twice the full load current of the motor or circuit so protected, and shall be arranged to permit the passage of the appropriate starting currents. Where a three-phase supply is used an alarm shall be provided that will indicate failure of any one of the supply phases. The alarms required in this paragraph shall be both audible and visual and shall be situated in a conspicuous position in the main machinery space or control room from which the main machinery is normally controlled and as may be required by Regulation 51.
4. When in a ship of less than 1,600 tons gross tonnage an auxiliary steering gear which is required by Regulation 29.4.3 to be operated by power is not electrically powered or is powered by an electric motor primarily intended for other services, the main steering gear may be fed by one circuit from the main switchboard. Where such an electric motor primarily intended for other services is arranged to power such an auxiliary steering gear, the requirement of paragraph 3 may be waived by the Administration if satisfied with the protection arrangement together with the requirements of Regulation 29.5.1 and 2 and 29.7.3 applicable to auxiliary steering gear.

1. Main and auxiliary machinery essential for the propulsion and safety of the ship shall be provided with effective means for its operation and control.
2. Where remote control of propulsion machinery from the navigating bridge is provided and the machinery spaces are intended to be manned, the following shall apply:
1. the speed, direction of thrust and, if applicable, the pitch of the propeller shall be fully controllable from the navigating bridge under all sailing conditions, including manoeuvring;
2. the remote control shall be performed, for each independent propeller, by a control device so designed and constructed that its operation does not require particular attention to the operational details of the machinery. Where multiple propellers are designed to operate simultaneously, they may be controlled by one control device;
3. the main propulsion machinery shall be provided with an emergency stopping device on the navigating bridge which shall be independent of the navigating bridge control system;
4. propulsion machinery orders from the navigating bridge shall be indicated in the main machinery control room or at the manoeuvring platform as appropriate;
5. remote control of the propulsion machinery shall be possible only from one location at a time; at such locations interconnected control positions are permited. At each location there shall be an indicator showing which location is in control of the propulsion machinery. The transfer of control between the navigating bridge and machinery spaces shall be possible only in the main machinery space or the main machinery control room. This system shall include means to prevent the propelling thrust from altering significantly when transferring control from one location to another;
6. it shall be possible to control the propulsion machinery locally, even in the case of failure in any part of the remote control system;
7. the design of the remote control system shall be such that in case of its failure an alarm will be given. Unless the Administration considers it impracticable the preset speed and direction of thrust of the propeller shall be maintained until local control is in operation;
8. indicators shall be fitted on the navigating bridge for: 8.1. propeller speed and direction of rotation in the case of fixed pitch propellers;
8.2. propeller speed and pitch position in the case of controllable pitch propellers;
8.1. propeller speed and direction of rotation in the case of fixed pitch propellers;
8.2. propeller speed and pitch position in the case of controllable pitch propellers;
9. an alarm shall be provided on the navigating bridge and in the machinery space to indicate low starting air pressure which shall be set at a level to permit further main engine starting operations. If the remote control system of the propulsion machinery is designed for automatic starting, the number of automatic consecutive attempts which fail to produce a start shall be limited in order to safeguard sufficient starting air pressure for starting locally.
3. Where the main propulsion and associated machinery, including sources of main electrical supply, are provided with various degrees of automatic or remote control and are under continuous manual supervision from a control room the arrangements and controls shall be so designed, equipped and installed that the machinery operation will be as safe and effective as if it were under direct supervision; for this purpose Regulations 46 to 50 shall apply as appropriate. Particular consideration shall be given to protect such spaces against fire and flooding.
4. In general, automatic starting, operational and control systems shall include provisions for manually overriding the automatic controls. Failure of any part of such systems shall not prevent the use of the manual override.
5. Ships constructed on or after 1 July 1998 shall comply with the requirements of paragraphs 1 to 4, as amended, as follows:
.1 paragraph 1 is replaced by the following: “1 Main and auxiliary machinery essential for the propulsion, control and safety of the ship shall be provided with effective means for its operation and control. All control systems essential for the propulsion, control and safety of the ship shall be independent or designed such that failure of one system does not degrade the performance of another system.”;
.2 in the second and third lines of paragraph 2, the words “and the machinery spaces are intended to be manned” are deleted;
.3 the first sentence of paragraph 2.2 is replaced by the following: “.2 the control shall be performed by a single control device for each independent propeller, with automatic performance of all associated services, including, where necessary, means of preventing overload of the propulsion machinery.”;
.4 paragraph 2.4 is replaced by the following: “.4 propulsion machinery orders from the navigation bridge shall be indicated in the main machinery control room and at the manoeuvring platform;”;
.5 a new sentence is added at the end of paragraph 2.6 to read as follows: “It shall also be possible to control the auxiliary machinery, essential for the propulsion and safety of the ship, at or near the machinery concerned”; and
.6 paragraphs 2.8, 2.8.1 and 2.8.2 are replaced by the following: “.8 indicators shall be fitted on the navigation bridge, the main machinery control room and at the manoeuvring platform, for: .8.1 propeller speed and direction of rotation in the case of fixed pitch propellers; and .8.2 propeller speed and pitch position in the case of controllable pitch propellers;”.
6. Ships constructed on or after 1 July 2004 shall comply with the requirements of paragraphs 1 to 5, as amended, as follows:
.1. a new subparagraph .10 is added to paragraph 2 to read as follows: “.10. automation systems shall be designed in a manner which ensures that threshold warning of impending or imminent slowdown or shutdown of the propulsion system is given to the officer in charge of the navigational watch in time to assess navigational circumstances in an emergency. In particular, the systems shall control, monitor, report, alert and take safety action to slow down or stop propulsion while providing the officer in charge of the navigational watch an opportunity to manually intervene, except for those cases where manual intervention will result in total failure of the engine and/or propulsion equipment within a short time, for example in the case of overspeed.”
“.10. automation systems shall be designed in a manner which ensures that threshold warning of impending or imminent slowdown or shutdown of the propulsion system is given to the officer in charge of the navigational watch in time to assess navigational circumstances in an emergency. In particular, the systems shall control, monitor, report, alert and take safety action to slow down or stop propulsion while providing the officer in charge of the navigational watch an opportunity to manually intervene, except for those cases where manual intervention will result in total failure of the engine and/or propulsion equipment within a short time, for example in the case of overspeed.”

1. Every steam boiler and every unfired steam generator shall be provided with not less than two safety valves of adequate capacity. However having regard to the output or any other features of any boiler or unfired steam generator, the Administration may permit only one safety valve to be fitted if it is satisfied that adequate protection against overpressure is thereby provided.
2. Each oil-fired boiler which is intended to operate without manual supervision shall have safety arrangements which shut off the fuel supply and give an alarm in the case of low water level, air supply failure or flame failure.
3. Water tube boilers serving turbine propulsion machinery shall be fitted with a high-water-level alarm.
4. Every steam generating system which provides services essential for the safety of the ship, or which could be rendered dangerous by the failure of its feed water supply, shall be provided with not less than two separate feed water systems from and including the feed pumps, noting that a single penetration of the steam drum is acceptable. Unless overpressure is prevented by the pump characteristics means shall be provided which will prevent overpressure in any part of the systems.
5. Boilers shall be provided with means to supervise and control the quality of the feed water. Suitable arrangements shall be provided to preclude, as far as practicable, the entry of oil or, other contaminants which may adversely affect the boiler.
6. Every boiler essential for the safety of the ship and designed to contain water at a specified level shall be provided with at least two means for indicating its water level, at least one of which shall be a direct reading gauge glass.

1. Every steam pipe and every fitting connected thereto through which steam may pass shall be so designed, constructed and installed as to withstand the maximum working stresses to which it may be subjected.
2. Means shall be provided for draining every steam pipe in which dangerous water hammer action might otherwise occur.
3. If a steam pipe or fitting may receive steam from any source at a higher pressure than that for which it is designed a suitable reducing valve, relief valve and pressure gauge shall be fitted.

1. In every ship means shall be provided to prevent overpressure in any part of compressed air systems and wherever water jackets or casings of air compressors and coolers might be subjected to dangerous overpressure due to leakage into them from air pressure parts. Suitable pressure relief arrangements shall be provided for all systems.
2. The main starting air arrangements for main propulsion internal combustion engines shall be adequately protected against the effects of backfiring and internal explosion in the starting air pipes.
3. All discharge pipes from starting air compressors shall lead directly to the starting air receivers, and all starting pipes from the air receivers to main or auxiliary engines shall be entirely separate from the compressor discharge pipe system.
4. Provision shall be made to reduce to a minimum the entry of oil into the air pressure systems and to drain these systems.

The owner, the charterer, the company operating the ship as defined in regulation IX/1, or any other person shall not prevent or restrict the master of the ship from taking or executing any decision which, in the master’s professional judgement, is necessary for safety of life at sea and protection of the marine environment.

Machinery spaces of category A shall be adequately ventilated so as to ensure that when machinery or boilers therein are operating at full power in all weather conditions including heavy weather, an adequate supply of air is maintained to the spaces for the safety and comfort of personnel and the operation of the machinery. Any other machinery space shall be adequately ventilated appropriate for the purpose of that machinery space.

1. This regulation applies to ships constructed on or after 1 January 2009.
2. Passenger ships and cargo ships
2.1. An efficient bilge pumping system shall be provided, capable of pumping from and draining any watertight compartment other than a space permanently appropriated for the carriage of fresh water, water ballast, oil fuel or liquid cargo and for which other efficient means of pumping are provided, under all practical conditions. Efficient means shall be provided for draining water from insulated holds.
2.2. Sanitary, ballast and general service pumps may be accepted as independent power bilge pumps if fitted with the necessary connections to the bilge pumping system.
2.3. All bilge pipes used in or under coal bunkers or fuel storage tanks or in boiler or machinery spaces, including spaces in which oil-settling tanks or oil fuel pumping units are situated, shall be of steel or other suitable material.
2.4. The arrangement of the bilge and ballast pumping system shall be such as to prevent the possibility of water passing from the sea and from water ballast spaces into the cargo and machinery spaces, or from one compartment to another. Provision shall be made to prevent any deep tank having bilge and ballast connections being inadvertently flooded from the sea when containing cargo, or being discharged through a bilge pump when containing water ballast.
2.5. All distribution boxes and manually operated valves in connection with the bilge pumping arrangements shall be in positions which are accessible under ordinary circumstances.
2.6. Provision shall be made for the drainage of enclosed cargo spaces situated on the bulkhead deck of a passenger ship and on the freeboard deck of a cargo ship, provided that the Administration may permit the means of drainage to be dispensed with in any particular compartment of any ship or class of ship if it is satisfied that by reason of size or internal subdivision of those spaces the safety of the ship is not thereby impaired. For ships subject to the provisions of regulation II-1/1.1.1.1, for the special hazards associated with loss of stability when fitted with fixed pressure water-spraying fire-extinguishing systems refer to regulation II-2/20.6.1.4. 2.6.1. Where the freeboard to the bulkhead deck or the freeboard deck, respectively, is such that the deck edge is immersed when the ship heels more than 5°, the drainage shall be by means of a sufficient number of scuppers of suitable size discharging directly overboard, fitted in accordance with the requirements of regulation 15 in the case of a passenger ship and the requirements for scuppers, inlets and discharges of the International Convention on Load Lines in force in the case of a cargo ship.
2.6.2. Where the freeboard is such that the edge of the bulkhead deck or the edge of the freeboard deck, respectively, is immersed when the ship heels 5° or less, the drainage of the enclosed cargo spaces on the bulkhead deck or on the freeboard deck, respectively, shall be led to a suitable space, or spaces, of adequate capacity, having a high water level alarm and provided with suitable arrangements for discharge overboard. In addition it shall be ensured that: .1. the number, size and disposition of the scuppers are such as to prevent unreasonable accumulation of free water;
.2. the pumping arrangements required by this regulation for passenger ships or cargo ships, as applicable, take account of the requirements for any fixed pressure water-spraying fire extinguishing system;
.3. water contaminated with petrol or other dangerous substances is not drained to machinery spaces or other spaces where sources of ignition may be present; and
.4. where the enclosed cargo space is protected by a carbon dioxide fire extinguishing system the deck scuppers are fitted with means to prevent the escape of the smothering gas.
.1. the number, size and disposition of the scuppers are such as to prevent unreasonable accumulation of free water;
.2. the pumping arrangements required by this regulation for passenger ships or cargo ships, as applicable, take account of the requirements for any fixed pressure water-spraying fire extinguishing system;
.3. water contaminated with petrol or other dangerous substances is not drained to machinery spaces or other spaces where sources of ignition may be present; and
.4. where the enclosed cargo space is protected by a carbon dioxide fire extinguishing system the deck scuppers are fitted with means to prevent the escape of the smothering gas.
2.6.3 Provisions for the drainage of closed vehicle and ro-ro spaces and special category spaces shall also comply with regulations II-2/20.6.1.4 and II-2/20.6.1.5.
2.6.1. Where the freeboard to the bulkhead deck or the freeboard deck, respectively, is such that the deck edge is immersed when the ship heels more than 5°, the drainage shall be by means of a sufficient number of scuppers of suitable size discharging directly overboard, fitted in accordance with the requirements of regulation 15 in the case of a passenger ship and the requirements for scuppers, inlets and discharges of the International Convention on Load Lines in force in the case of a cargo ship.
2.6.2. Where the freeboard is such that the edge of the bulkhead deck or the edge of the freeboard deck, respectively, is immersed when the ship heels 5° or less, the drainage of the enclosed cargo spaces on the bulkhead deck or on the freeboard deck, respectively, shall be led to a suitable space, or spaces, of adequate capacity, having a high water level alarm and provided with suitable arrangements for discharge overboard. In addition it shall be ensured that: .1. the number, size and disposition of the scuppers are such as to prevent unreasonable accumulation of free water;
.2. the pumping arrangements required by this regulation for passenger ships or cargo ships, as applicable, take account of the requirements for any fixed pressure water-spraying fire extinguishing system;
.3. water contaminated with petrol or other dangerous substances is not drained to machinery spaces or other spaces where sources of ignition may be present; and
.4. where the enclosed cargo space is protected by a carbon dioxide fire extinguishing system the deck scuppers are fitted with means to prevent the escape of the smothering gas.
.1. the number, size and disposition of the scuppers are such as to prevent unreasonable accumulation of free water;
.2. the pumping arrangements required by this regulation for passenger ships or cargo ships, as applicable, take account of the requirements for any fixed pressure water-spraying fire extinguishing system;
.3. water contaminated with petrol or other dangerous substances is not drained to machinery spaces or other spaces where sources of ignition may be present; and
.4. where the enclosed cargo space is protected by a carbon dioxide fire extinguishing system the deck scuppers are fitted with means to prevent the escape of the smothering gas.
2.6.3 Provisions for the drainage of closed vehicle and ro-ro spaces and special category spaces shall also comply with regulations II-2/20.6.1.4 and II-2/20.6.1.5.
3. Passenger ships
3.1. The bilge pumping system required by paragraph 2.1 shall be capable of operation under all practicable conditions after a casualty whether the ship is upright or listed. For this purpose wing suctions shall generally be fitted except in narrow compartments at the end of the ship where one suction may be sufficient. In compartments of unusual form, additional suctions may be required. Arrangements shall be made whereby water in the compartment may find its way to the suction pipes. Where, for particular compartments, the Administration is satisfied that the provision of drainage may be undesirable, it may allow such provision to be dispensed with if calculations made in accordance with the conditions laid down in regulations 7 and 8 show that the survival capability of the ship will not be impaired.
3.2. At least three power pumps shall be fitted connected to the bilge main, one of which may be driven by the propulsion machinery. Where the bilge pump numeral is 30 or more, one additional independent power pump shall be provided. The bilge pump numeral shall be calculated as follows: where: L = the length of the ship (metres), as defined in regulation 2; M = the volume of the machinery space (cubic metres), as defined in regulation 2, that is below the bulkhead deck; with the addition thereto of the volume of any permanent oil fuel bunkers which may be situated above the inner bottom and forward of, or abaft, the machinery space; P = the whole volume of the passenger and crew spaces below the bulkhead deck (cubic metres), which are provided for the accommodation and use of passengers and crew, excluding baggage, store and provision rooms; V = the whole volume of the ship below the bulkhead deck (cubic metres); P1 = KN, where: N = the number of passengers for which the ship is to be certified; and K = 0.056L However, where the value of KN is greater than the sum of P and the whole volume of the actual passenger spaces above the bulkhead deck, the figure to be taken as P1 is that sum or two-thirds KN, whichever is the greater.
3.3. Where practicable, the power bilge pumps shall be placed in separate watertight compartments and so arranged or situated that these compartments will not be flooded by the same damage. If the main propulsion machinery, auxiliary machinery and boilers are in two or more watertight compartments, the pumps available for bilge service shall be distributed as far as is possible throughout these compartments.
3.4. On a ship of 91.5 m in length L and upwards or having a bilge pump numeral, calculated in accordance with paragraph 3.2, of 30 or more, the arrangements shall be such that at least one power bilge pump shall be available for use in all flooding conditions which the ship is required to withstand, and, for ships subject to the provisions of regulation II-1/1.1.1.1, in all flooding conditions derived from consideration of minor damages as specified in regulation 8 as follows: .1. one of the required bilge pumps shall be an emergency pump of a reliable submersible type having a source of power situated above the bulkhead deck; or
.2. the bilge pumps and their sources of power shall be so distributed throughout the length of the ship that at least one pump in an undamaged compartment will be available.
.1. one of the required bilge pumps shall be an emergency pump of a reliable submersible type having a source of power situated above the bulkhead deck; or
.2. the bilge pumps and their sources of power shall be so distributed throughout the length of the ship that at least one pump in an undamaged compartment will be available.
3.5. With the exception of additional pumps which may be provided for peak compartments only, each required bilge pump shall be so arranged as to draw water from any space required to be drained by paragraph 2.1.
3.6. Each power bilge pump shall be capable of pumping water through the required main bilge pipe at a speed of not less than 2 m/s. Independent power bilge pumps situated in machinery spaces shall have direct suctions from these spaces, except that not more than two such suctions shall be required in any one space. Where two or more such suctions are provided, there shall be at least one on each side of the ship. The Administration may require independent power bilge pumps situated in other spaces to have separate direct suctions. Direct suctions shall be suitably arranged and those in a machinery space shall be of a diameter not less than that required for the bilge main.
3.7.1. In addition to the direct bilge suction or suctions required by paragraph 3.6, a direct suction from the main circulating pump leading to the drainage level of the machinery space and fitted with a non-return valve shall be provided in the machinery space. The diameter of this direct suction pipe shall be at least two thirds of the diameter of the pump inlet in the case of steamships, and of the same diameter as the pump inlet in the case of motorships.
3.7.2. Where in the opinion of the Administration the main circulating pump is not suitable for this purpose, a direct emergency bilge suction shall be led from the largest available independent power driven pump to the drainage level of the machinery space; the suction shall be of the same diameter as the main inlet of the pump used. The capacity of the pump so connected shall exceed that of a required bilge pump by an amount deemed satisfactory by the Administration.
3.7.3. The spindles of the sea inlet and direct suction valves shall extend well above the engine-room platform.
3.8. All bilge suction piping up to the connection to the pumps shall be independent of other piping.
3.9. The diameter d of the bilge main shall be calculated according to the following formula. However, the actual internal diameter of the bilge main may be rounded off to the nearest standard size acceptable to the Administration: where: d is the internal diameter of the bilge main (millimetres); L and B are the length and the breadth of the ship (metres) as defined in regulation 2; and D is the moulded depth of the ship to the bulkhead deck (metres) provided that, in a ship having an enclosed cargo space on the bulkhead deck which is internally drained in accordance with the requirements of paragraph 2.6.2 and which extends for the full length of the ship, D shall be measured to the next deck above the bulkhead deck. Where the enclosed cargo spaces cover a lesser length, D shall be taken as the moulded depth to the bulkhead deck plus lh/L where l and h are the aggregate length and height respectively of the enclosed cargo spaces (metres). The diameter of the bilge branch pipes shall meet the requirements of the Administration.
3.10. Provision shall be made to prevent the compartment served by any bilge suction pipe being flooded in the event of the pipe being severed or otherwise damaged by collision or grounding in any other compartment. For this purpose, where the pipe is at any part situated nearer the side of the ship than one fifth of the breadth of the ship (as defined in regulation 2 and measured at right angles to the centreline at the level of the deepest subdivision load line), or is in a duct keel, a non-return valve shall be fitted to the pipe in the compartment containing the open end. For ships subject to the provisions of regulation II-1/1.1.1.1, the deepest subdivision load line shall be taken as the deepest subdivision draught.
3.11. Distribution boxes, cocks and valves in connection with the bilge pumping system shall be so arranged that, in the event of flooding, one of the bilge pumps may be operative on any compartment; in addition, damage to a pump or its pipe connecting to the bilge main outboard of a line drawn at one fifth of the breadth of the ship shall not put the bilge system out of action. If there is only one system of pipes common to all the pumps, the necessary valves for controlling the bilge suctions must be capable of being operated from above the bulkhead deck. Where in addition to the main bilge pumping system an emergency bilge pumping system is provided, it shall be independent of the main system and so arranged that a pump is capable of operating on any compartment under flooding condition as specified in paragraph 3.1; in that case only the valves necessary for the operation of the emergency system need be capable of being operated from above the bulkhead deck.
3.12. All cocks and valves referred to in paragraph 3.11 which can be operated from above the bulkhead deck shall have their controls at their place of operation clearly marked and shall be provided with means to indicate whether they are open or closed.
4. Cargo ships
At least two power pumps connected to the main bilge system shall be provided, one of which may be driven by the propulsion machinery. If the Administration is satisfied that the safety of the ship is not impaired, bilge pumping arrangements may be dispensed with in particular compartments.

Vervallen

1. At least two independent means shall be provided for communicating orders from the navigating bridge to the position in the machinery space or in the control room from which the engines are normally controlled: one of these shall be an engine room telegraph which provides visual indication of the orders and responses both in the machinery space and on the navigating bridge. Appropriate means of communication shall be provided to any other positions from which the engines may be controlled.
2. For ships constructed on or after 1 October 1994 the following requirements apply in lieu of the provisions of paragraph 1:
At least two independent means shall be provided for communicating orders from the navigating bridge to the position in the machinery space or in the control room from which the speed and direction of thrust of the propellers are normally controlled: one of these shall be an engine-room telegraph which provides visual indication of the orders arid responses both in the machinery spaces and on the navigating bridge. Appropriate means of communication shall be provided from the navigating bridge and the engine-room to any other position from which the speed or direction of thrust of the propellers may be controlled.

An engineers' alarm shall be provided to be operated from the engine control room or at the manoeuvring platform as appropriate, and shall be clearly audible in the engineers' accommodation.

Emergency sources of electrical power, fire pumps, bilge pumps except those specifically serving the spaces forward of the collision bulkhead, any fixed fire-extinguishing system required by Chapter II-2 and other emergency installations which are essential for the safety of the ship, except anchor windlasses, shall not be installed forward of the collision bulkhead.

1. Electrical installations shall be such that:
1. all electrical auxiliary services necessary for maintaining the ship in normal operational and habitable conditions will be ensured without recourse to the emergency source of electrical power;
2. electrical services essential for safety will be ensured under various emergency conditions; and
3. the safety of passengers, crew and ship from electrical hazards will be ensured.
2. The Administration shall take appropriate steps to ensure uniformity in the implementation and application of the provisions of this Part in respect of electrical installations*)Reference is made to the Recommendations published by the International Electrotechnical Commission and, in particular, Publication 92 - Electrical Installations in Ships..

1.1. A main source of electrical power of sufficient capacity to supply all those services mentioned in Regulation 40.1.1 shall be provided. This main source of electrical power shall consist of at least two generating sets.
1.2. The capacity of these generating sets shall be such that in the event of any one generating set being stopped it will still be possible to supply those services necessary to provide normal operational conditions of propulsion and safety. Minimum comfortable conditions of habitability shall also be ensured which include at least adequate services for cooking, heating, domestic refrigeration, mechanical ventilation, sanitary and fresh water.
1.3. The arrangements of the ship's main source of electrical power shall be such that the services referred to in Regulation 40.1.1 can be maintained regardless of the speed and direction of rotation of the propulsion machinery or shafting.
1.4. In addition, the generating sets shall be such as to ensure that with any one generator or its primary source of power out of operation, the remaining generating sets shall be capable of providing the electrical services necessary to start the main propulsion plant from a dead ship condition. The emergency source of electrical power may be used for the purpose of starting from a dead ship condition if its capability either alone or combined with that of any other source of electrical power is sufficient to provide at the same time those services required to be supplied by Regulations 42.2.1 to 42.2.3 or 43.2.1 to 43.2.4.
1.5. Where transformers constitute an essential part of the electrical supply system required by this paragraph, the system shall be so arranged as to ensure the same continuity of the supply as is stated in this paragraph.
2.1. A main electric lighting system which shall provide illumination throughout those parts of the ship normally accessible to and used by passengers or crew shall be supplied from the main source of electrical power.
2.2. The arrangement of the main electric lighting system shall be such that a fire or other casualty in spaces containing the main source of electrical power, associated transforming equipment, if any, the main switchboard and the main lighting switchboard, will not render the emergency electric lighting system required by Regulations 42.2.1 and 42.2.2 or 43.2.1, 43.2.2 and 43.2.3 inoperative.
2.3. The arrangement of the emergency electric lighting system shall be such that a fire or other casualty in spaces containing the emergency source of electrical power, associated transforming equipment, if any, the emergency switchboard and the emergency lighting switchboard will not render the main electric lighting system required by this Regulation inoperative.
3. The main switchboard shall be so placed relative to one main generating station that, as far as is practicable, the integrity of the normal electrical supply may be affected only by a fire or other casualty in one space. An environmental enclosure for the main switchboard, such as may be provided by a machinery control room situated within the main boundaries of the space, is not to be considered as separating the switchboards from the generators.
4. Where the total installed electrical power of the main generating sets is in excess of 3 MW, the main busbars shall be subdivided into at least two parts which shall normally be connected by removable links or other approved means; so far as is practicable, the connexion of generating sets and any other duplicated equipment shall be equally divided between the parts. Equivalent arrangements may be permitted to the satisfaction of the Administration.
5. Ships constructed on or after 1 July 1998:
.1 in addition to paragraphs 1 to 3, shall comply with the following: .1.1 where the main source of electrical power is necessary for propulsion and steering of the ship, the system shall be so arranged that the electrical supply to equipment necessary for propulsion and steering and to ensure safety of the ship will be maintained or immediately restored in the case of loss of any one of the generators in service;
.1.2 load shedding or other equivalent arrangements shall be provided to protect the generators required by this regulation against sustained overload;
.1.3 where the main source of electrical power is necessary for propulsion of the ship, the main busbar shall be subdivided into at least two parts which shall normally be connected by circuit breakers or other approved means; so far as is practicable, the connection of generating sets and other duplicated equipment shall be equally divided between the parts; and
.1.1 where the main source of electrical power is necessary for propulsion and steering of the ship, the system shall be so arranged that the electrical supply to equipment necessary for propulsion and steering and to ensure safety of the ship will be maintained or immediately restored in the case of loss of any one of the generators in service;
.1.2 load shedding or other equivalent arrangements shall be provided to protect the generators required by this regulation against sustained overload;
.1.3 where the main source of electrical power is necessary for propulsion of the ship, the main busbar shall be subdivided into at least two parts which shall normally be connected by circuit breakers or other approved means; so far as is practicable, the connection of generating sets and other duplicated equipment shall be equally divided between the parts; and
.2 need not comply with paragraph 4.
6. In passenger ships constructed on or after 1 July 2010, supplementary lighting shall be provided in all cabins to clearly indicate the exit so that occupants will be able to find their way to the door. Such lighting, which may be connected to an emergency source of power or have a self-contained source of electrical power in each cabin, shall automatically illuminate when power to the normal cabin lighting is lost and remain on for a minimum of 30 min.

1.1. A self-contained emergency source of electrical power shall be provided.
1.2. The emergency source of electrical power, associated transforming equipment, if any, transitional source of emergency power, emergency switchboard and emergency lighting switchboard shall be located above the uppermost continuous deck and shall be readily accessible from the open deck. They shall not be located forward of the collision bulkhead.
1.3. The location of the emergency source of electrical power and associated transforming equipment, if any, the transitional source of emergency power, the emergency switchboard and the emergency electric lighting switchboards in relation to the main source of electrical power, associated transforming equipment, if any, and the main switchboard shall be such as to ensure to the satisfaction of the Administration that a fire or other casualty in spaces containing the main source of electrical power, associated transforming equipment, if any, and the main switchboard or in any machinery space of category A will not interfere with the supply, control and distribution of emergency electrical power. As far as practicable, the space containing the emergency source of electrical power, associated transforming equipment, if any, the transitional source of emergency electrical power and the emergency switchboard shall not be contiguous to the boundaries of machinery spaces of category A or those spaces containing the main source of electrical power, associated transforming equipment, if any, or the main switchboard.
1.4. Provided that suitable measures are taken for safeguarding independent emergency operation under all circumstances, the emergency generator may be used exceptionally, and for short periods, to supply non-emergency circuits.
2. The electrical power available shall be sufficient to supply all those services that are essential for safety in an emergency, due regard being paid to such services as may have to be operated simultaneously. The emergency source of electrical power shall be capable, having regard to starting currents and the transitory nature of certain loads, of supplying simultaneously at least the following services for the periods specified hereinafter, if they depend upon an electrical source for their operation:
2.1. For a period of 36 hours, emergency lighting: 1. at every muster and embarkation station and over the sides as required by regulations III/11.4 and III/15.7;
2. in alleyways, stairways and exits giving access to the muster and embarkation stations, as required by regulation III/11.5;
3. in all service and accommodation alleyways, stairways and exits, personnel lift cars;
4. in the machinery spaces and main generating stations including their control positions;
5. in all control stations, machinery control rooms, and at each main and emergency switchboard;
6. at all stowage positions for firemen's outfits;
7. at the steering gear; and
8. at the fire pump, the sprinkler pump and the emergency bilge pump referred to in paragraph 2.4 and at the starting position of their motors.
1. at every muster and embarkation station and over the sides as required by regulations III/11.4 and III/15.7;
2. in alleyways, stairways and exits giving access to the muster and embarkation stations, as required by regulation III/11.5;
3. in all service and accommodation alleyways, stairways and exits, personnel lift cars;
4. in the machinery spaces and main generating stations including their control positions;
5. in all control stations, machinery control rooms, and at each main and emergency switchboard;
6. at all stowage positions for firemen's outfits;
7. at the steering gear; and
8. at the fire pump, the sprinkler pump and the emergency bilge pump referred to in paragraph 2.4 and at the starting position of their motors.
2.2. For a period of 36 hours: .1 the navigation lights and other lights required by the International Regulations for Preventing Collisions at Sea in force; and
.2 on ships constructed on or after 1 February 1995, the VHF radio installation required by regulation IV/7.1.1 and IV/7.1.2; and, if applicable: .2.1 the MF radio installation required by regulations IV/9.1.1, IV/9.1.2, IV/10.1.2 and IV/10.1.3;
.2.2 the ship earth station required by regulation IV/10.1.1; and
.2.3 the MF/HF radio installation required by regulations IV/11.1.1 and IV/11.1.2.
.2.1 the MF radio installation required by regulations IV/9.1.1, IV/9.1.2, IV/10.1.2 and IV/10.1.3;
.2.2 the ship earth station required by regulation IV/10.1.1; and
.2.3 the MF/HF radio installation required by regulations IV/11.1.1 and IV/11.1.2.
.1 the navigation lights and other lights required by the International Regulations for Preventing Collisions at Sea in force; and
.2 on ships constructed on or after 1 February 1995, the VHF radio installation required by regulation IV/7.1.1 and IV/7.1.2; and, if applicable: .2.1 the MF radio installation required by regulations IV/9.1.1, IV/9.1.2, IV/10.1.2 and IV/10.1.3;
.2.2 the ship earth station required by regulation IV/10.1.1; and
.2.3 the MF/HF radio installation required by regulations IV/11.1.1 and IV/11.1.2.
.2.1 the MF radio installation required by regulations IV/9.1.1, IV/9.1.2, IV/10.1.2 and IV/10.1.3;
.2.2 the ship earth station required by regulation IV/10.1.1; and
.2.3 the MF/HF radio installation required by regulations IV/11.1.1 and IV/11.1.2.
2.3. For a period of 36 hours: 1. all internal communication equipment required in an emergency;
2. the shipborne navigational equipment as required by Regulation V/12; where such provision is unreasonable or impracticable the Administration may waive this requirement for ships of less than 5,000 tons gross tonnage;
3. the fire detection and fire alarm system, and the fire door holding and release system; and
4. for intermittent operation of the daylight signalling lamp, the ship's whistle, the manually operated call points and all internal signals that are required in an emergency; unless such services have an independent supply for the period of 36 hours from an accumulator battery suitably located for use in an emergency.
1. all internal communication equipment required in an emergency;
2. the shipborne navigational equipment as required by Regulation V/12; where such provision is unreasonable or impracticable the Administration may waive this requirement for ships of less than 5,000 tons gross tonnage;
3. the fire detection and fire alarm system, and the fire door holding and release system; and
4. for intermittent operation of the daylight signalling lamp, the ship's whistle, the manually operated call points and all internal signals that are required in an emergency; unless such services have an independent supply for the period of 36 hours from an accumulator battery suitably located for use in an emergency.
2.4. For a period of 36 hours: 1. one of the fire pumps required by Regulation II-2/4.3.1 and 4.3.3;
2. the automatic sprinkler pump, if any; and
3. the emergency bilge pump and all the equipment essential for the operation of electrically powered remote controlled bilge valves.
1. one of the fire pumps required by Regulation II-2/4.3.1 and 4.3.3;
2. the automatic sprinkler pump, if any; and
3. the emergency bilge pump and all the equipment essential for the operation of electrically powered remote controlled bilge valves.
2.5. For the period of time required by Regulation 29.14 the steering gear if required to be so supplied by that Regulation.
2.6. For a period of half an hour: 1. any watertight doors required by Regulation 15 to be power operated together with their indicators and warning signals.
2. the emergency arrangements to bring the lift cars to deck level for the escape of persons. The passenger lift cars may be brought to deck level sequentially in an emergency.
1. any watertight doors required by Regulation 15 to be power operated together with their indicators and warning signals.
2. the emergency arrangements to bring the lift cars to deck level for the escape of persons. The passenger lift cars may be brought to deck level sequentially in an emergency.
2.7. In a ship engaged regularly on voyages of short duration, the Administration if satisfied that an adequate standard of safety would be attained may accept a lesser period than the 36 hour period specified in paragraphs 2.1 to 2.5 but not less than 12 hours.
3. The emergency source of electrical power may be either a generator or an accumulator battery, which shall comply with the following:
3.1. Where the emergency source of electrical power is a generator, it shall be: 1. driven by a suitable prime-mover with an independent supply of fuel having a flashpoint (closed cup test) of not less than 43°C;
2. started automatically upon failure of the electrical supply from the main source of electrical power and shall be automatically connected to the emergency switchboard; those services referred to in paragraph 4 shall then be transferred automatically to the emergency generating set. The automatic starting system and the characteristic of the prime-mover shall be such as to permit the emergency generator to carry its full rated load as quickly as is safe and practicable, subject to a maximum of 45 seconds; unless a second independent means of starting the emergency generating set is provided, the single source of stored energy shall be protected to preclude its complete depletion by the automatic starting system; and
3. provided with a transitional source of emergency electrical power according to paragraph 4.
1. driven by a suitable prime-mover with an independent supply of fuel having a flashpoint (closed cup test) of not less than 43°C;
2. started automatically upon failure of the electrical supply from the main source of electrical power and shall be automatically connected to the emergency switchboard; those services referred to in paragraph 4 shall then be transferred automatically to the emergency generating set. The automatic starting system and the characteristic of the prime-mover shall be such as to permit the emergency generator to carry its full rated load as quickly as is safe and practicable, subject to a maximum of 45 seconds; unless a second independent means of starting the emergency generating set is provided, the single source of stored energy shall be protected to preclude its complete depletion by the automatic starting system; and
3. provided with a transitional source of emergency electrical power according to paragraph 4.
3.2. Where the emergency source of electrical power is an accumulator battery, it shall be capable of: 1. carrying the emergency electrical load without recharging while maintaining the voltage of the battery throughout the discharge period within 12 per cent above or below its nominal voltage;
2. automatically connecting to the emergency switchboard in the event of failure of the main source of electrical power; and
3. immediately supplying at least those services specified in paragraph 4.
1. carrying the emergency electrical load without recharging while maintaining the voltage of the battery throughout the discharge period within 12 per cent above or below its nominal voltage;
2. automatically connecting to the emergency switchboard in the event of failure of the main source of electrical power; and
3. immediately supplying at least those services specified in paragraph 4.
3.3 The following provision in paragraph 3.1.2 shall not apply to ships constructed on or after 1 October 1994: unless a second independent means of starting the emergency generating set is provided, the single source of stored energy shall be protected to preclude its complete depletion by the automatic starting system.
3.4. For ships constructed on or after 1 July 1998, where electrical power is necessary to restore propulsion, the capacity shall be sufficient to restore propulsion to the ship in conjunction with other machinery, as appropriate, from a dead ship condition within 30 min after blackout.
4. The transitional source of emergency electrical power required by paragraph 3.1.3 shall consist of an accumulator battery suitably located for use in an emergency which shall operate without recharging while maintaining the voltage of the battery throughout the discharge period within 12 per cent above or below its nominal voltage and be of sufficient capacity and so arranged as to supply automatically in the event of failure of either the main or emergency source of electrical power at least the following services, if they depend upon an electrical source for their operation:
4.1. For half an hour: 1. the lighting required by paragraphs 2.1 and 2.2.1;
2. all services required by paragraphs 2.3.1, 2.3.3 and 2.3.4 unless such services have an independent supply for the period specified from an accumulator battery suitably located for use in an emergency.
1. the lighting required by paragraphs 2.1 and 2.2.1;
2. all services required by paragraphs 2.3.1, 2.3.3 and 2.3.4 unless such services have an independent supply for the period specified from an accumulator battery suitably located for use in an emergency.
4.2. Power to operate the watertight doors, as required by regulation 15.7.3.3, but not necessarily all of them simultaneously, unless an independent temporary source of stored energy is provided. Power to the control, indication and alarm circuits as required by regulation 15.7.2 for half an hour.
5.1. The emergency switchboard shall be installed as near as is practicable to the emergency source of electrical power.
5.2. Where the emergency source of electrical power is a generator, the emergency switchboard shall be located in the same space unless the operation of the emergency switchboard would thereby be impaired.
5.3. No accumulator battery fitted in accordance with this Regulation shall be installed in the same space as the emergency switchboard. An indicator shall be mounted in a suitable place on the main switchboard or in the machinery control room to indicate when the batteries constituting either the emergency source of electrical power or the transitional source of emergency electrical power referred to in paragraph 3.1.3 or 4 are being discharged.
5.4. The emergency switchboard shall be supplied during normal operation from the main switchboard by an interconnector feeder which is to be adequately protected at the main switchboard against overload and short circuit and which is to be disconnected automatically at the emergency switchboard upon failure of the main source of electrical power. Where the system is arranged for feedback operation, the interconnector feeder is also to be protected at the emergency switchboard at least against short circuit.
5.5. In order to ensure ready availability of the emergency source of electrical power, arrangements shall be made where necessary to disconnect automatically non-emergency circuits from the emergency switchboard to ensure that power shall be available to the emergency circuits.
6. The emergency generator and its prime-mover and any emergency accumulator battery shall be so designed and arranged as to ensure that they will function at full rated power when the ship is upright and when inclined at any angle of list up to 22.5° or when inclined up to 10° either in the fore or aft direction, or is in any combination of angles within those limits.
7. Provision shall be made for the periodic testing of the complete emergency system and shall include the testing of automatic starting arrangements.

(This regulation applies to all passenger ships with ro-ro cargo spaces or special category spaces as defined in regulation II-2/3, except that for ships constructed before 22 October 1989, this regulation shall apply not later than 22 October 1990).
In addition to the emergency lighting required by regulation 42.2, on every passenger ship with ro-ro cargo spaces or special category spaces as defined in regulation II-2/3:
.1 all passenger public spaces and alleyways shall be provided with supplementary electric lighting that can operate for at least three hours when all other sources of electric power have failed and under any condition of heel. The illumination provided shall be such that the approach to the means of escape can be readily seen. The source of power for the supplementary lighting shall consist of accumulator batteries located within the lighting units that are continuously charged, where practicable, from the emergency switchboard. Alternatively, any other means of lighting which is at least as effective may be accepted by the Administration. The supplementary lighting shall be such that any failure of the lamp will be immediately apparent. Any accumulator battery provided shall be replaced at intervals having regard to the specified service life in the ambient conditions that they are subject to in service; and
.2 a portable rechargeable battery operated lamp shall be provided in every crew space alleyway, recreational space and every working space which is normally occupied unless supplementary emergency lighting, as required by subparagraph .1, is provided.

1.1. A self-contained emergency source of electrical power shall be provided.
1.2. The emergency source of electrical power, associated transforming equipment, if any, transitional source of emergency power, emergency switchboard and emergency lighting switchboard shall be located above the uppermost continuous deck and shall be readily accessible from the open deck. They shall not be located forward of the collision bulkhead, except where permitted by the Administration in exceptional circumstances.
1.3. The location of the emergency source of electrical power, associated transforming equipment, if any, the transitional source of emergency power, the emergency switchboard and the emergency lighting switchboard in relation to the main source of electrical power, associated transforming equipment, if any, and the main switchboard shall be such as to ensure to the satisfaction of the Administration that a fire or other casualty in the space containing the main source of electrical power, associated transforming equipment, if any, and the main switchboard, or in any machinery space of category A will not interfere with the supply, control and distribution of emergency electrical power. As far as practicable the space containing the emergency source of electrical power, associated transforming equipment, if any, the transitional source of emergency electrical power and the emergency switchboard shall not be contiguous to the boundaries of machinery spaces of category A or those spaces containing the main source of electrical power, associated transforming equipment, if any, and the main switchboard.
1.4. Provided that suitable measures are taken for safeguarding independent emergency operation under all circumstances, the emergency generator may be used, exceptionally, and for short periods, to supply non-emergency circuits.
2. The electrical power available shall be sufficient to supply all those services that are essential for safety in an emergency, due regard being paid to such services as may have to be operated simultaneously. The emergency source of electrical power shall be capable, having regard to starting currents and the transitory nature of certain loads, of supplying simultaneously at least the following services for the periods specified hereinafter, if they depend upon and electrical source for their operation
2.1. For a period of 3 h, emergency lighting at every muster and embarkation station and over the sides as required by regulations III/11.4 and III/15.7.
2.2. For a period of 18 hours, emergency lighting:
1. in all service and accommodation alleyways, stairways and exits, personnel lift cars and personnel lift trunks;
2. in the machinery spaces and main generating stations including their control positions;
3. in all control stations, machinery control rooms, and at each main and emergency switchboard;
4. at all stowage positions for firemen's outfits;
5. at the steering gear;
6. at the fire pump referred to in paragraph 2.5, at the sprinkler pump, if any, and at the emergency bilge pump, if any, and at the starting positions of their motors; and
.7 in all cargo pump-rooms of tankers constructed on or after 1 July 2002.
2.3. For a period of 18 hours:
.1 the navigation lights and other lights required by the International Regulations for Preventing Collisions at Sea in force;
.2 on ships constructed on or after 1 February 1995 the VHF radio installation required by regulation IV/7.1.1 and IV/ 7.1.2; and, if applicable: .2.1 the MF radio installation required by regulations IV/ 9.1.1, IV/9.1.2, IV/10.1.2 and IV/10.1.3;
.2.2 the ship earth station required by regulation IV/10.1.1; and
.2.3 the MF/HF radio installation required by regulations IV/11.1.1 and IV/11.1.2.
.2.1 the MF radio installation required by regulations IV/ 9.1.1, IV/9.1.2, IV/10.1.2 and IV/10.1.3;
.2.2 the ship earth station required by regulation IV/10.1.1; and
.2.3 the MF/HF radio installation required by regulations IV/11.1.1 and IV/11.1.2.
2.4. For a period of 18 hours:
1. all internal communication equipment as required in an emergency;
2. the shipborne navigational equipment as required by Regulation V/12; where such provision is unreasonable or impracticable the Administration may waive this requirement for ships of less than 5,000 tons gross tonnage;
3. the fire detection and fire alarm system; and
4. intermittent operation of the daylight signalling lamp, the ship's whistle, the manually operated call points, and all internal signals that are required in an emergency;
unless such services have an independent supply for the period of 18 hours from an accumulator battery suitably located for use in an emergency.
2.5. For a period of 18 hours one of the fire pumps required by Regulation II-2/4.3.1 and 4.3.3 if dependent upon the emergency generator for its source of power.
2.6.1. For the period of time required by Regulation 29.14 the steering gear where it is required to be so supplied by that Regulation.
2.6.2. In a ship engaged regularly in voyages of short duration, the Administration if satisfied that an adequate standard of safety would be attained may accept a lesser period than the 18 hour period specified in paragraphs 2.2 to 2.5 but not less than 12 hours.
3. The emergency source of electrical power may be either a generator or an accumulator battery, which shall comply with the following:
3.1. Where the emergency source of electrical power is a generator, it shall be: 1. driven by a suitable prime-mover with an independent supply of fuel, having a flashpoint (closed cup test) of not less than 43°C;
2. started automatically upon failure of the main source of electrical power supply unless a transitional source of emergency electrical power in accordance with paragraph 3.1.3 is provided; where the emergency generator is automatically started, it shall be automatically connected to the emergency switchboard; those services referred to in paragraph 4 shall then be connected automatically to the emergency generator; and unless a second independent means of starting the emergency generator is provided the single source of stored energy shall be protected to preclude its complete depletion by the automatic starting system; and
3. provided with a transitional source of emergency electrical power as specified in paragraph 4 unless an emergency generator is provided capable both of supplying the services mentioned in that paragraph and of being automatically started and supplying the required load as quickly as is safe and practicable subject to a maximum of 45 seconds.
1. driven by a suitable prime-mover with an independent supply of fuel, having a flashpoint (closed cup test) of not less than 43°C;
2. started automatically upon failure of the main source of electrical power supply unless a transitional source of emergency electrical power in accordance with paragraph 3.1.3 is provided; where the emergency generator is automatically started, it shall be automatically connected to the emergency switchboard; those services referred to in paragraph 4 shall then be connected automatically to the emergency generator; and unless a second independent means of starting the emergency generator is provided the single source of stored energy shall be protected to preclude its complete depletion by the automatic starting system; and
3. provided with a transitional source of emergency electrical power as specified in paragraph 4 unless an emergency generator is provided capable both of supplying the services mentioned in that paragraph and of being automatically started and supplying the required load as quickly as is safe and practicable subject to a maximum of 45 seconds.
3.2. Where the emergency source of electrical power is an accumulator battery it shall be capable of: 1. carrying the emergency electrical load without recharging while maintaining the voltage of the battery throughout the discharge period within 12 per cent above or below its nominal voltage;
2. automatically connecting to the emergency switchboard in the event of failure of the main source of electrical power; and
3. immediately supplying at least those services specified in paragraph 4.
1. carrying the emergency electrical load without recharging while maintaining the voltage of the battery throughout the discharge period within 12 per cent above or below its nominal voltage;
2. automatically connecting to the emergency switchboard in the event of failure of the main source of electrical power; and
3. immediately supplying at least those services specified in paragraph 4.
3.3. The following provisions in paragraph 3.1.2 shall not apply to ships constructed on or after 1 October 1994: unless a second independent means of strating the emergency generating set is provided, the single source of stored energy shall be protected to preclude its complete depletion by the automatic stating system.
3.4. For ships constructed on or after 1 July 1998, where electrical power is necessary to restore propulsion, the capacity shall be sufficient to restore propulsion to the ship in conjunction with other machinery, as appropriate, from a dead ship condition within 30 min after blackout.
4. The transitional source of emergency electrical power where required by paragraph 3.1.3 shall consist of an accumulator battery suitably located for use in an emergency which shall operate without recharging while maintaining the voltage of the battery throughout the discharge period within 12 per cent above or below its nominal voltage and be of sufficient capacity and shall be so arranged as to supply automatically in the event of failure of either the main or the emergency source of electrical power for half an hour at least the following services if they depend upon an electrical source for their operation:
1. the lighting required by paragraphs 2.1, 2.2 and 2.3.1. For this transitional phase, the required emergency electric lighting, in respect of the machinery space and accommodation and service spaces may be provided by permanently fixed, individual, automatically charged, relay operated accumulator lamps; and
2. all services required by paragraphs 2.4.1, 2.4.3 and 2.4.4 unless such services have an independent supply for the period specified from an accumulator battery suitably located for use in an emergency.
5.1. The emergency switchboard shall be installed as near as is practicable to the emergency source of electrical power.
5.2. Where the emergency source of electrical power is a generator, the emergency switchboard shall be located in the same space unless, the operation of the emergency switchboard would thereby be impaired.
5.3. No accumulator battery fitted in accordance with this Regulation shall be installed in the same space as the emergency switchboard. An indicator shall be mounted in a suitable place on the main switchboard or in the machinery control room to indicate when the batteries constituting either the emergency source of electrical power or the transitional source of electrical power referred to in paragraph 3.2 or 4 are being discharged.
5.4. The emergency switchboard shall be supplied during normal operation from the main switchboard by an interconnector feeder which is to be adequately protected at the main switchboard against overload and short circuit and which is to be disconnected automatically at the emergency switchboard upon failure of the main source of electrical power. Where the system is arranged for feedback operation, the interconnector feeder is also to be protected at the emergency switchboard at least against short circuit.
5.5. In order to ensure ready availability of the emergency source of electrical power, arrangements shall be made where necessary to disconnect automatically non-emergency circuits from the emergency switchboard to ensure that electrical power shall be available automatically to the emergency circuits.
6. The emergency generator and its prime-mover and any emergency accumulator battery shall be so designed and arranged as to ensure that they will function at full rated power when the ship is upright and when inclined at any angle of list up to 22.5° or when inclined up to 10° either in the fore or aft direction, or is in any combination of angles within those limits.
7. Provision shall be made for the periodic testing of the complete emergency system and shall include the testing of automatic starting arrangements.

1. Emergency generating sets shall be capable of being readily started in their cold condition at a temperature of 0°C. If this is impracticable, or if lower temperatures are likely to be encountered, provision acceptable to the Administration shall be made for the maintenance of heating arrangements, to ensure ready starting of the generating sets.
2. Each emergency generating set arranged to be automatically started shall be equipped with starting devices approved by the Administration with a stored energy capability of at least three consecutive starts. A second source of energy shall be provided for an additional three starts within 30 minutes unless manual starting can be demonstrated to be effective.
2.1. Ships constructed on or after 1 October 1994, in lieu of the provision of the second sentence of paragraph 2, shall comply with the following requirements:
The source of stored energy shall be protected to preclude critical depletion by the automatic starting system, unless a second independent means of starting is provided. In addition, a second source of energy shall be provided for an additional three starts within 30 minutes unless manual starting can be demonstrated to be effective.
3. The stored energy shall be maintained at all times, as follows:
1. electrical and hydraulic starting systems shall be maintained from the emergency switchboard;
2. compressed air starting systems may be maintained by the main or auxiliary compressed air receivers through a suitable non-return valve or by an emergency air compressor which, if electrically driven, is supplied from the emergency switchboard;
3. all of these starting, charging and energy storing devices shall be located in the emergency generator space; these devices are not to be used for any purpose other than the operation of the emergency generating set. This does not preclude the supply to the air receiver of the emergency generating set from the main or auxiliary compressed air system through the non-return valve fitted in the emergency generator space.
4.1. Where automatic starting is not required, manual starting is permissible, such as manual cranking, inertia starters, manually charged hydraulic accumulators, or powder charge cartridges, where they can be demonstrated as being effective.
4.2. When manual starting is not practicable, the requirements of paragraphs 2 and 3 shall be complied with except that starting may be manually initiated.

1.1. Exposed metal parts of electrical machines or equipment which are not intended to be live but which are liable under fault conditions to become live shall be earthed unless the machines or equipment are:
1. supplied at a voltage not exceeding 50 V direct current or 50 V, root mean square between conductors; auto-transformers shall not be used for the purpose of achieving this voltage; or
2. supplied at a voltage not exceeding 250 V by safety isolating transformers supplying only one consuming device; or
3. constructed in accordance with the principle of double insulation.
1.2. The Administration may require additional precautions for portable electrical equipment for use in confined or exceptionally damp spaces where particular risks due to conductivity may exist.
1.3. All electrical apparatus shall be so constructed and so installed as not to cause injury when handled or touched in the normal manner.
2. Main and emergency switchboards shall be so arranged as to give easy access as may be needed to apparatus and equipment, without danger to personnel. The sides and the rear and, where necessary, the front of switchboards shall be suitably guarded. Exposed live parts having voltages to earth exceeding a voltage to be specified by the Administration shall not be installed on the front of such switchboards. Where necessary, non-conducting mats or gratings shall be provided at the front and rear of the switchboard.
3.1. The hull return system of distribution shall not be used for any purpose in a tanker, or for power, heating, or lighting in any other ship of 1,600 tons gross tonnage and upwards.
3.2. The requirement of paragraph 3.1 does not preclude under conditions approved by the Administration the use of:
1. impressed current cathodic protective systems;
2. limited and locally earthed systems; or
3. insulation level monitoring devices provided the circulation current does not exceed 30 mA under the most unfavourable conditions.
3.2.1. For ships constructed on or after 1 October 1994, the requirement of paragraph 3.1 does not preclude the use of limited and locally earthed systems, provided that any possible resulting current does not flow directly through any dangerous spaces.
3.3. Where the hull return system is used, all final subcircuits, i.e. all circuits fitted after the last protective device, shall be two-wire and special precautions shall be taken to the satisfaction of the Administration.
4.1. Earthed distribution systems shall not be used in a tanker. The Administration may exceptionally permit in a tanker the earthing of the neutral for alternating current power network of 3,000 V (line to line) and over, provided that any possible resulting current does not flow directly through any of the dangerous spaces.
4.2. When a distribution system, whether primary or secondary, for power, heating or lighting, with no connexion to earth is used, a device capable of continuously monitoring the insulation level to earth and of giving an audible or visual indication of abnormally low insulation values shall be provided.
4.3. Ships constructed on or after 1 October 1994, in lieu of the provisions of paragraph 4.1, shall comply with the following requirements:
.1 Except as permitted by paragraph 4.3.2, earthed distribution systems shall not be used in a tanker.
.2 The requirement of paragraph 4.3.1 does not preclude the use of earthed intrinsically safe circuits and in addition, under conditions approved by the Administration, the use of the following earthed systems: .2.1 power supplied, control circuits and instrumentation circuits where technical or safety reasons preclude the use of a system with no connection to earth, provided the current in the hull is limited to not more than 5 amps in both normal and fault conditions; or
.2.2 limited and locally earthed systems, provided that any possible resulting current does not flow directly through any of the dangerous spaces; or
.2.3 alternating current power networks of 1,000 V root mean square (line to line) and over, provided that any possible resulting current does not flow directly through any of the dangerous spaces.
.2.1 power supplied, control circuits and instrumentation circuits where technical or safety reasons preclude the use of a system with no connection to earth, provided the current in the hull is limited to not more than 5 amps in both normal and fault conditions; or
.2.2 limited and locally earthed systems, provided that any possible resulting current does not flow directly through any of the dangerous spaces; or
.2.3 alternating current power networks of 1,000 V root mean square (line to line) and over, provided that any possible resulting current does not flow directly through any of the dangerous spaces.
5.1. Except as permitted by the Administration in exceptional circumstances, all metal sheaths and armour of cables shall be electrically continuous and shall be earthed.
5.2. All electric cables and wiring external to equipment shall be at least of a flame retardant type and shall be so installed as not to impair their original flame retarding properties. Where necessary for particular applications the Administration may permit the use of special types of cables such as radio frequency cables, which do not comply with the foregoing.
5.3. Cables and wiring serving essential or emergency power, lighting, internal communications or signals shall so far as practicable be routed clear of galleys, laundries, machinery spaces of category A and their casings and other high fire risk areas. In ro-ro passenger ships, cabling for emergency alarms and public address systems installed on or after 1 July 1998 shall be approved by the Administration having regard to the recommendations developed by the Organization. Cables connecting fire pumps to the emergency switchboard shall be of a fire resistant type where they pass through high fire risk areas. Where practicable all such cables should be run in such a manner as to preclude their being rendered unserviceable by heating of the bulkheads that may be caused by a fire in an adjacent space.
5.4. Where cables which are installed in hazardous areas introduce the risk of fire or explosion in the event of an electrical fault in such areas, special precautions against such risks shall be taken to the satisfaction of the Administration.
5.5. Cables and wiring shall be installed and supported in such a manner as to avoid chafing or other damage.
5.6. Terminations and joints in all conductors shall be so made as to retain the original electrical, mechanical, flame retarding and, where necessary, fire resisting properties of the cable.
6.1. Each separate circuit shall be protected against short circuit and against overload, except as permitted in Regulations 29 and 30 or where the Administration may exceptionally otherwise permit.
6.2. The rating or appropriate setting of the overload protective device for each circuit shall be permanently indicated at the location of the protective device.
7. Lighting fittings shall be so arranged as to prevent temperature rises which could damage the cables and wiring, and to prevent surrounding material from becoming excessively hot.
8. All lighting and power circuits terminating in a bunker or cargo space shall be provided with a multiple pole switch outside the space for disconnecting such circuits.
9.1. Accumulator batteries shall be suitably housed, and compartments used primarily for their accommodation shall be properly constructed and efficiently ventilated.
9.2. Electrical or other equipment which may constitute a source of ignition of flammable vapours shall not be permitted in these compartments except as permitted in paragraph 10.
9.3. Accumulator batteries shall not be located in sleeping quarters except where hermetically sealed to the satisfaction of the Administration.
10. No electrical equipment shall be installed in any space where flammable mixtures are liable to collect, e.g. in compartments assigned principally to accumulator batteries, in paint lockers, acetylene stores or similar spaces, unless the Administration is satisfied that such equipment is:
.1. essential for operational purposes;
.2. of a type which will not ignite the mixture concerned;
.3. appropriate to the space concerned; and
.4. appropriately certified for safe usage in the dusts, vapours or gases likely to be encountered.
11. In tankers, electrical equipment, cables and wiring shall not be installed in hazardous locations unless it conforms with standards not inferior to those acceptable to the Organization . However, for locations not covered by such standards, electrical equipment, cables and wiring which do not conform to the standards may be installed in hazardous locations based on a risk assessment to the satisfaction of the Administration, to ensure that an equivalent level of safety is assured.
12. In a passenger ship, distribution systems shall be so arranged that fire in any main vertical zone as is defined in Regulation II-2/3.9 will not interfere with services essential for safety in any other such zone. This requirement will be met if main and emergency feeders passing through any such zone are separated both vertically and horizontally as widely as is practicable.

1. The arrangements provided shall be such as to ensure that the safety of the ship in all sailing conditions, including manoeuvring, is equivalent to that of a ship having the machinery spaces manned.
2. Measures shall be taken to the satisfaction of the Administration to ensure that the equipment is functioning in a reliable manner and that satisfactory arrangements are made for regular inspections and routine tests to ensure continuous reliable operation.
3. Every ship shall be provided with documentary evidence, to the satisfaction of the Administration, of its fitness to operate with periodically unattended machinery spaces.

1. Means shall be provided to detect and give alarms at an early stage in case of fires:
1. in boiler air supply casings and exhausts (uptakes); and
2. in scavenging air belts of propulsion machinery,
unless the Administration considers this to be unnecessary in a particular case.
2. Internal combustion engines of 2250 kW and above or having cylinders of more than 300 mm bore shall be provided with crankcase oil mist detectors or engine bearing temperature monitors or equivalent devices.

1. Bilge wells in periodically unattended machinery spaces shall be located and monitored in such a way that the accumulation of liquids is detected at normal angles of trim and heel, and shall be large enough to accommodate easily the normal drainage during the unattended period.
2. Where the bilge pumps are capable of being started automatically, means shall be provided to indicate when the inflex of liquid is greater than the pump capacity or when the pump is operating more frequently than would normally be expected. In these cases, smaller bilge wells to cover a reasonable period of time may be permitted. Where automatically controlled bilge pumps are provided, special attention shall be given to oil pollution prevention requirements.
3. The location of the controls of any valve serving a sea inlet, a discharge below the water-line or a bilge injection system shall be so sited as to allow adequate time for operation in case of influx of water to the space, having regard to the time likely to be required in order to reach and operate such controls. If the level to which the space could become flooded with the ship in the fully loaded condition so requires, arrangements shall be made to operate the controls from a position above such level.

1. Under all sailing conditions, including manoeuvring, the speed, direction of thrust and, if applicable, the pitch of the propeller shall be fully controllable from the navigating bridge.
1.1. Such remote control shall be performed by a single control device for each independent propeller, with automatic performance of all associated services, including, where necessary, means of preventing overload of the propulsion machinery.
1.2. The main propulsion machinery shall be provided with an emergency stopping device on the navigating bridge which shall be independent of the navigating bridge control system.
2. Propulsion machinery orders from the navigating bridge shall be indicated in the main machinery control room or at the propulsion machinery control position as appropriate.
3. Remote control of the propulsion machinery shall be possible only from one location at a time; at such locations interconnected control positions are permitted. At each location there shall be an indicator showing which location is in control of the propulsion machinery. The transfer of control between the navigating bridge and machinery spaces shall be possible only in the main machinery space or in the main machinery control room. The system shall include means to prevent the propelling thrust from altering significantly when transferring control from one location to another.
4. It shall be possible for all machinery essential for the safe operation of the ship to be controlled from a local position, even in the case of failure in any part of the automatic or remote control systems.
5. The design of the remote automatic control system shall be such that in case of its failure an alarm will be given. Unless the Administration considers it impracticable, the preset speed and direction of thrust of the propeller shall be maintained until local control is in operation.
6. Indicators shall be fitted on the navigating bridge for:
1. propeller speed and direction of rotation in the case of fixed pitch propellers; or
2. propeller speed and pitch position in the case of controllable pitch propellers.
7. The number of consecutive automatic attempts which fail to produce a start shall be limited to safeguard sufficient starting air pressure. An alarm shall be provided to indicate low starting air pressure set at a level which still permits starting operations of the propulsion machinery.

A reliable means of vocal communication shall be provided between the main machinery control room or the propulsion machinery control position as appropriate, the navigating bridge and the engineer officers' accommodation.

1. An alarm system shall be provided indicating any fault requiring attention and shall:
1. be capable of sounding an audible alarm in the main machinery control room or at the propulsion machinery control position, and indicate visually each separate alarm function at a suitable position;
2. have a connexion to the engineers' public rooms and to each of the engineers' cabins through a selector switch, to ensure connexion to at least one of those cabins. Administrations may permit equivalent arrangements;
3. activate an audible and visual alarm on the navigating bridge for any situation which requires action by or attention of the officer on watch;
4. as far as is practicable be designed on the fail-to-safety principle; and
5. activate the engineers' alarm required by Regulation 38 if an alarm function has not received attention locally within a limited time.
2.1. The alarm system shall be continuously powered and shall have an automatic change-over to a stand-by power supply in case of loss of normal power supply.
2.2. Failure of the normal power supply of the alarm system shall be indicated by an alarm.
3.1. The alarm system shall be able to indicate at the same time more than one fault and the acceptance of any alarm shall not inhibit another alarm.
3.2. Acceptance at the position referred to in paragraph 1 of any alarm condition shall be indicated at the positions where it was shown. Alarms shall be maintained until they are accepted and the visual indications of individual alarms shall remain until the fault has been corrected, when the alarm system shall automatically reset to the normal operating condition.

A safety system shall be provided to ensure that serious malfunction in machinery or boiler operations, which presents an immediate danger, shall initiate the automatic shut-down of that part of the plant and that an alarm shall be given. Shut-down of the propulsion system shall not be automatically activated except in cases which could lead to serious damage, complete breakdown, or explosion. Where arrangements for overriding the shut-down of the main propelling machinery are fitted, these shall be such as to preclude inadvertent operation. Visual means shall be provided to indicate when the override has been activated.

1. The special requirements for the machinery, boiler and electrical installations shall be to the satisfaction of the Administration and shall include at least the requirements of this Regulation.
2. The main source of electrical power shall comply with the following:
2.1. Where the electrical power can normally be supplied by one generator, suitable load shedding arrangements shall be provided to ensure the integrity of supplies to services required for propulsion and steering as well as the safety of the ship. In the case of loss of the generator in operation, adequate provision shall be made for automatic starting and connecting to the main switchboard of a stand-by generator of sufficient capacity to permit propulsion and steering and to ensure the safety of the ship with automatic re-starting of essential auxiliaries including, where necessary, sequential operations. The Administration may dispense with this requirement for the ship of less than 1,600 tons gross tonnage, if it is considered impracticable.
2.2. If the electrical power is normally supplied by more than one generator simultaneously in parallel operation, provision shall be made, for instance by load shedding, to ensure that, in case of loss of one of these generating sets, the remaining ones ar kept in operation without overload to permit propulsion and steering, and to ensure the safety of the ship.
3. Where stand-by machines are required for other auxiliary machinery essential to propulsion, automatic change-over devices shall be provided.
4. Automatic control and alarm system
4.1. The control system shall be such that the services needed for the operation of the main propulsion machinery and its auxiliaries are ensured through the necessary automatic arrangements.
4.2. An alarm shall be given on the automatic change-over.
4.3. An alarm system complying with Regulation 51 shall be provided for all important pressures, temperatures and fluid levels and other essential parameters.
4.4. A centralized control position shall be arranged with the necessary alarm panels and instrumentation indicating any alarm.
5. Means shall be provided to keep the starting air pressure at the required level where internal combustion engines are used for main propulsion.

Passenger ships shall be specially considered by the Administration as to whether or not the machinery spaces may be periodically unattended and if so whether additional requirements to those stipulated in these Regulations are necessary to achieve equivalent safety to that of normally attended machinery spaces.

1. Purpose
The purpose of this regulation is to provide a methodology for alternative design and arrangements for machinery, electrical installations and low-flashpoint fuel storage and distribution systems.
2. General
2.1 Machinery, electrical installation and low-flashpoint fuel storage and distribution systems design and arrangements may deviate from the requirements set out in parts C, D, E or G, provided that the alternative design and arrangements meet the intent of the requirements concerned and provide an equivalent level of safety to this chapter.
2.2 When alternative design or arrangements deviate from the prescriptive requirements of parts C, D, E or G, an engineering analysis, evaluation and approval of the design and arrangements shall be carried out in accordance with this regulation.
3. Engineering analysis
The engineering analysis shall be prepared and submitted to the Administration, based on the guidelines developed by the Organization and shall include, as a minimum, the following elements:
.1 determination of the ship type, machinery, electrical installations, low-flashpoint fuel storage and distribution systems and space(s) concerned;
.2 identification of the prescriptive requirement(s) with which the machinery, electrical installations and low-flashpoint fuel storage and distribution systems will not comply;
.3 identification of the reason the proposed design will not meet the prescriptive requirements supported by compliance with other recognized engineering or industry standards;
.4. determination of the performance criteria for the ship, machinery, electrical installation, low-flashpoint fuel storage and distribution system or the space(s) concerned addressed by the relevant prescriptive requirement(s): .1 performance criteria shall provide a level of safety not inferior to the relevant prescriptive requirements contained in parts C, D, E or G; and
.2 performance criteria shall be quantifiable and measurable;
.1 performance criteria shall provide a level of safety not inferior to the relevant prescriptive requirements contained in parts C, D, E or G; and
.2 performance criteria shall be quantifiable and measurable;
.5 detailed description of the alternative design and arrangements, including a list of the assumptions used in the design and any proposed operational restrictions or conditions;
.6 technical justification demonstrating that the alternative design and arrangements meet the safety performance criteria; and
.7 risk assessment based on identification of the potential faults and hazards associated with the proposal.
4. Evaluation of the alternative design and arrangements
4.1. The engineering analysis required in paragraph 3 shall be evaluated and approved by the Administration, taking into account the guidelines developed by the Organization.
4.2. A copy of the documentation, as approved by the Administration, indicating that the alternative design and arrangements comply with this regulation, shall be carried on board the ship.
5. Exchange of information
The Administration shall communicate to the Organization pertinent information concerning alternative design and arrangements approved by them for circulation to all Contracting Governments.
6. Re-evaluation due to change of conditions
If the assumptions and operational restrictions that were stipulated in the alternative design and arrangements are changed, the engineering analysis shall be carried out under the changed condition and shall be approved by the Administration.

1. Except as provided for in paragraphs 4 and 5, this part shall apply to ships using low-flashpoint fuels:
.1 for which the building contract is placed on or after 1 January 2017;
.2 in the absence of a building contract, the keels of which are laid or which are at a similar stage of construction on or after 1 July 2017; or
.3 the delivery of which is on or after 1 January 2021.
Such ships using low-flashpoint fuels shall comply with the requirements of this part in addition to any other applicable requirements of the present regulations.
2. Except as provided for in paragraphs 4 and 5, a ship, irrespective of the date of construction, including one constructed before 1 January 2009, which converts to using low-flashpoint fuels on or after 1 January 2017 shall be treated as a ship using low-flashpoint fuels on the date on which such conversion commenced.
3. Except as provided for in paragraphs 4 and 5, a ship using low-flashpoint fuels, irrespective of the date of construction, including one constructed before 1 January 2009, which, on or after 1 January 2017, undertakes to use low-flashpoint fuels different from those which it was originally approved to use before 1 January 2017 shall be treated as a ship using low-flashpoint fuels on the date on which such undertaking commenced.
4. This part shall not apply to gas carriers, as defined in regulation VII/11.2:
.1 using their cargoes as fuel and complying with the requirements of the IGC Code, as defined in regulation VII/11.1; or
.2 using 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.
5. This part shall not apply to ships owned or operated by a Contracting Government and used, for the time being, only in Government non-commercial service. However, ships owned or operated by a Contracting Government and used, for the time being, only in Government non-commercial service are encouraged to act in a manner consistent, so far as reasonable and practicable, with this part.

Except as provided in regulations 56.4 and 56.5, ships using low-flashpoint fuels shall comply with the requirements of the IGF Code.

(a). The Contracting Governments undertake to give effect to the provisions of the present Convention and the Annex thereto, which shall constitute an integral part of the present Convention. Every reference to the present Convention constitutes at the same time a reference to the Annex.
(b). The Contracting Governments undertake to promulgate all laws, decrees, orders and regulations and to take all other steps which may be necessary to give the present Convention full and complete effect, so as to ensure that, from the point of view of safety of life, a ship is fit for the service for which it is intended.

The present Convention shall apply to ships entitled to fly the flag of States the Governments of which are Contracting Governments.

The Contracting Governments undertake to communicate to and deposit with the Secretary-General of the Inter-Governmental Maritime Consultative Organization (hereinafter referred to as “the Organization”):
(a) a list of non-governmental agencies which are authorized to act in their behalf in the administration of measures for safety of life at sea for circulation to the Contracting Governments for the information of their officers;
(b) the text of laws, decrees, orders and regulations which shall have been promulgated on the various matters within the scope of the present Convention;
(c) a sufficient number of specimens of their Certificates issued under the provisions of the present Convention for circulation to the Contracting Governments for the information of their officers.

(a). A ship, which is not subject to the provisions of the present Convention at the time of its departure on any voyage, shall not become subject to the provisions of the present Convention on account of any deviation from its intended voyage due to stress of weather or any other cause of force majeure.
(b). Persons who are on board a ship by reason of force majeure or in consequence of the obligation laid upon the master to carry shipwrecked or other persons shall not be taken into account for the purpose of ascertaining the application to a ship of any provisions of the present Convention.

(a). The present Convention shall remain open for signature at the Headquarters of the Organization from 1 November 1974 until 1 July 1975 and shall thereafter remain open for accession. States may become parties to the present Convention by:
(i) signature without reservation as to ratification, acceptance or approval; or
(ii) signature subject to ratification, acceptance or approval, followed by ratification, acceptance or approval; or
(iii) accession.
(b). Ratification, acceptance, approval or accession shall be effected by the deposit of an instrument to that effect with the Secretary-General of the Organization.
(c). The Secretary-General of the Organization shall inform the Governments of all States which have signed the present Convention or acceded to it of any signature or of the deposit of any instrument of ratification, acceptance, approval or accession and the date of its deposit.

(a). For the purpose of evacuating persons in order to avoid a threat to the security of their lives a Contracting Government may permit the carriage of a larger number of persons in its ships than is otherwise permissible under the present Convention.
(b). Such permission shall not deprive other Contracting Governments of any right of control under the present Convention over such ships which come within their ports.
(c). Notice of any such permission, together with a statement of the circumstances, shall be sent to the Secretary-General of the Organization by the Contracting Government granting such permission.

(a). As between the Contracting Governments, the present Convention replaces and abrogates the International Convention for the Safety of Life at Sea which was signed in London on 17 June 1960.
(b). All other treaties, conventions and arrangements relating to safety of life at sea, or matters appertaining thereto, at present in force between Governments parties to the present Convention shall continue to have full and complete effect during the terms thereof as regards:
(i) ships to which the present Convention does not apply;
(ii) ships to which the present Convention applies, in respect of matters for which it has not expressly provided.
(c). To the extent, however, that such treaties, conventions or arrangements conflict with the provisions of the present Convention, the provisions of the present Convention shall prevail.
(d). All matters which are not expressly provided for in the present Convention remain subject to the legislation of the Contracting Governments.

When in accordance with the present Convention special rules are drawn up by agreement between all or some of the Contracting Governments, such rules shall be communicated to the Secretary-General of the Organization for circulation to all Contracting Governments.

(a). The present Convention may be amended by either of the procedures specified in the following paragraphs.
(b). Amendments after consideration within the Organization:
(i) Any amendment proposed by a Contracting Government shall be submitted to the Secretary-General of the Organization, who shall then circulate it to all Members of the Organization and all Contracting Governments at least six months prior to its consideration.
(ii) Any amendment proposed and circulated as above shall be referred to the Maritime Safety Committee of the Organization for consideration.
(iii) Contracting Governments of States, whether or not Members of the Organization, shall be entitled to participate in the proceedings of the Maritime Safety Committee for the consideration and adoption of amendments.
(iv) Amendments shall be adopted by a two-thirds majority of the Contracting Governments present and voting in the Maritime Safety Committee expanded as provided for in sub-paragraph (iii) of this paragraph (hereinafter referred to as “the expanded Maritime Safety Committee”) on condition that at least one-third of the Contracting Governments shall be present at the time of voting.
(v) Amendments adopted in accordance with sub-paragraph (iv) of this paragraph shall be communicated by the Secretary-General of the Organization to all Contracting Governments for acceptance.
(vi) (1) An amendment to an Article of the Convention or to Chapter I of the Annex shall be deemed to have been accepted on the date on which it is accepted by two-thirds of the Contracting Governments.
(2) An amendment to the Annex other than Chapter I shall be deemed to have been accepted: (aa) at the end of two years from the date on which it is communicated to Contracting Governments for acceptance; or
(bb) at the end of a different period, which shall not be less than one year, if so determined at the time of its adoption by a two-thirds majority of the Contracting Governments present and voting in the expanded Maritime Safety Committee. However, if within the specified period either more than onethird of Contracting Governments, or Contracting Governments the combined merchant fleets of which constitute not less than fifty per cent of the gross tonnage of the world's merchant fleet, notify the Secretary-General of the Organization that they object to the amendment, it shall be deemed not to have been accepted.
(aa) at the end of two years from the date on which it is communicated to Contracting Governments for acceptance; or
(bb) at the end of a different period, which shall not be less than one year, if so determined at the time of its adoption by a two-thirds majority of the Contracting Governments present and voting in the expanded Maritime Safety Committee.
(1) An amendment to an Article of the Convention or to Chapter I of the Annex shall be deemed to have been accepted on the date on which it is accepted by two-thirds of the Contracting Governments.
(2) An amendment to the Annex other than Chapter I shall be deemed to have been accepted: (aa) at the end of two years from the date on which it is communicated to Contracting Governments for acceptance; or
(bb) at the end of a different period, which shall not be less than one year, if so determined at the time of its adoption by a two-thirds majority of the Contracting Governments present and voting in the expanded Maritime Safety Committee. However, if within the specified period either more than onethird of Contracting Governments, or Contracting Governments the combined merchant fleets of which constitute not less than fifty per cent of the gross tonnage of the world's merchant fleet, notify the Secretary-General of the Organization that they object to the amendment, it shall be deemed not to have been accepted.
(aa) at the end of two years from the date on which it is communicated to Contracting Governments for acceptance; or
(bb) at the end of a different period, which shall not be less than one year, if so determined at the time of its adoption by a two-thirds majority of the Contracting Governments present and voting in the expanded Maritime Safety Committee.
(vii) (1) An amendment to an Article of the Convention or to Chapter I of the Annex shall enter into force with respect to those Contracting Governments which have accepted it, six months after the date on which it is deemed to have been accepted, and with respect to each Contracting Government which accepts it after that date, six months after the date of that Contracting Government's acceptance.
(2) An amendment to the Annex other than Chapter I shall enter into force with respect to all Contracting Governments, except those which have objected to the amendment under sub-paragraph (vi)(2) of this paragraph and which have not withdrawn such objections, six months after the date on which it is deemed to have been accepted. However, before the date set for entry into force, any Contracting Government may give notice to the Secretary-General of the Organization that it exempts itself from giving effect to that amendment for a period not longer than one year from the date of its entry into force, or for such longer period as may be determined by a two-thirds majority of the Contracting Governments present and voting in the expanded Maritime Safety Committee at the time of the adoption of the amendment.
(1) An amendment to an Article of the Convention or to Chapter I of the Annex shall enter into force with respect to those Contracting Governments which have accepted it, six months after the date on which it is deemed to have been accepted, and with respect to each Contracting Government which accepts it after that date, six months after the date of that Contracting Government's acceptance.
(2) An amendment to the Annex other than Chapter I shall enter into force with respect to all Contracting Governments, except those which have objected to the amendment under sub-paragraph (vi)(2) of this paragraph and which have not withdrawn such objections, six months after the date on which it is deemed to have been accepted. However, before the date set for entry into force, any Contracting Government may give notice to the Secretary-General of the Organization that it exempts itself from giving effect to that amendment for a period not longer than one year from the date of its entry into force, or for such longer period as may be determined by a two-thirds majority of the Contracting Governments present and voting in the expanded Maritime Safety Committee at the time of the adoption of the amendment.
(c). Amendment by a Conference:
(i) Upon the request of a Contracting Government concurred in by at least one-third of the Contracting Governments, the Organization shall convene a Conference of Contracting Governments to consider amendments to the present Convention.
(ii) Every amendment adopted by such a Conference by a two-thirds majority of the Contracting Governments present and voting shall be communicated by the Secretary-General of the Organization to all Contracting Governments for acceptance.
(iii) Unless the Conference decides otherwise, the amendment shall be deemed to have been accepted and shall enter into force in accordance with the procedures specified in sub-paragraphs (b)(vi) and (b)(vii) respectively of this Article, provided that references in these paragraphs to the expanded Maritime Safety Committee shall be taken to mean references to the Conference.
(d). (i) A Contracting Government which has accepted an amendment to the Annex which has entered into force shall not be obliged to extend the benefit of the present Convention in respect of the certificates issued to a ship entitled to fly the flag of a State the Government of which, pursuant to the provisions of sub-paragraph (b)(vi)(2) of this Article, has objected to the amendment and has not withdrawn such an objection, but only to the extent that such certificates relate to matters covered by the amendment in question.
(ii) A Contracting Government which has accepted an amendment to the Annex which has entered into force shall extend the benefit of the present Convention in respect of the certificates issued to a ship entitled to fly the flag of a State the Government of which, pursuant to the provisions of sub-paragraph (b)(vii)(2) of this Article, has notified the Secretary-General of the Organization that it exempts itself from giving effect to the amendment.
(e). Unless expressly provided otherwise, any amendment to the present Convention made under this Article, which relates to the structure of a ship, shall apply only to ships the keels of which are laid or which are at a similar stage of construction, on or after the date on which the amendment enters into force.
(f). Any declaration of acceptance of, or objection to, an amendment or any notice given under sub-paragraph (b)(vii)(2) of this Article shall be submitted in writing to the Secretary-General of the Organization, who shall inform all Contracting Governments of any such submission and the date of its receipt.
(g). The Secretary-General of the Organization shall inform all Contracting Governments of any amendments which enter into force under this Article, together with the date on which each such amendment enters into force.

(a). The present Convention shall enter into force twelve months after the date on which not less than twenty-five States, the combined merchant fleets of which constitute not less than fifty per cent of the gross tonnage of the world's merchant shipping, have become parties to it in accordance with Article IX.
(b). Any instrument of ratification, acceptance, approval or accession deposited after the date on which the present Convention enters into force shall take effect three months after the date of deposit.
(c). After the date on which an amendment to the present Convention is deemed to have been accepted under Article VIII, any instrument of ratification, acceptance, approval or accession deposited shall apply to the Convention as amended.

(a). The present Convention may be denounced by any Contracting Government at any time after the expiry of five years from the date on which the Convention enters into force for that Government.
(b). Denunciation shall be effected by the deposit of an instrument of denunciation with the Secretary-General of the Organization who shall notify all the other Contracting Governments of any instrument of denunciation received and of the date of its receipt as well as the date on which such denunciation takes effect.
(c). A denunciation shall take effect one year, or such longer period as may be specified in the instrument of denunciation, after its receipt by the Secretary-General of the Organization.

(a). The present Convention shall be deposited with the Secretary-General of the Organization who shall transmit certified true copies thereof to the Governments of all States which have signed the present Convention or acceded to it.
(b). As soon as the present Convention enters into force, the text shall be transmitted by the Secretary-General of the Organization to the Secretary-General of the United Nations for registration and publication, in accordance with Article 102 of the Charter of the United Nations.

The present Convention is established in a single copy in the Chinese, English, French, Russian and Spanish languages, each text being equally authentic. Official translations in the Arabic, German and Italian languages shall be prepared and deposited with the signed original.