Advanced Search

Minimum technical requirements for vessels on the Rhine and on inland waterways of zones 1, 2, 3 and 4 for vehicles applying for a ship test
(Annex II to the inland waterway search order)

Original Language Title: Technische Mindestvorschriften für Schiffe auf dem Rhein und auf Binnenwasserstraßen der Zonen 1, 2, 3 und 4 für Fahrzeuge, die ein Schiffsattest beantragen
(Anhang II zur Binnenschiffsuntersuchungsordnung)

Subscribe to a Global-Regulation Premium Membership Today!

Key Benefits:

Subscribe Now for only USD$40 per month.

Minimum technical requirements for vessels on the Rhine and on inland waterways of zones 1, 2, 3 and 4 for vehicles applying for a ship test
(Annex II to the Inland Waterway Investigation Order)

Unofficial table of contents

BinSchUO2008Anh II

Date of completion: 06.12.2008

Full quote:

" Minimum technical requirements for vessels on the Rhine and on inland waterways of zones 1, 2, 3 and 4 for vehicles applying for a ship test (Annex II to the inland waterway examination regulations) of 6 December 2008 (BGBl. 2450), as defined by Article 2 (1) of the Regulation of 16 June 2014 (BGBl). 748).

Status: Amended by Art. 12 N ° 9 V v. 16.12.2011 II 1300
Note: Amendment by Art. 1 N ° 15 V v. 20.12.2012 I 2802 (No 62) has been documented in a textual, documentary form not yet concludedly
Amendment by Art. 1 N ° 9 V v. 30.5.2014 I 610 (No) 23) not yet taken into account
Amendment by Art. 2 No. 1 V v. 16.6.2014 I 748 (No 25) not yet taken into account

For more details, please refer to the menu under Notes

Footnote

(+ + + Text evidence from: 1.1.2009 + + +) 

(+ + + Text of the inland waterway search order see: BinSchUO 2008 + + +)

(+ + + For application cf. BinSchUO2008Anh XII + + +) Unofficial table of contents

table of contents


Part I

Chapter 1

General
§ § §
1.01 Definitions
1.02 Scope
1.03 Ship Test
1.04 Canal penials in traffic between Basel and the sluices lffezheim
1.05 Seagoing vessels
1.06 Temporary arrangements
1.07 Service instructions for the investigative commissions and the competent authorities

Chapter 2
Procedure

2.01 Commission of inquiry
2.02 Request for investigation
2.03 Screening of the vehicle for investigation
2.04 Issue of the ship's best
2.05 Preliminary ship test
2.06 Duration of validity of the ship's best
2.07 Endorsements and changes in the ship test
2.08 Special investigation
2.09 Post-investigation
2.10 Voluntary investigation
2.11 Investigation of officals
2.12 Certification or verification of a classification society or another body
2.13 Withhold and return of the ship's best
2.14 Replacement
2.15 Cost
2.16 Information
2.17 List of vessels
2.18 Single European ship number
2.19 Equivalence and deviations

Part II
Construction, equipment and equipment

Chapter 3

Shipbuilding requirements
3.01 Basic Rule
3.02 Strength and stability
3.03 Hull
3.04 Machinery, boiler and bunker rooms

Chapter 4
Safety distance, freeboard and depth gauge

4.01 Safety distance
4.02 Freeboard
4.03 Minimum freeboard
4.04 Sunset marks
4.05 Maximum permissible sinking of the vessels, whose cargo spaces are not always closed to spray water and weathertight
4.06 Depth Indicator

Chapter 5
Maneuvering Properties

5.01 General
5.02 Test drives
5.03 Test route
5.04 Degree of loading of ships and associations during the test drive
5.05 Auxiliary equipment for the test drive
5.06 Speed (ahead)
5.07 Stop Properties
5.08 Reverse driving properties
5.09 Backup properties
5.10 Turning properties

Chapter 6
Controls

6.01 General requirements
6.02 Power plant of the rowing machine
6.03 Hydraulic drive system of the rowing machine
6.04 Energy source
6.05 Hand drive
6.06 Rudder propeller, water jet, cycloidal propeller and bow blasting machines
6.07 Display and monitoring
6.08 Turning speed controller
6.09 Audit

Chapter 7
Tax House

7.01 General
7.02 Free view
7.03 General requirements for operating, display and monitoring equipment
7.04 Special requirements for operating, display and monitoring devices for drive machines and control devices
7.05 Signal lights, light and sound signals
7.06 Navigation Devices
7.07 Telephone system for ships with a radar-one-man tax base
7.08 Internal voice connections on board
7.09 Alarm system
7.10 Heating and ventilation
7.11 Control unit for heckanker
7.12 Height-adjustable control houses
7.13 Note in the ship test for ships with radar-one-man tax stalls

Chapter 8
Machine constructional requirements

8.01 General provisions
8.02 Safety devices
8.03 Drive systems
8.04 Exhaust gas lines from internal combustion engines
8.05 Fuel tanks, fuel lines and accessories
8.06 Lubricating oil tanks, pipes and accessories
8.07 Tanks for oils used in power transmission systems, switching, propulsion and heating systems, lines and accessories
8.08 Lenzers
8.09 Equipment for collecting oil-containing water and used oil
8.10 Noise of vessels

Chapter 8a
Emission of gaseous pollutants and
air-polluting particles of diesel engines

8a.01 Definitions
8a.02 Basic Rule
8a.03 Application for type-approval
8a.04 Type-approval procedure
8a.05 Modification of approvals
8a.06 Match
8a.07 (no content)
8a.08 Control of identification numbers
8a.09 Conformity of production
8a.10 Non-conformity with the approved engine type, engine family approved or approved engine group
8a.11 Installation, intermediate and special testing
8a.12 Competent authorities and technical services

Chapter 9
Electrical installations

9.01 General provisions
9.02 Energy supply systems
9.03 Protection against contact, penetration of foreign bodies and water
9.04 Explosion protection
9.05 Protection
9.06 Maximum voltages allowed
9.07 Distribution systems
9.08 Connection to land or other external networks
9.09 Electricity supply to other vehicles
9.10 Generators and motors
9.11 Accumulators
9.12 Switchgear
9.13 Emergency stop-off devices
9.14 Installation Material
9.15 Cable
9.16 Lighting systems
9.17 Signal lights
9.18 (no content)
9.19 Alarm and security systems for machine-based equipment
9.20 Electronic equipment
9.21 Electromagnetic compatibility

Chapter 10
Equipment

10.01 Anchor Equipment
10.02 Other equipment
10.03 Portable fire extinguishers
10.03a Permanently installed fire-extinguishing systems for the protection of apartments, tax houses and passenger rooms
10.03b Permanently installed fire extinguishing systems for the protection of machinery, boiler and pump rooms
10.03c Fixed fire-extinguishing systems for object protection
10.04 Dinghies
10.05 Rescue rings and life jackets

Chapter 11
Security in the workspace

11.01 General
11.02 Protection against fall and crash
11.03 Dimension of jobs
11.04 Gangbord
11.05 Access to jobs
11.06 Exits and emergency exits
11.07 Climbing devices
11.08 Interiors
11.09 Protection against noise and vibration
11.10 Hatch covers
11.11 Winches
11.12 Cranes
11.13 Storage of flammable liquids

Chapter 12
Apartments

12.01 General provisions
12.02 Special constructional requirements for the apartments
12.03 Sanitary facilities
12.04 Kitchens
12.05 Drinking water systems
12.06 Heating and ventilation
12.07 Other housing facilities

Chapter 13
Heating, cooking and cooling equipment,
that are powered by fuel

13.01 General requirements
13.02 Use of liquid fuel, equipment for petroleum
13.03 Oil heating furnaces with evaporating burners and oil combustion plants with atomizing burners
13.04 Oil heating furnaces with evaporative burners
13.05 Oil combustion plants with atomizing burners
13.06 Air heaters
13.07 Heating with solid fuels

Chapter 14
Liquid gas installations for household purposes

14.01 General
14.02 Assets
14.03 Container
14.04 Accommodation and installation of the container facilities
14.05 Spare and empty containers
14.06 Pressure regulator
14.07 Print
14.08 Pipe and hose lines
14.09 Distribution network
14.10 Consumables and their installation
14.11 Ventilation and discharge of exhaust gases
14.12 Operating and safety regulations
14.13 Audit
14.14 Test conditions
14.15 Certificate

Chapter 15
Special provisions for passenger ships

15.01 General provisions
15.02 Hull
15.03 Stability
15.04 Safety distance and freeboard
15.05 Maximum number of passengers
15.06 Passenger spaces and areas
15.07 Drive system
15.08 Safety equipment and equipment
15.09 Rescue
15.10 Electrical installations
15.11 Fire protection
15.12 Firefighting
15.13 Security Organization
15.14 Facilities for the collection and disposal of domestic waste water
15.15 Derogations for certain passenger ships

Chapter 16
Special provisions for vehicles intended for use as part of a pusher band,
of a towing association or of a coupled combination

16.01 Vehicles suitable for sliding
16.02 Suitable vehicles shall be used for the projectile
16.03 Vehicles suitable for the movement of coupled vehicles
16.04 Vehicles suitable for continuing mobility in associations
16.05 Vehicles suitable for towing
16.06 Test drives with associations
16.07 Entry into the ship test

Chapter 17
Special provisions for floating equipment

17.01 General provisions
17.02 Deviations
17.03 Other provisions
17.04 Residual safety distance
17.05 Restfrebord
17.06 Krenching attempt
17.07 Proof of stability
17.08 Proof of stability in the case of reduced residual freeboard
17.09 Sunset marks and draught indicators
17.10 Floating devices without proof of stability

Chapter 18
Special provisions for construction site vehicles

18.01 Conditions of use
18.02 Application of Part II
18.03 Deviations
18.04 Safety distance and freeboard
18.05 Dinghies

Chapter 19
Special provisions for Channel Penials

19.01 General
19.02 Application of Part II
19.03 (dropped)

Chapter 20
Special provisions for seagoing vessels

20.01 Application of Part II
20.02 (dropped)

Chapter 21
Special provisions for sports vehicles

21.01 General
21.02 Application of Part II
21.03 (dropped)

Chapter 22
Stability of ships carrying containers

22.01 General
22.02 Boundary conditions and calculation methods for proof of stability during transport of unsecured containers
22.03 Boundary conditions and calculation methods for the proof of stability during transport of secure containers
22.04 Procedure for the assessment of stability on board

Chapter 22a
Special provisions for vehicles whose length exceeds 110m

22a.01 Application of Part I
22a.02 Application of Part II
22a.03 Strength
22a.04 Swimming ability and stability
22a.05 Additional requirements
22a.06 Application of Part IV in the case of conversions

Chapter 22b
Special provisions for fast ships

22b.01 General
22b.02 Application of Part I
22b.03 Application of Part II
22b.04 Seats and safety belts
22b.05 Freeboard
22b.06 Buoyance, stability and subdivision
22b.07 Tax House
22b.08 Additional equipment
22b.09 Closed areas
22b.10 Exits and escape routes
22b.11 Fire protection and fire-fighting
22b.12 Transitional provisions

Part III
Staffing rules


Chapter 23
Equipment of ships with regard to crew

23.01 (dropped)
23.02 (dropped)
23.03 (dropped)
23.04 (dropped)
23.05 (dropped)
23.06 (dropped)
23.07 (dropped)
23.08 (dropped)
23.09 Equipment of ships
23.10 (dropped)
23.11 (dropped)
23.12 (dropped)
23.13 (dropped)
23.14 (dropped)
23.15 (dropped)

Part IV
Chapter 24
Transitional and final provisions

24.01 Application of the transitional provisions to vehicles already in operation
24.02 Deviations for vehicles that are already in operation
24.03 Derogations for vehicles the keel of which was laid on 1 April 1976 or earlier
24.04 Other deviations
24.05 (no content)
24.06 Deviations for vehicles not covered by § 24.01
24.07 (Without content)
24.08 Transitional provisions on § 2.18
24.09 Transitional provisions on the occasion of the transfer from the ADNR to the ADN

Assets
Appendix A: Request for investigation
Appendix B: Ship Test
Appendix C: List of the ships ' most responsible for the investigation commission
Appendix D: Preliminary Ship Test/Preliminary Certificate of Certificate
Appendix E: (dropped)
Appendix F: (dropped)
Appendix G: Attest for sea-going ships on the Rhine
Appendix H: Requirements for the tachograph and regulations concerning the installation of tachographs on board
Appendix I: Security characters
Appendix J: Emission of gaseous pollutants and particulate matter
Appendix K: (dropped)
Appendix L: Scheme of the single European ship number
Appendix M: Navigation radar systems and turning indicators in the Rhine navigation
Appendix N: Requirements for domestic AIS equipment and regulations
Appendix O: List of certificates recognized as equivalent to the ship test in accordance with § 1.03, and conditions for their recognition
Annex P: Data for identification of a vehicle
Appendix Q: Service Instructions

Part I

Chapter 1
General

Unofficial table of contents

Section 1.01 Definitions

This Regulation shall be deemed to be:

Vehicle Garden
1.
"vehicle" means a ship or a floating device;
2.
"ship" means an inland waterway vessel or seagoing vessel;
3.
"inland waterway vessel" means a ship which is intended exclusively or primarily for inland waterway transport;
4.
"Seeschiff" means a ship which is authorised for sea or coastal voyage and which is primarily intended for this purpose;
5.
"motor vessel" means a tanker or a cargo motor vessel;
6.
"tanker ship" means a vessel intended for the carriage of goods in fixed tanks, which can drive on its own with its own driving force;
7.
"goods motor vessel" means a ship designated for the carriage of goods, which is capable of driving on its own with its own driving force and is not a tanker vessel;
8.
"Channel Peniche" means an inland waterway vessel which does not exceed 38.5 m and a width of 5.05 m and which normally operates on the Rhine-Rhône canal;
9.
"tugboat" means a ship specially designed for towing;
10.
"pusher boat" means a ship specially built for the advancement of a pusher band;
11.
"tow train" means a tanker train or a freight tow train;
12.
"tanker train" means a ship which is intended for the carriage of goods in fixed tanks and is designed for the movement by towing, without its own driving force or with its own driving force, which only allows small local changes to be carried out;
13.
"goods tow train" means a ship which is intended for the carriage of goods and is designed for the movement by towing, without its own driving force or with its own driving force, which only permits small locality changes and is not a tanker train;
14.
"Schubleichter" ("Schubleichter") a fuel tank lead or a freight lead or a carrier ship lighter;
15.
"fuel tank" means a ship which is intended for the carriage of goods in fixed tanks and is designed for the purpose of locomotion by means of a sliding or specially equipped vessel, without its own driving force or with its own driving force, which only allows, outside of a To carry out small local changes;
16.
"Freighter" means a ship which is intended for the carriage of goods and is designed for the purpose of locomotion by means of a push or a specially designed ship without its own driving force or with its own driving force, which only allows small units to be moved outside of a pusher band. to make changes in location and not to be a fuel tank;
17.
"carrier ship" means a sabreer built for carriage on board a sea vessel and for inland waterway transport;
18.
"passenger ship" means a day-trip or cabin ship built and equipped for the carriage of more than 12 passengers;
18a.
"Sailing passenger ship" means a passenger ship which is constructed and arranged to continue to be moved by sailing;
18b.
"traditional vehicle" means: (without content);
19.
"day-out ship" means a passenger ship without cabins for the overnight stay of passengers;
20.
"cabin ship" means a passenger ship with cabins for the overnight stay of passengers;
20a.
"Fast ship" means a vehicle with a machine drive capable of reaching a speed of more than 40 km/h against water;
21.
"floating device" means a floating structure with working equipment available on it, such as cranes, excavators, rams, elevators;
22.
"construction site vehicle" means a ship which, by virtue of its construction and equipment, is suitable and intended for use on construction sites, such as a rinsing, collapseable or cover-skate, a pontoon or a stone striker;
23.
"sports car" means a ship designated for recreational or recreational purposes, which is not a passenger ship;
23a.
"dinghy" means a boat for transport, rescue, mountaintop and work;
24.
"floating facility" means a floating facility, which is usually not intended for locomotive movement, such as a bathing establishment, a dock, a landing bridge, a boathouse;
25.
"floating body" means a raft and other objects which are individually or in connection with the vehicle, insofar as it is not a ship, a floating device or a floating facility;


Vehicle combinations
26.
"association" means a rigid association or a trawling association;
27.
"Formation" form of the compilation of an association;
28.
"rigid association" means a thrust dressing or coupled vehicles;
29.
"pusher combination" means a rigid connection between vehicles, at least one of which is located in front of or both of the two vehicles with a machine drive, moving or moving the bandage and acting as a "shiplane vehicle" or "sliding" vehicle ' vehicles ' shall be considered to be rigid, including an assembly consisting of a sliding and a pushed vehicle, the clutches of which make it possible to have controlled kinks;
30.
"coupled vehicles" means a combination of vehicles which are rigidly coupled on the longitudinal side and none of which is in front of the vehicle with a machine drive which moves the assembly forward;
31.
"trafficking association" means a combination of one or more vehicles, floating installations or floating bodies which is towed by one or more vehicles belonging to the association with a machine drive;


Special areas of the vehicle
32.
"main machinery space" means the space in which the drive machines are installed;
33.
"machinery space" means a space in which internal combustion engines are installed;
34.
"boiler room" means a space in which a fuel-operated system for steam generation or heating of thermal oil is installed;
35.
"Closed structure" means a continuous solid and watertight structure with fixed walls, which are assembled with the deck in a continuous and watertight manner;
36.
"wheelhouse" means the room in which the necessary control and monitoring facilities are united;
37.
"dwelling" means rooms for the persons normally living on board, including kitchens, storage rooms, toilets, washrooms, washing kitchens, floorboards, corridors, but not the tax house;
37a.
"passenger compartment" means rooms and closed areas for passengers on board, such as rooms, offices, sales rooms, hairdressers, drying rooms, laundries, saunas, toilets, washrooms, corridors, corridors and staircases not covered by the staircase;
37b.
"control station" means a wheelhouse, a room containing an emergency or part thereof, or a room with a place permanently occupied by on-board personnel or crew members, such as fire alarm systems, doors remote controls, or Fire flaps;
37c.
"Stair shaft" is a shaft of an internal staircase or a lift;
37d.
"Accommodation room" means a room of an apartment or a passenger compartment. In passenger ships, kitchens are not accommodation spaces;
37e.
"kitchen" means a room with a stove or similar cooking place;
37f.
"storage room" means a space for the storage of flammable liquids or a space with a base area of more than 4 m 2 the storage of supplies;
38.
"cargo space" means a part of the ship which is restricted to the front and to the rear by bulkheads, is open or closed by hatch cover and which is used for the carriage of goods in transit, bulk or for the purpose of taking up the ship of the hull tanks is intended;
39.
"fixed tank" means a tank connected to the vessel, the tank walls being able to be formed by the hull itself or by walls independent of the hull;
40.
"place of work" means an area in which the crew has to carry out their professional activities, including land, pivot and dinghy;
41.
"road" means an area that is normally used for the movement of persons and goods;
41a.
"safe area" means the area bounded on the outside by a vertical surface which is spaced from 1/5 of the BWL parallel to the course of the outer skin in the line of the greatest depression;
41b.
"collection areas" means areas of the vessel which are particularly protected and where persons are to be present in the event of danger;
41c
"Evacuation areas" means part of the collection areas of the vessel, from which an evacuation of persons can be carried out;


Shipping terms
42.
"level of the largest reduction" shall mean the level of swimming which corresponds to the maximum reduction in which the vehicle is allowed to drive;
43.
"safety distance" means the distance between the level of the largest depression and the plane parallel to that plane, through the lowest point above which the vehicle is no longer watertight;
43a.
"residual safety distance" means the vertical distance between the water level and the deepest point of the immersed side of the vehicle, where the vehicle is no longer considered to be watertight;
44.
"freeboard" or "F" means the distance between the level of the greatest sinking and the plane parallel to that plane through the lowest point of the gangborder or, in the absence of the gangbordes, through the lowest point of the upper edge of the curb;
44a.
"residual freeboard" means the vertical distance between the water level and the top edge of the deck at the lowest point of the immersed side of the vehicle, or, if there is no deck, the lowest point of the upper edge of the top edge of the the fixed onboard wall;
45.
"diving limit" means an imaginary line on the side of the board, which runs at least 10 cm below the bulkhead deck and at least 10 cm below the deepest, non-watertight point of the onboard wall. In the absence of a bulkhead deck, a line shall be assumed to be at least 10 cm below the lowest line up to which the outer skin is watertight;
46.
"water displacement" or "(non-representable sign)" means the volume of the ship immersed in m 3 ;
47.
"Deplacement" or "D" total weight of the ship, including the load in t;
48.
"Block coefficient" or "CB" ratio of the water displacement to the product of length LWL width BWL draught T;
49.
"Over-water lateralplan" or "A" the side surface of the ship above the waterline in m 2 ;
50.
"bulkhead deck" means the deck to which the prescribed watertight bulkheads are listed, and from which the freeboard is measured;
51.
"bulkhead" means a wall normally perpendicular to the subdivision of the ship, bounded by the bottom of the ship, on-board walls, or other bulkheads, and being raised to a certain height;
52.
"transverse bulkhead" means a bulkhead extending from side wall to side wall;
53.
"wall" means an ordinary vertical parting surface;
54.
"dividing wall" means a wall that is not waterproof;
55.
"Length" ("L") the largest length of the hull in m, without ruder and bow spriet;
56.
"Length over everything" ("LOA") the maximum length of the vehicle in m, including all fixed installations, such as parts of ruder and propulsion systems, machinery and the like;
57.
"Length in the waterline" ("LWL") the maximum length of the hull, measured in the level of the vessel ' s largest sinking, in m;
58.
"Width" ("B") the largest width of the hull in m, measured on the outside of the bursting (without paddle wheels, scouring bars and the like);
59.
"Width over everything" ("BOA") the maximum width of the vehicle in m, including all fixed attachments such as paddle wheels, scouring bars, mechanical equipment and the like;
60.
"Width in the waterline" ("BWL") the maximum width of the hull in m, measured at the level of the vessel's largest reduction on the outside surface of the bursting;
61.
"Page height" ("H") the smallest vertical distance between the bottom edge of the ground plane or the keel and the lowest point of the deck at the side of the ship in m;
62.
"draught" ("T") the vertical distance from the deepest point of the hull, without taking into account the keel or other fixed structures, to the level of the largest reduction in the hull in m;
62a.
"draught over everything" ("TOA") the vertical distance from the lowest point of the hull, including the keel or other fixed structures, to the level of the largest reduction of the hull in m;
63.
"front solder" means the vertical through the front point of intersection of the hull with the level of the largest countersink;
64.
"The width of the gangboard" shall be the distance between a vertical through the part of the hatch which extends furthest into the gangboard and a vertical through the inner edge of the safety box (railings, footstrip) on the outer side of the Gangbords;


Controls
65.
"control means" means any equipment necessary to control the ship, which must be used for the achievement of the manoeuvring characteristics in accordance with Chapter 5;
66.
"rudder" means the rudder or rudder body, including the quadrant and the connecting elements, with the rowing machine;
67.
"rowing machine" means the part of the control device which causes the movement of the rudder;
68.
"rowing machine drive" means the drive of the rowing machine between the power source and the rowing machine;
69.
"energy source" means the power supply of the rowing machine drive and the control system from the on-board electrical system, battery or from an internal combustion engine;
70.
"Control" means the components and circuits for the control of a motor-driven rowing machine drive;
71.
"drive system of the rowing machine" of the rowing machine drive, its control system and its energy source;
72.
"manual drive" means a drive in which the movement of the rudder is effected by means of a mechanical transmission operated by the control wheel by hand, without additional energy source;
73.
"manual hydraulic drive" means a manual drive with hydraulic transmission;
74.
"turning speed controller" means a device which automatically causes and maintains a certain turning speed of the ship after input values have been specified;
75.
"Radar one-man tax status" means a tax base which is set up in such a way as to allow the ship to be guided by a single person in the event of a radar journey;


Properties of components and materials
76.
"waterproof" means components or devices which are designed to prevent water from penetrating;
77.
"spraywater and wet-tight" components or devices which are designed to allow only an insignificant amount of water to pass through under the conditions that are usually present;
78.
"gas-tight" components or devices which are designed to prevent the penetration of gases or vapours;
79.
"non-combustible" means a material which does not develop nor develop flammable vapours in such a quantity that it ignites itself when heated to approximately 750 ° C;
80.
"flame retardant" means a material which, or at least its surface, restricts the propagation of flames in accordance with the test procedure in accordance with Article 15.11 (1) (c);
81.
"fire resistance" means the property of components or devices which have been proved by the test procedures in accordance with Article 15.11 (1) (d);
81a.
"Code for fire testing procedures" means the International Code for the application of fire testing procedures adopted by IMO Maritime Safety Committee (IMO) Resolution MSC.61 (67);


Other terms
82.
"recognised classification society" means a classification society recognised by all the Rhine States and by Belgium, namely: Germanischer Lloyd, Bureau Veritas and Lloyd's Register of Shipping;
83.
"Top class":
A ship has the highest class when:
-
the hull, including rudder and manoeuvring equipment, as well as the equipment with anchors and chains, complies with the requirements of a recognised classification society and has been built and tested under the supervision of such a classification society;
-
the propulsion system and the auxiliary machinery, machinery and electrical equipment necessary for the on-board operation have been manufactured and tested in accordance with the requirements of this classification society, and shall be fitted under the supervision of the classification society, and the entire plant has been successfully tested after its installation;
83a.
Signal lights: light phenomena of signal lights for the designation of vehicles;
83b.
Light sign: light signs to reinforce sight or sound signs;


Navigation Devices
84.
"radar device" means an electronic navigational aid for the detection and presentation of the environment and traffic;
85.
"Inland ECDIS" means a standardised system for the electronic presentation of inland waterway maps and related information, the selected information from a manufacturer-specific electronic inland waterway map and, alternatively, information provided by other means of measurement of the vehicle;
86.
"Inland ECDIS device" means a device for the presentation of electronic inland waterway maps, which can be operated in two modes of operation: information mode and navigation mode;
87.
"information mode" means the use of the Inland ECDIS only for information purposes without a superimposed radar image;
88.
"Navigation mode" means the use of the Inland ECDIS when controlling the vehicle with superposed radar image.
88a.
"Inland AIS device" means a device fitted on a vehicle and used in accordance with the standards of "ship tracking and tracing in inland waterway" (Decision 2006-I-21);
89.
"on-board personnel" means any person employed on board a passenger ship which does not belong to the crew;
90.
"persons with reduced mobility" means persons who have particular difficulties in using public transport, such as: Elderly people, disabled persons, persons with disabilities of the sensory organs, wheelchair users, pregnant women and persons accompanied by young children;
91.
"ADN" means the Regulation (BGBl) annexed to the European Convention of 26 May 2000 on the international carriage of dangerous goods by inland waterways in the annex. 2007 II p. 1906, 1908; 2009 II p. 534; 2010 II p. 122, 123, 1183, 1184), most recently by Article 1 of the Regulation of 17 December 2010 (BGBl. 1550, 1551), as amended in each case;
92.
"expert" means a person recognised by the competent authority or by an authorised institution of a Member State of the Rhine or of Belgium who, on the basis of his professional training and experience, has a special knowledge of the It is fully familiar with the relevant regulations and generally accepted rules of technology, in particular DIN EN standards, substantive rules, technical rules of other Member States of the European Union, and the respective rules. Assess and assess facilities or facilities;
93.
"knowledgeable" means a person who has sufficient knowledge of the field to be tested on the basis of his professional training and experience, and who is responsible for the relevant provisions and generally accepted rules of technology, in particular DIN EN-standards, substantive rules, technical rules of other Member States of the European Union, to the extent that they are familiar with the ability to assess the functional safety of the installations or facilities in question.
Unofficial table of contents

§ 1.02 Scope

1.
This Annex shall apply:
a)
for vessels with a length of 20 m or more;
b)
for ships whose product of L x B x T has a volume of 100 m 3 or more.
2.
In addition, this Annex shall apply to all
a)
Towing towed boats and drawers intended to tow, push or longitudinally couple ships in accordance with point 1 or floating equipment;
b)
ships which have an authorisation certificate in accordance with ADN;
c)
Passenger ships
d)
floating devices.
3.
This Annex does not apply to ferries within the meaning of the Rhine Navigation tspolis regulation.
Unofficial table of contents

§ 1.03 Ship test

Vehicles in accordance with § 1.02 (1) and (2) must have a ship test issued by a commission of inquiry of a Rhine-State or of Belgium or a recognised equivalent by the Central Commission for the Navigation of the Rhine Certificate. Unofficial table of contents

§ 1.04 Channel penials in traffic between Basel and the Iffezheim sluices

In the case of a canal shuttle that only takes the Rhine between Basel (Middle Rhine Bridge) and the Lffezheim sluices (including the lower fortifications), a Commission of Inquiry of a Rhine-State State or a Rhine-Rhine State shall be required to replace the ship's best. A certificate issued by Belgium confirming the fitness for the journey on this route. In this case, channel pendulates must correspond to Chapter 19. Unofficial table of contents

§ 1.05 Seeschiffe

In the case of seagoing ships, the ship test according to Appendix B, if they do not possess such a test, shall be replaced by a ship test in accordance with Annex G, which confirms the suitability for driving on the Rhine. In this case, they must comply with Chapter 20. Unofficial table of contents

§ 1.06 Order of temporary nature

The Central Commission for the Navigation of the Rhine may decide on temporary arrangements where it appears necessary to adapt to the technical development of inland waterway transport, in urgent cases, derogations from this Regulation to permit or attempt to allow the safety and lightness of the ship's traffic to be unaffected. The arrangements shall be published by the competent authority and shall not be valid for a maximum period of three years. They shall be brought into force simultaneously in all the Rhine States and in Belgium and shall be repealed under the same conditions. Unofficial table of contents

Section 1.07 Service instructions for the investigative commissions and the competent authorities

1.
In order to facilitate and standardise the application of this Regulation, the Central Commission for the Navigation of the Rhine may decide on the instructions for the investigative commissions and the competent authorities in accordance with this Annex. These instructions shall be brought to the attention of the investigative commissions and the authorities otherwise competent.
2.
The investigative commissions and the competent authorities shall be bound by these service instructions to the extent that they are included in this Regulation.

Chapter 2
Procedure

Unofficial table of contents

Section 2.01 Commission of Inquiry

1.
Investigative commissions are being used by the Rhine-States and Belgium at suitable port locations.
2.
The investigative commissions consist of a chairman and experts. As experts, at least one of the Commission's
a)
a civil servant of the administration responsible for shipping;
b)
an expert in the shipbuilding and ship-building of inland waterway transport,
c)
an expert on nautical with a single-chip patent entitled to lead the vehicle to be examined.
3.
The chairman and experts of each commission of inquiry shall be appointed by the authorities of the State in which it is established.
The Chairman and the experts shall, when they assume their task, declare in writing that they will carry out these in complete independence. Officials will not be required to make a statement.
4.
The committees of inquiry may, in accordance with their national legislation, draw up special experts in support of their assistance.
Unofficial table of contents

§ 2.02 Request for investigation

1.
The owner of a vehicle or his authorised representative who intends to carry out an investigation shall submit an application to Annex A to a commission of inquiry of his choice. The Commission of Inquiry shall determine the documents to be submitted to it.
2.
The owner of a vehicle which is not subject to this Regulation or his authorised representative may apply for a ship test. The application shall be accepted if the ship complies with the provisions of this Regulation.
Unofficial table of contents

§ 2.03 screening of the vehicle for investigation

1.
The owner or his authorized representative shall have the vehicle equipped, unladen and cleaned to be carried out for examination. It shall provide the necessary assistance in the investigation, such as providing a suitable boat and personnel, and exposing the parts of the hull or facilities which are not directly accessible or visible.
2.
The investigation commission must inspect the ship on Helling during the initial investigation. The visit to Helling may be omitted if a class certificate or a certificate issued by a recognised classification society, according to which the construction is in conformity with the rules, is submitted. In case of after-or special examinations, the Commission of Inquiry may request a visit to Helling.
The Commission of Inquiry must carry out test drives in the initial investigation of motor ships and associations as well as on major changes to the propulsion system or to the control device.
3.
The Commission of Inquiry may carry out additional surveys and test drives, as well as additional evidence. This also applies during the construction phase.
Unofficial table of contents

Section 2.04 Granting of the ship's best

1.
If the Commission of Inquiry finds in the investigation of the vehicle that the provisions of this Annex relating to the construction, equipment and equipment are complied with, it shall give the applicant a ship test in accordance with Annex B, Commission of Inquiry to carry out the tasks assigned to it in accordance with § § 3.18 and 3.19 of the shipowners ' decree-Rhine.
2.
If the Commission of Inquiry rejects the issue of the ship's best, it shall inform the applicant in writing, stating the reasons for the decision.
3.
The registration number of the Commission of Inquiry with the order number of the ship's test shall be in Latin letters and Arabic numerals at a height of at least 2 cm in a clearly visible position, which shall be recorded in the ship test, on a part of the Ship which is permanently protected from shocks and is not exposed to wear and tear, can be inexorably attached.
Unofficial table of contents

§ 2.05 Preliminary Ship Test

1.
The Commission of Inquiry may issue a preliminary ship test for
a)
vehicles which wish to travel to a committee of inquiry of their choice for the purpose of issuing a ship ' s test;
b)
vehicles which temporarily do not hold their ship test due to one of the cases referred to in § § 2.07, 2.13 No.1 or 2.14;
c)
vehicles where the ship test is still in progress after the investigation;
d)
vehicles, if not all the conditions for the issue of a ship's test pursuant to Annex B or G are fulfilled;
e)
vehicles the condition of which is no longer in conformity with the ship test as a result of damage;
f)
floating installations and floating bodies, provided that the authority responsible for the application of Section 1.21 (1) of the Rhine-Rhine-Rhine-fahrtspolizeiverordnung makes the licence to carry out the special transport dependent on the existence of such a certificate;
g)
Vehicles for which the Commission of Inquiry allows equivalence in accordance with Section 2.19 (2) in respect of cases, that the Central Commission for the Navigation of the Rhine has not yet issued a recommendation.
2.
The provisional ship test shall be issued in accordance with Annex D if the vehicle's suitability for driving, the floating installation or the floating body appears to be sufficiently guaranteed.


It shall contain the conditions required by the Commission of Inquiry and shall be valid
a)
in the cases referred to in points 1 (a), (d) to (f) for a one-off fixed journey within a reasonable period of time, within a period of one month at the latest;
b)
in the cases referred to in point 1 (b) and (c), for a reasonable period;
c)
in the cases referred to in point 1 (g) for six months. It may only be extended with the approval of the Central Commission for the Navigation of the Rhine.
Unofficial table of contents

§ 2.06 Scope of validity of the ship's test

1.
The period of validity of the most recent ships issued in accordance with the provisions of this Regulation shall be that of new buildings
a)
for passenger ships for five years;
b)
for all other vehicles for ten years.
In duly substantiated cases, the Commission of Inquiry may set a shorter period of validity. The validity period shall be recorded in the ship test.
2.
In the case of vehicles already in operation prior to the investigation, the period of validity of the ship's test shall be determined by the Commission of Inquiry in each case, in accordance with the outcome of the investigation. However, it shall not exceed the time limits laid down in paragraph 1.
Unofficial table of contents

§ 2.07 Vermerke and changes in the ship test

1.
Any change of name, change of ownership, any new calibration of the vehicle and any change in the registration or location of the vehicle shall be notified to a commission of inquiry by the owner or his authorised representative. In doing so, it shall submit the ship test to register the amendment.
2.
Any endorsement in the ship's test or any amendments thereto provided for in this Regulation, in the Rhine Navigation Ordinance Regulation and in other provisions adopted on the same basis by all the Rhine States and Belgium, may be made by any person Commission of Inquiry.
3.
If a Commission of Inquiry makes a change to the ship's best, or endorse it, it shall inform the Commission of Inquiry which issued the certificate.
Unofficial table of contents

Section 2.08 Special investigation

1.
After any substantial modification or repair which has an influence on the strength of the building, the driving or maneuvering properties or the special features of the vehicle, it shall, before it is set in motion again, shall be subject to a Commission of Inquiry into Special Investigation.
2.
The Commission of Inquiry, which carries out the special investigation, shall determine the period of validity of the ship's best, depending on the outcome of the investigation. It shall not exceed the period of validity of the ship's best.
The period of validity shall be recorded in the ship test and shall be notified to the Commission of Inquiry, which issued the certificate.
Unofficial table of contents

§ 2.09 Post-examination

1.
Prior to the expiry of the ship's test, the vehicle shall be subjected to a post-examination.
2.
Exceptionally, on the basis of a reasoned request by the owner or his authorised representative, the Commission of Inquiry may extend the period of validity of the ship ' s test by not more than one year without a follow-up investigation. This extension shall be given in writing and shall be on board the vehicle.
3.
The Commission of Inquiry, which carries out the investigation, shall determine, depending on the outcome of the investigation, the new period of validity of the ship's best. It is based on § 2.06.
The period of validity shall be recorded in the ship test and shall be notified to the Commission of Inquiry, which issued the certificate.
4.
If, instead of an extension of the period of validity, the ship test is replaced by a new one, the old certificate issued by the Commission of Inquiry, which issued it, shall be returned.
Unofficial table of contents

§ 2.10 Volunteer Study

The owner of a vehicle or his authorised representative may at any time request a voluntary inquiry.
The request for investigation shall be accepted. Unofficial table of contents

Section 2.11 Investigation of officals

1.
Where a competent authority for the safety of the navigation of the Rhine comes to the view that a vehicle poses a threat to the persons on board or to navigation, it may carry out the investigation of the vehicle by means of a vehicle Commission of Inquiry.
2.
The owner of the vehicle shall bear the costs of the investigation only if the Commission of Inquiry acknowledges the opinion of the authority referred to in paragraph 1 above.
Unofficial table of contents

§ 2.12 Certification or examination of a classification society or another body

1.
The Commission of Inquiry may, in whole or in part, check whether the provisions of Part II and Annex XI, section 2.09 are satisfied, if a valid certificate from one of all the Rhine-States and Belgium recognised classification society shall be able to see that the vehicle complies fully or in part with those provisions.
2.
A certificate issued by a classification society, or, where provided for in this Regulation, for certain areas of equipment, may be recognised by the competent authority only if the classification society is or the other body certifies that it has complied with the provisions of the service instructions in accordance with § 1.07.
Unofficial table of contents

Section 2.13 Reretention and return of the ship's best

1.
If a Commission of Inquiry acknowledges that a vehicle or its equipment has significant deficiencies and that it endangers the safety of persons on board or shipping, the ship's test shall be , and the Commission of Inquiry which issued it shall immediately be notified of this. In the case of school chandeliers and construction site vehicles, the metal panel shall also be retained in accordance with the Rhine Navigation Ordinance on the Navigation of the Rhine.
If the Commission of Inquiry has found that the deficiencies have been remedied, the ship's test shall be returned to the owner or his authorised representative.
This determination and the return of the ship's best may be carried out at the request of the owner or his authorised representative by another commission of inquiry.
If the Commission of Inquiry, which has retained the ship's test, has to assume that the deficiencies are not remedied in the foreseeable future, the ship test shall be sent to the Commission of Inquiry, which issued it, or as a last has been extended.
2.
If a vehicle has been definitively shut down or unwound, the owner shall return the ship test to the Commission of Inquiry which has granted it.
Unofficial table of contents

§ 2.14 Replacement of spare parts

1.
The Commission of Inquiry, which has granted it, must be notified of the loss of a ship's best.
It shall issue a replacement copy of the ship's test, which is to be described as such.
2.
Where a ship's test has become illegible or otherwise unusable, the owner of the vehicle or his authorised representative shall return the certificate of attest to the Commission of Inquiry which it has granted; the latter shall, in accordance with point 1, enter into force: Replacement copy.
Unofficial table of contents

§ 2.15 Costs

1.
Without prejudice to Article 2.11 (2), the owner of a vehicle or his authorised representative shall bear the costs incurred in connection with the examination and issue of the ship's best in accordance with the relevant provisions adopted by the Member States of the Rhine and Belgium. Cost order. No distinction may be made with regard to the registration country, nationality or residence of the owner.
2.
Prior to the investigation, the Commission of Inquiry may request an advance up to the amount of the estimated costs.
Unofficial table of contents

Section 2.16 Information

The Commission of Inquiry may grant access to the ship's test of a vehicle and, at the expense of such persons, allow persons who make a reasoned interest to be able to inspect the ship's test of a vehicle or to issue certified copies thereof, which shall be deemed to be such are called. Unofficial table of contents

Section 2.17 Directory of the ship's satiest

1.
The investigative commissions shall provide the vessel with a serial number issued by them. They shall keep a list of all ship-tested vessels they have issued in accordance with Annex C.
2.
The investigative commissions shall keep the original or a copy of any ship test which they have issued. In these, they shall enter all endorsements and amendments as well as invalidity clarifications and new divisions and shall update the list according to point 1 accordingly.
3.
In order to carry out administrative measures to maintain the safety and ease of shipping and to comply with § § 2.02 to 2.15 of this Annex and Articles 5 and 9 to 14 of this Regulation, the competent authorities shall be responsible for the States of the Rhine or Belgium, of the Member States of the European Union and, where an equivalent level of data protection is ensured, the competent authorities of third countries, on the basis of administrative arrangements, the inspection of the Directory according to Appendix C.
Unofficial table of contents

Section 2.18 Single European ship number

1.
The single European ship number (ENI), hereinafter referred to as the European ship number, shall be composed of eight Arabic numerals in accordance with Annex L.
2.
The Commission of Inquiry, which issued the ship test to a vehicle, enters the European ship's number in this certificate. In so far as the vehicle does not yet have a European ship number at the time when the ship ' s ship is issued, it shall be established by the competent authority of the State in which it was registered or in which its home location is located; .
In the case of vehicles in whose register or home state the issue of a European ship number is not possible, the European vessel number to be entered in the ship test shall be issued by the competent authority of the State in which the vessel ' s vessel ' s vessel is to be registered. The Commission of Inquiry, which issued the certificate.
These provisions shall not apply to seagoing ships.
3.
Only a single European ship number can be issued to a vehicle. The European ship number will be given only once and will remain in place for the entire life of the vehicle.
4.
The owner of the vehicle or his authorised representative shall apply to the competent authority for the issue of the European ship number. Similarly, he is responsible for bringing the European ship number registered in the ship test on the vehicle.
5.
The states of the Rhine and Belgium shall communicate to the Secretariat of the Central Commission for the Navigation of the Rhine the authorities which are entitled to issue the European vessel number. The Secretariat of the Central Commission for the Navigation of the Rhine carries out a list of these authorities.
6.
Each authority referred to in paragraph 5 shall take the necessary measures to ensure that all the other authorities responsible for issuing the European vessel number, which are listed in the list referred to in point 5, shall take the necessary measures to ensure that the European vessel number has been newly issued by the competent authorities. the ship number and the data necessary for identification of the vehicle in accordance with Annex P. Such data may be provided to the competent authorities of the Member States of the Rhine or Belgium, of the Member States of the European Union and, where an equivalent level of data protection is ensured, to the competent authorities of third countries on the basis of Administrative arrangements for the implementation of administrative measures for the maintenance of safety and lightness of navigation and for the fulfilment of § § 2.02 to 2.15 and 2.18 number 3 and § § 5 and 9 to 14 of this regulation be made.
Unofficial table of contents

§ 2.19 equivalence and deviations

1.
If the provisions of Part II provide that certain materials, equipment or equipment must be installed on or carried on a vehicle or that certain structural measures or arrangements are to be taken, the Commission of Inquiry shall allow other materials, equipment or equipment to be fitted or carried on this vehicle or that other structural measures or arrangements shall be taken if, on the basis of: Recommendations of the Central Commission for the Navigation of the Rhine are recognised as being equivalent .
2.
If the Central Commission for the Navigation of the Rhine has not yet issued a recommendation on equivalence in accordance with point 1, the Commission of Inquiry may issue a provisional ship test.
The competent authorities shall report to the Central Commission for the Navigation of the Rhine within one month of the date of issue of the provisional vessel ' s test in accordance with Section 2.05 (1) (g), indicating the name and European vessel number of the vessel. The vehicle, the nature of the deviation and the state in which the vehicle is registered or in which its home location is located.
3.
For experimental purposes and for a limited period of time, a Commission of Inquiry may, on the basis of a recommendation from the Central Commission for the Navigation of the Rhine, for a vehicle with technical innovations which depart from the provisions of Part II, issue a ship test, provided that these innovations provide sufficient security.
4.
The equivalence and derogations referred to in points 1 and 3 shall be entered in the ship test.

Part II
Construction, equipment and equipment

Chapter 3
Shipbuilding Requirement

Unofficial table of contents

§ 3.01 Basic Rule

1.
Ships must be constructed in accordance with the rules of shipbuilding technology.
Unofficial table of contents

§ 3.02 Strength and stability

1.
The strength of the hull shall be sufficient to meet the stresses to which it is subjected under normal conditions.
a)
In the case of new buildings and in the case of conversions which may affect the strength of the ship, the sufficient strength of the hull shall be documented by means of a computerised verification. Where a certificate or a certificate issued by a recognised classification society is presented, this evidence may be omitted.
b)
In the case of investigations in accordance with § 2.09, in ships constructed of steel, the minimum thickness of the ground, take-up and side flattening shall be at least equal to the greater of the values determined in accordance with the following formulae:
1.
For ships with L of more than 40 m: tmin = f-b-c (2,3 + 0,04 L) [mm];
for ships with L less than or equal to 40 m: tmin = f-b-c (1,5 + 0,06 L) [mm],
but at least 3.0 mm.
2.
tmin = 0,005-. a √ Τ [mm].

In these formulas:
a = chip distance in [mm];
f = factor for chip distance:
f = 1 for a ≤ 500 mm,
f = 1 + 0,0013 (a-500) for a > 500 mm;
b = factor for floor and side flattening or dimming of the tile:
b = 1,0 for ground and side flattening,
b = 1.25 for Kimmbeplating.
In the calculation of the minimum thickness of the tile plating, it is possible to take the ratio f = 1 for the factor for the chip spacing. However, the minimum thickness of the cimmable plating must not in any case be that of the bottom and side plating below.
c = factor of design:
c = 0,95 for ships with double bottom and wall, whose lateral loading space boundary bulkhead is arranged vertically below the denne tree,
c = 1,0 for ships with other types of construction.
c)
The minimum plate thickness resulting from the formulae referred to in point (b) shall be less than the value of the double-bottom and wall-wall vessels in the case of ships in longitudinal-type construction, which shall be subject to a computerised verification of the sufficient amount of the plate thickness. The strength of the hull (longitudinal and transverse strength and local strength) shall be determined and certified by a recognised classification society.
Disk renewal must be performed when bottom, take-up or page flattening has fallen below this specified acceptable value.
The values for the minimum thickness of the outer skin plates determined in accordance with the above procedure are limit values for normal and uniform wear, provided that the shipbuilding steel is used and the internal structural parts, such as: Spant, ground wrangles and main longitudinal and transverse dressings are in good condition and do not indicate damage to the hull of the hull to overloading the longitudinal strength.
If the determined values are below the values, then corresponding disks must be replaced or repaired. Locally small thinner areas may be allowed up to a deviation of not more than 10% of the minimum thickness.
2.
Where a material other than steel is used for the hull, it shall be required to provide proof that the strength (longitudinal and transverse strength and local strength) is at least equal to that of steel used in the use of steel under the minimum thickness approach, as specified in paragraph 1. Where a certificate or a certificate issued by a recognised classification society is presented, this evidence may be omitted.
3.
The stability of the vessels shall be in accordance with their intended use.
Unofficial table of contents

§ 3.03 Ship Bodies

1.
At least the following water-density shall be fitted to the deck or, in the case of ships without deck, transverse bulkheads extending to the upper edge of the side wall:
a)
A collision bulkhead at an appropriate distance from the bow, so that when the watertight compartment is flooding in front of the collision bulkhead, the floating capacity of the fully loaded ship shall be maintained and a residual safety distance of 100 mm shall not be shall be undershot.
The requirement referred to in paragraph 1 shall, as a general rule, be deemed to be satisfied if the collision bulkhead is installed at a distance, measured from the front solder, between 0.04 L and 0.04 L + 2 m.
If this distance is greater than 0.04 L + 2 m, the requirement referred to in paragraph 1 shall be verified by calculation.
The distance may be reduced to 0.03 L. In such a case, the requirement referred to in paragraph 1 shall be verified by calculation, the division being flooded together in front of the collision bulkhead and the directly adjacent compartments.
b)
A rear bulkhead at a reasonable distance from the rear of ships with L of more than 25 m.
2.
The accommodation and facilities necessary for the safety of the ship and the operation of the ship shall not be situated in front of the plane of the collision bulkhead. This does not apply to anchorage facilities.
3.
Flats, machinery and boiler rooms, as well as associated working spaces, must be separated from loading spaces by water-tight transverse bulkheads reaching to the deck.
4.
Apartments must be gas-tight separated from machinery, boiler and cargo spaces and be accessible directly from deck. If such access is not provided, an emergency exit must also lead directly to the deck.
5.
The prescribed Scots referred to in points 1 and 3 and the space restrictions referred to in point 4 shall not have any openings.
However, tailgate doors and ducts, in particular of shaft lines and pipes, shall be permitted if they are designed so that the purpose of the bulkheads and space limitations is not affected. Rear door doors are only permitted if remote monitoring in the wheelhouse can be used to determine whether they are closed or open and the following inscription is legibly attached on both sides:
"Close the door immediately after each opening".
6.
Water inlets and outlets, as well as connected piping, must be designed in such a way that it is not possible to inadvertently enter the hull of the hull.
7.
Pre-ships must be constructed in such a way that anchors do not protrude as a whole or in part over the outer skin of the ship.
Unofficial table of contents

§ 3.04 Machine-, boiler-and bunker rooms

1.
Rooms in which machinery or boilers and their accessories are installed shall be designed and arranged in such a way as to allow the operation, maintenance and maintenance of the facilities to be easily and safely.
2.
Bunkers for liquid fuels or lubricating oils shall not have common bounding surfaces with passenger spaces and flats which, in normal operation, are under the static pressure of the liquid.
3.
Walls, ceilings and doors of the machinery, boiler and bunker rooms must be made of steel or another non-combustible material of equivalent value.
Insulations in machinery spaces must be protected against the penetration of oil and oil fumes.
All openings in walls, ceilings and doors of the machinery, boiler rooms and bunker rooms must be closed from outside. The closure members must be made of steel or another non-combustible material of equivalent non-combustible material.
4.
Machinery and boiler rooms, as well as rooms in which combustible or toxic gases can develop, must be adequately vented.
5.
Ladders and staircases leading in machinery, boiler and bunker rooms must be firmly attached and made of steel or other shock-resistant and non-combustible material.
6.
Machinery and boiler rooms must have two outputs, one of which may be designed as an emergency exit.
The second exit can be dispensed with if:
a)
the base area (mean length-mean width in the height of the floor) of a machine or boiler room as a whole not more than 35 m 2 ,
b)
the escape route from any location at which operations or maintenance operations are to be carried out, to the exit or to the foot of the staircase at the exit leading to the open, not more than 5 m; and
c)
there is a hand-held fire extinguisher on the service point remote from the exit door; this shall also apply, by way of derogation from § 10.03 (1) (e), if the installed engine power is 100 kW or less.
7.
The maximum permissible sound pressure level in machinery spaces is 110 dB (A). The measuring points shall be selected taking into account the maintenance work required during normal operation of the installation.

Chapter 4
Safety distance, freeboard and draught indicator

Unofficial table of contents

§ 4.01 Security distance

1.
The safety distance must be at least 300 mm.
2.
In the case of ships with openings which cannot be closed in a spray-water and weatherproof manner, and in the case of ships travelling with uncovered cargo spaces, the safety margin shall be increased to such an extent that each of these openings shall be at least 500 mm from the The level of the largest depression is removed.
Unofficial table of contents

§ 4.02 freeboard

1.
The freeboard for ships with a passing deck, without jumping and without superstructures is 150 mm.
2.
For ships with a jump and with superstructures, the freeboard shall be calculated according to the following formula:



In this formula:
α Correction coefficient, which takes account of all existing structures;
βv Correction coefficients for the influence of the front jump resulting from the presence of superstructures in the front quarter of L;
Βa Correction coefficients for the influence of the eighth jump, resulting from the presence of superstructures in the eighth quarter of L;
Sev more effective front jump in mm;
Sea more effective eighth jump in mm.

3.
The coefficient α is calculated according to the following formula:



In this formula:
M the effective length of a build-up in m in the middle half of L;
lev the effective length of a build-up in m in the front quarter of the ship's length L;
lea the effective length of a build-up in m in the eighth quarter of the length of the ship L.


The effective length of a build-up is calculated according to the following formulas:



In these formulas:
I the actual length of the construction in m;
B the breadth of the building in m;
B1 the width of the ship in m, measured on the outside of the board at the deck height, measured at half the length of the structure concerned;
h Height of the relevant build-up in m. For hatches, however, it results in that the height of the spout is reduced by half the safety distance according to § 4.01. In no case, a higher value than 0.36 m is used for h.
If is less than 0.6, the effective build-up length shall be equal to zero.
4.
The coefficients βv and βa are calculated according to the following formulas:

5.
The respectively effective forward and eighth jump Sev and Sea shall be calculated according to the following formulas:

Sev = Sv-p;
Sea = Sa-p.


In these formulas:
Sv actual jump in the front ship in mm; for Sv, however, no larger value than 1000 mm can be used;
Sat actual jump in the roller coaster in mm; for Sa, however, no larger value than 500 mm can be used;
p Coefficient calculated according to the following formula:




In this case, x is the abscissa, measured from the respective end, of the point at which the jump is equal to 0.25 Sv or 0.25 Sa (see diagram below):



For the coefficient p, however, no value greater than 1 may be used.
6.
If the value of βa-Sea is greater than that of βv-Sev, the value of βa-Sea is used by βv-Sev.
Unofficial table of contents

§ 4.03 Minimum freeboard

Taking into account the reduction in accordance with § 4.02, the minimum free board shall not be less than 0 mm. Unofficial table of contents

§ 4.04 Einsenkungsmarken

1.
The level of the largest reduction shall be determined in such a way as to comply with the rules on the minimum freeboard and the minimum safety margin. For safety reasons, the Commission of Inquiry may set a greater safety margin or a freeboard.
2.
The level of the largest depression is marked by easily visible and inexorable countersunk marks.
3.
Countersinking marks consist of a rectangle of 300 mm length and 40 mm height, the base line of which is horizontal and coincides with the level of the authorized largest depression. Such a rectangle must be contained in other types of countersunk marks.
4.
Ships must have at least three pairs of countermarks, one pair of which must be placed at about 1/2 L and the other two approximately to 1/6 L behind the bow and in front of the rear. By way of derogation:
a)
in the case of ships with L less than 40 m, two pairs of marks, to be fitted on a 1/4 L behind the bow and in front of the rear;
b)
in the case of ships which are not intended for the carriage of goods, a pair of marks, which shall be affixed approximately to 1/2 L.
5.
The entry marks or information which have become invalidated as a result of a new investigation must be removed or marked as invalid under the supervision of the Commission of Inquiry. Insignificant entry marks may only be replaced under the supervision of a commission of inquiry.
6.
Where the vessel has been calibrated in accordance with the Convention on the calibration of inland waterway vessels, and the calibration marks are at the same level as those prescribed in this Regulation, these calibration marks shall also be considered to be counter-marks; A corresponding note shall be entered in the ship test.
Unofficial table of contents

§ 4.05 Maximum permissible countersinking of the ships, whose cargo spaces are not always closed to spray water and weathertight

If the level of the largest reduction is fixed on condition that the cargo spaces can be closed in a spray water and weathertight manner, the distance between the plane of the largest depression and the upper edge of the hatch shall be fixed. less than 500 mm, the maximum permissible reduction shall be fixed for the journey with uncovered loading spaces.
In the ship test, the following shall be entered:
"If the hatches of the cargo spaces are fully or partially open, the ship shall not be charged at most up to ... mm below the countersunk marks." Unofficial table of contents

§ 4.06 Low-level indicator

1.
In ships whose draught may exceed 1 m, a draught indicator must be fitted on each side of the aft vessel; additional draught indicators shall be permitted.
2.
The zero point of each draught indicator shall lie vertically below it in the plane parallel to the plane of the largest sinking, which passes through the lowest point of the hull or, if present, of the keel. The vertical distance above the zero point shall be divided into decimetres. This classification shall be marked from the blank level up to 100 mm above the level of the largest depression at each draught indicator by grained or carved marks, and in the form of a readily visible strip, alternating in two different ways: Paint colors. In addition to the depth indicator, the division must be indicated by at least every 5 decimetres and at the upper end of the same by numbers.
3.
The two rear calibration scales placed in accordance with the Convention referred to in Article 4.04 (6) may be used as a draught indicator if they bear a classification corresponding to the preceding provisions; where appropriate, the figures shall be for the Add depth.

Chapter 5
Maneuvering Properties

Unofficial table of contents

§ 5.01 General

Ships and associations must have sufficient driving and manoeuvring characteristics:

Ships without machine drive designed to be dragged must comply with the special requirements of the Commission of Inquiry;

Ships with machine drive and associations must comply with § § 5.02 to 5.10. Unofficial table of contents

§ 5.02 Test drives

1.
The driving and maneuvering properties are to be determined by test drives. It should be noted that:

-Speed (ahead) (§ 5.06);
-Stop properties (§ 5.07);
-Reverse driving properties (§ 5.08);
-Backup properties (§ 5.09);
-Turning properties (§ 5.10).
2.
The Commission of Inquiry may, in part or in part, waive test drives if the fulfilment of the requirements for driving and manoeuvring properties is demonstrated in a different way.
Unofficial table of contents

§ 5.03 Trial distance

1.
The test drives referred to in § 5.02 shall be carried out on the sections of the Rhine or other inland waters designated by the competent authorities.
2.
These test routes shall be located in as straight sections as possible of at least 2 km in length and of sufficient width in flowing or silent waters and shall be equipped with well-recognizable marks to determine the ship's position.
3.
The hydrological data, such as the depth of the water, the width of the water and the average flow rate in the area of the water at different water levels, must be determined by the Commission of Inquiry.
Unofficial table of contents

Section 5.04 The degree of loading of ships and associations during the test drive

Vessels and associations intended for the carriage of goods must be as equal as possible and at least 70% laden for the test drives. If the test drive is carried out with less loading, then the registration for the descent shall be restricted to this loading. Unofficial table of contents

§ 5.05 auxiliary equipment for the test drive

1.
No anchors may be used during the test drives, but all the devices registered in the ship test under paragraphs 34 and 52 shall be used, which shall be operated by the control station.
2.
However, the bugankers may be used in a rotary maneuver in accordance with § 5.10.
Unofficial table of contents

§ 5.06 Speed (ahead)

1.
Ships and federations must reach a speed against water of at least 13 km/h. This does not apply to drawers when they drive alone.
2.
The Commission of Inquiry may allow derogations for vessels and associations operating exclusively on reedes and in ports.
3.
The Commission of Inquiry shall examine whether the unladen vehicle is capable of exceeding a speed of 40 km/h. If this is the case, the certificate shall be entered in the ship test under no. 52:
"The vehicle can exceed a speed against water of 40 km/h."
Unofficial table of contents

§ 5.07 Stop Properties

1.
Ships and associations must be able to continue to the valley in a timely manner and remain sufficiently maneuverable.
2.
For ships and associations with L of not more than 86 m and B of no more than 22.90 m, these stop properties can be replaced by the turning properties.
3.
The stop properties are to be proved by stopping maneuvers on a test drive section according to § 5.03 and the turning properties by turning maneuvers in accordance with § 5.10.
Unofficial table of contents

§ 5.08 Reverse driving properties

If the stop maneuver required in accordance with § 5.07 is carried out in silent waters, it is additionally necessary to carry out a reverse driving test. Unofficial table of contents

§ 5.09 Backup properties

Ships and associations must be able to avoid them in good time. The evasive properties shall be proven by evasive manoeuvres on a test drive section according to § 5.03. Unofficial table of contents

§ 5.10 Turning properties

Ships and associations with L of no more than 86 m and B of no more than 22.90 m shall be able to apply in good time.
These turning properties can be replaced by the stop properties according to § 5.07.
The turning properties can be detected by means of turning-on maneuvers.

Chapter 6
Controls

Unofficial table of contents

§ 6.01 General requirements

1.
Ships shall be provided with a reliable control device to achieve at least the manoeuvring characteristics referred to in Chapter 5.
2.
Motorized control devices must be designed so that the ruder cannot inadvertently move away.
3.
The entire control unit shall be designed for continuous inclinations of the ship up to 15 ° and ambient temperatures of-20 to + 50 ° C.
4.
The individual parts of the control device must be designed such that all the forces acting on them in normal operation can be reliably accommodated. The forces occurring during an external action on the rudder must not impair the operability of the rudder machine and its drive.
5.
Control devices must have a motor-driven rowing machine drive if the forces to be applied for the actuation of the rudder require this.
6.
Rowing machines with a motor drive must be provided with an overload protection which limits the torque exerted on the drive side.
7.
Shaft lead-throughs of rudder shafts must be designed in such a way that no water-hazardous lubricants can escape.
Unofficial table of contents

§ 6.02 Drive system of the rowing machine

1.
In the case of rowing machines with a motor drive, a second independent drive system or an additional manual drive must be present. In the event of failure or malfunction of the drive system of the rowing machine, the second independent drive system or the manual drive must be able to be put into operation within 5 seconds.
2.
If the commissioning of the second drive system or the manual drive does not take place automatically, a direct, rapid and simple commissioning by the rudder commuters must be possible with a single operating procedure.
3.
The manoeuvring characteristics according to Chapter 5 must also be achieved when the second propulsion system or the manual drive is in operation.
Unofficial table of contents

§ 6.03 Hydraulic drive system of the rowing machine

1.
No other consumers may be connected to the hydraulic drive system of the rowing machine.
2.
Hydraulic tanks must be equipped with level alarm systems which monitor a sinking of the oil level below the lowest permissible level for safe operation.
3.
The dimensions, construction and laying of the pipes must, as far as possible, exclude damage due to mechanical influences or fire.
4.
Hydraulic hoses are
a)
only permissible if vibration damping or freedom of movement of the components makes use of the components indispensable,
b)
to be interpreted at least for the maximum operating pressure,
c)
shall be renewed every eight years at the latest.
5.
Hydraulic cylinders, pumps and motors as well as electric motors must be checked by a specialist company every eight years at the latest and, if necessary, repaired.
Unofficial table of contents

§ 6.04 Energy source

1.
Control devices with two motor drives have to be available for two energy sources.
2.
If the second energy source of a rowing machine with a motor-driven drive is not continuously ready for use during the journey, the time required for its starting operation must be bridged by a buffer system of sufficient capacity.
3.
In the case of electrical energy sources, no other consumers may be supplied from the feed-in of the control devices.
Unofficial table of contents

§ 6.05 Hand Drive

1.
The manual control wheel must not be able to be rotated by a motorized drive.
2.
A retraction of the control wheel must be prevented during the automatic engagement of the hand drive with each rudder position.
Unofficial table of contents

§ 6.06 Rudder propeller, water jet, zyloidal propeller and bow blasting plant

1.
In the case of rudder propeller, water jet, cycloidal propeller and bow blasting systems, the remote control for the change in direction of the thrust is electrically, hydraulically or pneumatically, and must be controlled by the control station up to the propeller or beam position two from each other. independent control systems, which correspond to § § 6.01 to 6.05 in accordance with the relevant provisions.
This does not apply if the use of such equipment is not necessary for the performance of the manoeuvrability tests in accordance with Chapter 5, or if it is only necessary in the event of a stop.
2.
If there are two or more independent rudder propeller, water jet, or cycloidal propeller installations, the second control system is not necessary if the ship remains manoeuvrable under Chapter 5 in the event of failure of one of these installations.
Unofficial table of contents

§ 6.07 Display and monitoring

1.
The position of the rudder must be clearly identifiable at the control level. Electric rudder position indicators must have their own feed.
2.
For the following cases, an optical and audible alarm must be present in the control stand:
a)
the underwriting of the level of the oil level of the hydraulic tanks according to § 6.03 No. 2 and the operating pressure of the hydraulic system;
b)
the failure of the electrical control energy supply;
c)
the failure of the electrical power supply;
d)
failure of the turning speed controller;
e)
Failure of the required buffer systems.
Unofficial table of contents

§ 6.08 Turning speed controller

1.
Turning speed controllers and their components must comply with § 9.20
2.
The operational readiness of the turning speed controller must be indicated at the control level by a green message light. Failure, inadmissible deviation of the supply voltage and inadmissible waste of the gyro speed must be monitored.
3.
If, in addition to the turning speed controller, there are still further control systems, it must be clearly recognizable at the control stand which system is switched on. The switchover from one system to another must be able to take place immediately. Turning speed controllers must be free of feedback with respect to the control devices.
4.
The electric power supply of the turning-speed regulator must be independent of other consumers.
5.
The gyroscope, sensors or turn indicators used in reversing speed controllers must comply with the minimum requirements of the requirements concerning the minimum requirements and test conditions for turning indicators in the Rhine navigation system.
Unofficial table of contents

§ 6.09 Examination

1.
The proper installation of the control device must be checked by a commission of inquiry. For this purpose, the following documents may be required:
a)
Description of the control unit;
b)
plans and information on the rowing machine's propulsion systems and the control system;
c)
details of the rowing machine;
d)
Circuit diagram for the electrical installation;
e)
Description of the turning speed controller;
f)
Operation and maintenance instructions for the plant.
2.
In the case of a test drive, the function of the entire control device must be checked. In the case of turning speed regulators, it is necessary to check the safe holding of a straight course and the safe driving of curves.
3.
a)
before first putting into service;
b)
after failure;
c)
after modification or repair;
d)
regularly at least every three years
to be examined by an expert.
4.
The examination shall include at least:
a)
control, in accordance with the approved plans and in the event of periodic checks, whether any changes have been made to the control system;
b)
Functional testing of the control unit with all operational possibilities;
c)
Inspection and leak testing of the hydraulic system parts, in particular valves, pipelines, hydraulic hoses, cylinders, pumps, and filters;
d)
visual inspection of the electrical equipment parts, in particular relays, electric motors and safety devices;
e)
Inspection of the optical and acoustic monitoring devices.
5.
The examination shall be accompanied by a certificate signed by the expert, which shall indicate the date of the examination.

Chapter 7
Tax House

Unofficial table of contents

§ 7.01 General

1.
Tax houses must be set up in such a way as to enable the rower to perform his duties at any time during the journey.
2.
In the case of normal operating conditions, the noise level at the head level of the rudder driver shall not exceed 70 dB (A) at the level of the steering control.
3.
In the case of a one-man radar station, the rowing worker shall be able to perform his duties in sitting and shall be required to arrange all the display, monitoring and control equipment necessary to guide the ship in such a way as to ensure that the rowing worker is the rowing worker during the It can easily monitor and operate without having to leave its place and without losing sight of the radar screen.
Unofficial table of contents

§ 7.02 Free view

1.
From the control level, there must be sufficient free view on all sides.
2.
The shadows in front of the bow of the empty ship with half the stocks and without ballast shall not exceed 250 m for the rudder commuters.
3.
The free field of view of the place where the rowing worker is usually located must be at least 240 ° of the horizon. This has to be a field of view of at least 140 ° within the front semicircle. In the usual viewing axis of the rowing worker, no window posts, supports or superstructures may be located. If a free field of view of 240 ° or more does not guarantee a sufficient free view to the rear, the Commission of Inquiry may require additional measures, in particular the installation of optical aids.
4.
The clear view through the front windows must be guaranteed by appropriate means in any weather conditions.
5.
Window panes used in tax houses must have a minimum light transmission rate of 75%.
Unofficial table of contents

Section 7.03 General requirements for operating, display and monitoring equipment

1.
Operating equipment necessary for the guidance of the ship must be able to be easily brought into its operating position. This position must be clearly identifiable.
2.
Monitoring instruments must be easy to read; they must be able to be illuminated in a stepless manner. Sources of illumination must not disturb or impair the visibility of the monitoring instruments.
3.
A device for controlling the reporting lights must be provided.
4.
It must be clearly identifiable as to whether an asset is in operation. If this is indicated by a message light, it must be green.
5.
Malfunctions or failure of equipment for which monitoring is prescribed shall be indicated by red reporting lights.
6.
With the light of one of the red light lights, an acoustic signal must be made. Acoustic alarm signals can be used as a collecting message. The sound pressure level of this signal must be at least 3 dB (A) higher than the maximum noise level at the control level.
7.
The acoustic signal must be able to be erased after detection of the failure or of the disturbance. The function of the signal for further interference must not be affected by the deletion. On the other hand, the red nodules may only be extinguissed after the malfunction has been eliminated.
8.
Monitors and displays must be automatically switched to a different power source in the event of failure of their supply.
Unofficial table of contents

§ 7.04 Special requirements for operating, display and monitoring devices for drive machines and control devices

1.
The operation and monitoring of the drive machines and of the control devices must be possible from the control station. Drive machines which are provided with a clutch which can be operated from the control station or which drive a variable pitch propeller which can be operated by the control station, need only be able to be placed on and off in the machine room.
2.
Only one lever for the machine control may be present for each drive machine. The lever must be movable on a circular arc in a vertical plane approximately parallel to the ship's longitudinal axis. Moving this lever in the direction of the forward ship must cause the advance to move in the direction of the aft vessel. For example, in the zero position of the lever, it is coupled or recontrolled. In the zero position, the lever must engage.
3.
The direction of the thrust acting on the ship and the speed of the propeller or of the drive machinery must be indicated.
4.
Displays and monitoring according to § 6.07 No. 2, § 8.03 No. 2 and § 8.05 No. 13 must be arranged at the control level.
5.
In the case of single-man radar control stands, the control of the ship must be carried out by means of a lever. This lever must be able to be conveniently operated with the hand. The lever output must correspond to the position of the rudder blades relative to the longitudinal axis of the ship. The lever must be able to be released in any position without thereby changing the position of the rudder leaves. The zero position of the lever must be clearly perceptible.
6.
If the ship is equipped with buchards or special rowing (in particular for reverse travel), it must be possible to use it in the case of one-man radar stations with special levers, which shall correspond to point 5 in accordance with the same terms.
This also applies if, in the case of vehicle combinations, the rudder devices of other vehicles used as the vehicle used for guiding the belt are used.
7.
When turning speed regulators are used, the operating member must be able to be released in any desired position in order to set the turning speed without changing the adjusted turning speed.
The rotation range of the operating member must be such that a sufficient accuracy of the adjustment is ensured. The zero position must be perceptibly different from other positions. The scale must be able to be illuminated steplessly.
8.
Remote control devices of the entire control device must be permanently installed and arranged in such a way that the selected direction of travel is clearly recognizable. If the remote control devices can be switched off, they must be provided with a display device, which indicates the respective operating state "on" or "off". The arrangement and the actuation of the operating elements must be functionally appropriate.
For supplementary installations of the control device, such as bow blasting systems, fixed-in remote-control devices are not permitted if the actuation of the supplementary system can be taken over at any time by means of a pre-range circuit in the control house.
9.
In the case of rudder propeller, water jet, cycloidal propeller and bow blasting systems, equivalent operating, display and monitoring devices are permissible. The requirements referred to in paragraphs 1 to 8 shall be complied with and in accordance with the specific characteristics and the chosen arrangement of the said active control and driving members. In analogy to point 2, for each installation, operation must be carried out by means of a lever which moves on a circular arc to a vertical plane which is approximately parallel to the direction of the thrust of the installation. From the position of the lever, the direction of the pushing force acting on the ship must be recognizable.
If rudder propeller or cycloidal propeller installations are not operated by means of a lever, the Commission of Inquiry may allow derogations from point 2. The deviations shall be noted by the Commission of Inquiry in the ship test under the number 52.
Unofficial table of contents

§ 7.05 Signal lights, light and sound signals

1.
Signal lights and their housings and accessories must bear the approval mark which, in accordance with Article 5 (3) in conjunction with § 2 Definition 11 of the Ship Equipment Ordinance, is 1. October 2008 (BGBl. I p. 1913). A marking on the basis of Article 11 of Council Directive 96 /98/EC of 20 December 1996 on marine equipment (OJ L 327, 22.12.1996, p. 25), as last amended by Directive 2011 /75/EU (OJ L 46, 17.2.2011, p. 1), the legislative act of a Member State of the European Union is deemed to be equivalent.
2.
For the control of the signal lights, current lamps or equivalent devices such as alarm lamps must be installed in the wheelhouse, provided that this control is not directly possible from the control house.
3.
In the case of radar-one-man control benches, the signal lights and the light signals must be installed at the control level for the control of the signal lights and the light signals. The switches of the signal lights must be integrated into the reporting lights or be located in the immediate vicinity of the reporting lights and must be clearly assigned to the latter.
The arrangement and colour of the signalling lights of the signal lights and the light signs must correspond to the actual position and colour of the switched signal lights and light signs.
The failure of a signal light or a light signal must cause the extinguishing of the corresponding message light or be signalled in some other way by the corresponding reporting light.
4.
In the case of radar-one-man control stands, the sound signals must be given by foot switches. This does not apply to the "Bleib-weg-Signal" according to the Rheinschifffahrtspolizeiverordnung (Rhine Navigation Ordinance).
Unofficial table of contents

§ 7.06 Navigation devices

1.
Navigation radar systems and turning indicators shall comply with the requirements of Annex M, Part I and Part II, or the requirements of Annex IX, Part I and Part II. Compliance with the requirements shall be determined by a type-approval granted by the competent authority. Inland ECDIS devices, which can be operated in the navigation mode, are considered to be navigation radar systems. In addition, they must comply with the requirements of the domestic ECDIS standard in the issue valid on the date of issue of the type-approval. The requirements for the installation and function testing of navigation radar systems and turning indicators in accordance with Annex M, Part III, must be complied with. The turn indicator must be placed in front of the rudder commuter in the field of view. The lists of navigation radar systems and turnover indicators approved under Annex M or on grounds of equivalence of approved type-approvals shall be published by the Central Commission.
2.
In the case of one-man radar stations
a)
the radar screen must not be significantly shifted from the viewing direction of the rudder;
b)
The radar image must remain completely discernable in all light conditions outside the control house without a cover tube or a light-shielding hood;
c)
the turn indicator must be mounted directly above or below the radar image or integrated into the radar image.
3.
Inland AIS equipment must comply with a type approved by the competent authority of a Rhine State or of Belgium on the basis of the test standard (Decision 2007-I-15).
The requirements for the installation and testing of domestic AIS equipment pursuant to Annex N, Part I, must be complied with.
The test standard, as well as the lists of AIS equipment approved under Annex N or as equivalent to approved type-approvals, shall be published by the Central Commission.
Unofficial table of contents

§ 7.07 Office equipment for ships with a radar-one-man tax base

1.
For ships with a one-man radar control level, ship-ship and nautical information must be received via loudspeakers and transmitted via fixed microphones for the transport journey; the switchover/transmission has to be effected by means of a push-button. The microphones of these transport routes may not be used for connections of the transport price of public communications.
2.
In the case of a radar-one-man-tax-stand equipped with a public-news-exchange telephone system, the reception must be able to take place from the seat of the rudder-goer.
Unofficial table of contents

§ 7.08 Internal office connection on board

On board ships with a radar unico control station, there must be a device for internal voice connections.
The following voice connections must be able to be manufactured from the control stand:
a)
the bow of the ship or of the association;
b)
to the rear of the ship or the association, if no direct communication from the tax base is possible;
c)
to the crew's lodgings or lounges;
d)
to the ship's cab.
The reception via loudspeakers and the transmission via fixed microphones are to be carried out at all points of these speech connections. A radio telephone connection is permitted to the bow and to the rear of the ship or the association. Unofficial table of contents

§ 7.09 Alarms

1.
An independent alarm system, with which the apartments, the machine rooms and, if necessary, separate pump chambers can be reached, must be present.
2.
The rudder must have an on/off switch in range for the alarm signal. No switch can be used for this signal, which can automatically return to the "off" position when the signal is released.
3.
The sound pressure level of the alarm signal must be at least 75 dB (A) in the flats.
In machine and pump rooms, a blindly visible flashing light must be present as an alarm signal.
Unofficial table of contents

§ 7.10 Heating and ventilation

Tax houses must be provided with an effective and adjustable heating and ventilation system. Unofficial table of contents

§ 7.11 User control device for heckanker

On ships and associations with a radar-one-man control stand and L of more than 86 m or B of more than 22.90 m, the rowing commuters must be able to put the heckankers from their place. Unofficial table of contents

§ 7.12 In height adjustable tax houses

In height adjustable control houses must be provided with an emergency reduction.
During each lowering operation, an acoustic warning signal must automatically be perceptible. This does not apply if a risk of injury caused by the height adjustment is ruled out by suitable constructional measures.
In all elevations, a safe leaving of the wheelhouse must be possible. Unofficial table of contents

Section 7.13 Note in the ship test for ships with radar-one-man tax stands

If a ship complies with the special requirements for radar-one-man tax stands in accordance with § § 7.01, 7.04 to 7.08 and 7.11, it is to be entered in the ship's test:
"The ship has a radar one-man tax stand."

Chapter 8
Machinenbauliche Requirements

Unofficial table of contents

Section 8.01 General provisions

1.
Machinery and equipment must be designed, constructed and installed in accordance with the rules of the technology.
2.
Pressure vessels shall be used for the operation of the vessel
a)
before the first commissioning,
b)
before re-commissioning after a change or repair, and
c)
regularly, but at least every five years,
to check by an expert on their safe condition. The test shall include an internal and external test. In the case of compressed air containers which cannot be inspected properly on the inside or whose perfect condition has not been unambiguously recognized during the internal inspection, another non-destructive test procedure or a non-destructive testing procedure is also required. To carry out water pressure testing. A certificate signed by the expert shall be issued on the examination and the date of the examination shall be shown. Other installations requiring surveillance, in particular steam boilers, other pressure vessels and their accessories and elevators, shall comply with the requirements of one of the Rhine States or of Belgium.
3.
Only internal combustion engines may be fitted with fuels with a flashpoint above 55 ° C.

Chapter 8a
Emission of gaseous pollutants and particulate pollutants from diesel engines

Unofficial table of contents

Section 8a.01 Definitions

1.
"engine" means a motor which operates on the principle of compression ignition (diesel engine);
2.
"type-approval" means the decision by which the competent authority certifies that a type of engine, engine family or group of engines with regard to the level of emission of gaseous and particulate pollutants from the engine (the engines) comply with the technical requirements of this Chapter;
3.
"Built-in test" means the procedure whereby the competent authority ensures that the engine installed in a vehicle, even after any changes and/or adjustments which have been made since the type-approval was granted, as regards the level of the engine, Emission of gaseous and particulate pollutants is sufficient to meet the technical requirements of this Chapter;
4.
"intermediate examination" means the procedure by which the competent authority ensures that the engine operated in a vehicle, even after any changes and/or adjustments made since the installation has been carried out, shall be subject to the level of the emission of gaseous pollutants and particulate pollutants shall satisfy the technical requirements of this Chapter;
5.
"special examination" means the procedure by which the competent authority ensures that the engine operated in a vehicle is also subject to any significant change in the level of the emission of gaseous and air pollutants Particles shall satisfy the technical requirements of this Chapter;
6.
"engine type" means a summary of engines which do not differ in respect of the essential characteristics listed in Annex J, Part II, Annex 1; at least one unit shall be manufactured by a motor type;
7.
"engine family" means a summary of engines, defined by a manufacturer and type-approved by the competent authority, having design-related properties similar to the level of emission of gaseous pollutants, and air-contaminating particles and comply with the requirements of this Chapter;
8.
"engine group" means a summary of engines, defined by a manufacturer and approved by the competent authority, having design-related properties similar to the level of emission of gaseous pollutants, and air-contaminating particles and comply with the requirements laid down in this chapter, where the adjustment or modification of individual engines after type testing is permitted within specified limits;
9.
"parent engine" means a motor selected from a motor family or a group of engines, which corresponds to the requirements of Annex J, Part I, section 5;
10.
"nominal output" means the power output of the engine at rated speed and full load;
11.
"manufacturer" means the person or body responsible for all matters relating to the type-approval procedure and the conformity of production with the competent authority. This person or body does not have to be involved in all stages of the design of the engine. If the engine is not prepared for use on a vehicle within the meaning of this Chapter only after its original manufacture, the manufacturer shall, as a rule, be the person or body responsible for the use of the vehicle in the vehicle. Changes or additions have been made;
12.
"information document" means the document referred to in Annex J, Part II, which defines the information to be supplied by the applicant;
13.
"information folder" means the totality of the data, drawings, photographs and other documents which the applicant has to submit to the technical service or the competent authority in accordance with the requirements of the information document;
14.
"information package" means the information folder plus all the test reports and other documents which have been attached to the technical service or the competent authority in the exercise of its functions;
15.
"type-approval certificate" means the document referred to in Annex J, Part III, which certifies the type-approval of the competent authority;
16.
"engine parameter protocol" means the document according to Annex J, Part VIII, in which all parameters, including components (components) and engine settings, which are the level of the emission of gaseous pollutants and particulate pollutants of the engine influence, including their changes, are recorded.
17.
"Manufacturer's instructions for the control of components and engine parameters relevant to exhaust gas" means the document drawn up pursuant to § 8a.11 No. 3 for the purpose of carrying out the installation, interim or special tests.
Unofficial table of contents

§ 8a.02 Basic Rule

1.
This Chapter shall apply to all engines with a rated power (PN) of 19 kW or more installed on board in vehicles or on machinery, provided that these machines are not covered by relevant European Community Directives as regards the Emission of gaseous pollutants and particulate pollutants.
2.
The emission of these engines from carbon monoxide (CO), hydrocarbons (HC), nitrogen oxides (NOX) and particulates (PT) shall not exceed the following values depending on the nominal speed n:

Pn
[kW]
CO
[g/kWh]
HC
[g/kWh]
NOx
[g/kWh]
PT
[g/kWh]
19 ≤ PN < 37 5.5 1.5 8.0 0.8
37 ≤ PN < 75 5.0 1.3 7.0 0.4
75 ≤ PN < 130 5.0 1.0 6.0 0.3
130 ≤ PN < 560 3.5 1.0 6.0 0.2
PN ≥ 560 3.5 1.0 n ≥ 3 150 min -1 = 6,0
343 ≤ n < 3 150 min -1 = 45-n (-0, 2) -3
n < 343 min -1 = 11.0
0.2
3.
Compliance with the requirements referred to in point 2 shall be determined by type-approval in respect of a motor type, engine group or engine family. Type-approval shall be certified in a type-approval certificate. The owner or his authorised representative shall attach a copy of the type-approval certificate to the application for examination in accordance with § 2.02. A copy of the type-approval certificate and the engine parameter protocol shall be carried on board.
4.
a)
After the engine has been installed on board, but before it is put into service, an installation test will be carried out. This test, which is part of the initial investigation of the vehicle or of a special investigation resulting from the installation of the engine in question, shall either result in the entry of the engine in the ship test for the first time, or the modification of the engine. the existing ship's best.
b)
The Commission of Inquiry may dispense with an installation test in accordance with point (a) if a motor whose nominal output is less than 130 kW is replaced by a motor with the same type-approval. The requirement is for the ship owner or his authorised representative to notify the replacement of the engine with the addition of a copy of the type-approval certificate and the identification number of the newly installed engine of the Commission of Inquiry. This changes according to the ship test under no. 52.
5.
Interim tests of the engine must be carried out within the framework of the post-examination according to § 2.09.
6.
After any substantial modification of an engine which affects the emission of gaseous pollutants and particulate pollutants in the engine, a special test must always be carried out.
7.
The type-approval numbers and the identification numbers of all engines installed on board a vehicle and subject to the requirements of this chapter shall be noted by the Commission of Inquiry in the ship test under the number 52.
8.
The competent authority may use a technical service to carry out tasks in accordance with this Chapter.
Unofficial table of contents

§ 8a.03 Request for type approval

1.
A request for type-approval of a motor type, engine family or group of engines shall be submitted by the manufacturer to the competent authority. The application shall be accompanied by a description folder and the design of a motor parameter protocol and the design of the manufacturer &apos; s instructions for the control of the components and engine parameters relevant to the exhaust gas. The manufacturer shall provide for the type tests an engine which corresponds to the essential characteristics listed in Annex I, Part II, Annex 1.
2.
Where, in the event of an application for type-approval of a motor family or group of engines, the competent authority finds that the submitted application relating to the selected parent engine is intended for the application described in Annex J, Part II, Annex 2. If the engine family or the engine group is not representative, another and, where appropriate, an additional parent engine to be designated by the competent authority shall be provided for approval in accordance with point 1.
3.
A request for type-approval of a motor type, engine family or group of engines shall not be submitted to more than one competent authority. A separate request shall be made for each engine type to be approved, any engine family to be approved or any engine group to be approved.
Unofficial table of contents

Section 8a.04 Type-approval procedure

1.
The competent authority to which the application is made shall grant type-approval for all engine types, engine families or groups of engines which comply with the descriptions in the information folder and meet the requirements of this Chapter.
2.
The competent authority shall complete all relevant parts of the type-approval certificate for each engine type, engine family or group of engines which it approves, the model of which is set out in Annex J, Part III, and shall be drawn up or examined by Table of contents to the information package. Type-approval certificates shall be numbered in accordance with the procedure laid down in Annex J, Part IV. The completed type-approval certificate and its annexes shall be sent to the applicant.
3.
If the engine to be approved fulfils its function or has specific characteristics only in connection with other parts of the vehicle to which it is to be installed, and for this reason it can only comply with one or more requirements. if the engine to be approved is operated together with other genuine or simulated vehicle parts, the scope of the type-approval of this engine (these engines) shall be restricted accordingly. In the type-approval certificate for a type of engine, a motor family or a group of engines, all restrictions on their use and all the installation requirements shall be listed in such cases.
4.
Each competent authority shall forward
a)
the other competent authorities shall, in the event of any change, refuse or withdraw the list of engine types, engine families and groups of engines (with the details of Annex J, Part V), the approval of which they have granted in the period in question;
b)
at the request of another competent authority
aa)
a copy of the type-approval certificate for the engine type, the engine family or the engine group, with or without the information package, for each engine type, engine family or group of engines the approval of which it grants, or , and, where appropriate,
bb)
the list of engines manufactured in accordance with the type-approvals issued, as described in § 8a.06 no. 3, which contains the details of Annex J, Part VI.
5.
Each competent authority shall transmit annually to the Secretariat of the Central Commission for the Navigation of the Rhine and, in addition, upon receipt of a corresponding application, a copy of the data sheet in accordance with Annex J, Part VII, on the types of engines, Motor families and groups of engines for which approval has been granted since the last notification.
Unofficial table of contents

§ 8a.05 Amendment of approvals

1.
The competent authority which has granted type-approval shall take the necessary measures to ensure that it is notified of any change to the particulars referred to in the information package.
2.
The application for a modification or extension of a type-approval shall be submitted exclusively to the competent authority which has granted the original type-approval.
3.
Where the particulars referred to in the information package have been modified, the competent authority shall issue:
a)
where necessary, corrected pages of the information package, whereby the authority shall identify each individual page so that the nature of the change and the date of the new edition are clearly visible. For each new edition of pages, the table of contents shall be updated accordingly to the information package (which is attached to the type-approval certificate as an annex);
b)
a revised type-approval certificate (with an extension number), if any information has been changed (with the exception of the Annexes) or if the minimum requirements of this chapter have changed since the original approval date. From the revised approval certificate, the reason for its change and the date of the new edition must be clearly indicated.
Where the competent authority which has granted type-approval finds that, on account of a change to the information package, new tests or tests are justified, it shall inform the manufacturer thereof and shall inform the manufacturer thereof. , only after successful new tests or tests have been carried out.
Unofficial table of contents

§ 8a.06 Match

1.
For each unit manufactured in accordance with the type-approval, the number of the marks laid down in Annex J, Part I, section 1, including the type-approval number, must be affixed by the manufacturer.
2.
If the type-approval contains restrictions on the use in accordance with § 8a.04 no. 3, each manufactured unit shall be accompanied by detailed information about those restrictions and all the installation requirements of the manufacturer.
3.
At the request of the authority which granted the type-approval, the manufacturer shall, within 45 days of the end of each calendar year and immediately after each additional time specified by the authority, send a list of the Identification numbers (serial numbers) of all engines produced in accordance with the requirements of this chapter since the last report or from the date when these provisions became applicable for the first time. In so far as they are not expressed by the engine coding system, the correlations between the identification numbers and the corresponding engine types, engine families or groups of engines and type-approval numbers must be provided on this list. shall be specified. In addition, the list shall contain specific information if the manufacturer cees the production of an approved engine type, an approved engine family or an approved engine group. If the competent authority does not require a regular transmission of this list from the manufacturer, it shall keep the registered data for a period of at least 40 years.
Unofficial table of contents

§ 8a.07 (without content)

Unofficial table of contents

Section 8a.08 Control of identification numbers

1.
The competent authority which grants type-approval shall ensure that the identification numbers of the engines produced in accordance with the requirements of this Chapter, if necessary in cooperation with the other competent authorities, shall: authorities-are registered and controlled.
2.
An additional check of the identification numbers can be carried out in connection with the checking of the conformity of the production according to § 8a.09.
3.
With regard to the control of the identification numbers, the manufacturer or his authorised representative established in the Member States of the Rhine and Belgium shall, on request, immediately inform the competent authority of all the necessary information concerning his/her own direct buyers as well as the identification numbers of the engines, which have been reported as having been produced according to § 8a.06 No. 3.
4.
Where a manufacturer is not in a position to comply with the requirements laid down in § 8a.06 at the request of the competent authority, the approval of the engine type concerned, the engine family or the engine group in question may be are withdrawn. In such a case, the information procedure according to § 8a.10 No. 4 is applied.
Unofficial table of contents

§ 8a.09 Conformity of production

1.
The competent authority which grants type-approval shall, in advance, if necessary in cooperation with the other competent authorities, ensure that appropriate arrangements have been made to ensure effective control of the conformity of the To ensure production in respect of the requirements of Annex J, Part I, Section 4.
2.
The competent authority which has granted a type-approval shall ensure, if necessary in cooperation with the other competent authorities, that the arrangements referred to in point 1 shall be taken into account in respect of the provisions of Annex J, Part I Section 4 shall continue to be sufficient and, in accordance with the requirements of this Chapter with a type-approval number, the engine shall continue to be the description of the type-approval certificate and its annexes for the approved engine type, which shall be approved Motor family or approved engine group.
Unofficial table of contents

Section 8a.10 Non-conformity with the approved engine type, engine family approved or approved engine group

1.
A non-conformity with the approved engine type, engine family or group of engines approved shall be subject to derogations from the characteristics of the type-approval certificate or, where appropriate, to the information package , which have not been authorised by the competent authority which granted the type-approval pursuant to Section 8a.05 No 3.
2.
Where the competent authority which has granted type-approval finds that engines fitted with a certificate of conformity or an approval mark do not conform to the engine type, the engine family or the engine group, in the case of the approved engine type, the approved engine family or the approved engine, it shall take the necessary measures to ensure that the engines in production are returned to the approved engine type, engine family or approved Motor Group match. The competent authority which identified the lack of conformity shall inform the other competent authorities and the Secretariat of the Central Commission for the Navigation of the Rhine from the measures taken, which shall be taken until the withdrawal of the Type approval can go.
3.
Where a competent authority can demonstrate that engines fitted with a type-approval number do not conform to the approved engine type, engine family or group of engines, the competent authority may be competent to Authority which has granted type-approval shall require the engines in production to be tested for conformity to the approved engine type, engine family or group of approved engines. The measures necessary for this purpose shall be taken within six months of the date of application.
4.
The competent authorities shall inform each other and the secretariat of the Central Commission for the Navigation of the Rhine within one month of any withdrawal of a type-approval and of the reasons therefor.
Unofficial table of contents

§ 8a.11 Installation, intermediate and special examinations

1.
The competent authority shall examine the current state of the engine in respect of the specified engine parameter protocol during the installation test in accordance with § 8a.02 No. 4, in the case of interim tests according to § 8a.02 No. 5 and in the case of special tests according to § 8a.02 No. 6. components, the calibration and the setting of its parameters.
If the Authority comes to the conclusion that the engine does not conform to the approved engine type, engine family approved or to the approved engine group, it may require that the conformity of the engine be restored, the Type-approval according to § 8a.05 shall be amended accordingly or a measurement of actual emissions shall be arranged.
If the conformity of the engine is not restored, or if the type-approval is not changed accordingly, or if the measurements show that emissions do not comply with the limit values in accordance with § 8a.02 No. 2, the competent authority shall refuse the An exhibition of a ship's test or a ship test already granted.
2.
In the case of engines with exhaust gas aftertreatment system, the function of the exhaust gas aftertreatment system must be checked in the context of the installation, intermediate or special testing.
3.
The tests referred to in point 1 shall be carried out on the basis of the manufacturer &apos; s instructions for the control of components and engine parameters relevant to exhaust gas. In this manual, which is to be drawn up by the manufacturer and approved by a competent authority, the gas-related components, as well as settings and parameters, are specified, the use of which shall be used, respectively. Compliance with the continuous fulfilment of the emission limit values can be assumed. It shall contain at least:
a)
an indication of the engine type, engine family or group of engines, specifying the rated power and rated speed;
b)
List of components and engine parameters relevant to exhaust gas;
c)
Unique characteristics for the identification of the approved exhaust-gas-relevant components (e.g. (b) component numbers on the components);
d)
Indication of the exhaust gas-relevant engine parameters, such as adjustment ranges of the injection timing, the permissible cooling water temperature, the maximum exhaust gas back pressure.
In the case of engines with exhaust-gas aftertreatment systems, this guidance must also include procedures for controlling the proper functioning of the exhaust-gas aftertreatment plant.
Unofficial table of contents

§ 8a.12 competent authorities and technical services

1.
The Rhine States and Belgium shall communicate to the Central Commission for the Navigation of the Rhine the names and addresses of the competent authorities and technical services responsible for the implementation of this Chapter. The technical services must comply with the European standard on the general requirements for the competence of test and calibration laboratories (EN ISO/IEC 17025: 2000) in compliance with the following conditions:
a)
Motor manufacturers cannot be recognised as technical services.
b)
For the purposes of this Chapter, a Technical Service may, with the agreement of the competent authority, use facilities outside its own inspection body.
2.
Technical services outside the Member States of the Central Commission for the Navigation of the Rhine can only be recognised on the recommendation of the Central Commission for the Navigation of the Rhine.
Unofficial table of contents

Section 8.02 Security measures

1.
Machinery must be set up and installed in such a way that it is sufficiently accessible for operation and maintenance and that it cannot be jeopardised by persons who use it or are waiting for it. They must be able to be secured against inadvertent commissioning.
2.
Safety devices must be provided on drive and auxiliary machines, steam boilers, pressure vessels and their accessories.
3.
Drives for pressure and suction fans must also be able to be switched off for emergency situations outside the installation space and the machine room.
4.
Where necessary, connection points for fuel, lubricating oil and oils used in power transmission systems, switching, propulsion and heating systems must be screened or protected in other appropriate ways in order to ensure that: Spray or run out of these liquids on heated surfaces, into the air intake of machines or other sources of ignition. The number of connection points in these piping systems shall be limited to a minimum.
5.
Free-lying high-pressure fuel delivery lines of diesel engines between the high-pressure fuel pumps and the injection devices must be protected by a jacket tube system, the fuel leaving the fuel in the event of damage to the fuel pump and the fuel injection devices. High-pressure line. The casing tube system shall be supplemented by a collector for leaks, and equipment shall be provided which, in the event of damage to the fuel line, shall send an alarm signal; for machines with only two cylinders, this alarm system shall be provided for: but not necessary. In the case of machines for armature winches and spills on open decks, no jacket tube systems are required.
6.
Insulations of machine parts must comply with § 3.04 No. 3 (2).
Unofficial table of contents

§ 8.03 Drive systems

1.
Ship propulsion systems must be able to be set in motion reliably and quickly, stopped and recontrolled.
2.
The areas
a)
the temperature of the cooling water of the propulsion machinery;
b)
Pressure of the lubricating oil of the drive machinery and of the gears;
c)
Oil and air pressure of the reversing system of the drive machines, reversing gears or propellers
shall be monitored by appropriate means, which trigger an alarm when critical values are reached.
3.
In the case of ships with only one prime mover, the engine must not be automatically stopped, except for the protection of the overspeed.
4.
In the case of ships with only one prime mover, this may be provided with an automatic speed reduction device only if an automatic speed reduction in the control house is signalled optically and acoustically and the device is equipped with a control unit for the control unit. for speed reduction can be set out of the control position.
5.
Shaft lead-throughs must be designed so that no water-threatening lubricants can escape.
Unofficial table of contents

Section 8.04 exhaust gas lines of internal combustion engines

1.
Exhaust gases have to be discharged to the outside without any residual gases.
2.
The penetration of exhaust gases into the various ship's rooms must be prevented by appropriate measures. If exhaust pipes are routed through apartments or the wheelhouse, they must be housed inside these rooms in gas-tight sheathing. The space between the exhaust pipe and the casing must be connected to the free air.
3.
Exhaust gas lines must be laid and protected in such a way that they cannot cause a fire.
4.
In machinery spaces, exhaust gas lines must be sufficiently insulated or cooled. Outside of the machine rooms a contact protection can be sufficient.
Unofficial table of contents

§ 8.05 Fuel tanks, fuel lines and accessories

1.
Liquid fuels must be housed in tanks of steel belonging to the hull or installed in the vessel, or, if the ship's design requires it, from a material equivalent to that of fire resistance. This does not apply to tanks of auxiliary units with a content of up to 12 l, which are permanently connected to them at the factory.
Fuel tanks shall not have common boundary surfaces with drinking water tanks.
2.
Fuel tanks as well as fuel lines and other accessories must be arranged and set up in such a way that neither fuel nor fuel vapors can inadvertently enter the ship's rooms. Valves on fuel tanks used for the extraction of fuel or for draining must be self-closing.
3.
Fuel tanks must not be present in front of the collision bulkhead.
4.
Fuel tanks and their valves may not be arranged via machine systems or exhaust pipes.
5.
Filling openings of fuel tanks must be clearly identified.
6.
Filler pipes for fuel tanks other than the daily fuel tanks shall be based on deck. Filler pipes must be fitted with a connection fitting in accordance with the European standard EN 12 827: 1999. These tanks must have a vent pipe that leads to the outside above the deck and is set up in such a way that no water can penetrate. The cross-section of this vent pipe must be at least 1.25 times the filling tube cross-section.
If fuel tanks are connected to each other, the cross-section of the connecting line shall be at least 1.25 times the filling tube cross-section.
7.
Discharge lines for liquid fuels shall be provided directly on the tanks with a quick-release valve which can be operated from the deck, even if the affected areas are closed.
If the actuating device is concealed, the cover must not be lockable.
The control device must be marked with red colour. If the device is concealed, it must be marked with a symbol for the quick-fit valve of the tank in accordance with Annex I, Figure 9, with an edge length of at least 10 cm.
The first sentence shall not apply to fuel tanks which are directly attached to the engine.
8.
Fuel lines, their connections, seals and fittings must be made of materials that withstand the expected mechanical, chemical and thermal stresses. Fuel lines must not be exposed to harmful heat exposure and must be able to be controlled over their entire length.
9.
Fuel tanks must be fitted with a suitable device. The pelting device must be readable up to the highest level. Glass panes must be protected against damage, can be shut off at the lower end by means of self-closing devices and be connected at the upper end to the tanks above the highest filling level. The material of the violin glass must remain dimensionally stable at normal ambient temperatures. Plumes must not end in apartments. BACKGROUND OF THE INVENTION Peil pipes which end in a machine or boiler room must be provided with self-closing closing devices.
10.
a)
Fuel tanks shall be secured against the discharge of fuel during bunkering by means of appropriate technical equipment on board to be entered in the ship test at point 52.
b)
If fuel is taken from bunkers which, by means of their own technical facilities, prevent the discharge of fuel on board during the bunker, the equipment requirement referred to in point (a) and (11) shall not be used.
11.
If fuel tanks are equipped with an automatic setting-off device, the sensors must interrupt the filling process at a tank filling level of 97%; these devices must comply with the "failsafe" version.
If the sensor actuates an electrical contact which, in the form of a binary signal, can interrupt the current loop supplied and fed from the bunker location, the signal must be sent to the bunker point by means of a watertight device plug of a Coupling plug device according to the International Standard IEC 60309-1: 1999 for direct current 40 to 50 V, characteristic colour white, position of the auxiliary nose 10 h, can be transferred.
12.
Fuel tanks must be fitted with tightly closable openings, which allow cleaning and inspection.
13.
Fuel tanks connected directly to the propulsion machinery and to the engines necessary for driving operation must be fitted with a device which visually and acoustically indicates in the control house that the filling of the tank for the rest of the tank shall be provided for the other safe operation is no longer sufficient.
Unofficial table of contents

§ 8.06 lubricating oil tanks, power lines and accessories

1.
Lubricating oil must be housed in tanks of steel belonging to the hull or installed in the vessel, or, if the type of the ship requires it, from a material equivalent to that of fire resistance. This does not apply to tanks with a content of up to 25 l. Lubricating oil tanks shall not have common boundary surfaces with drinking water tanks.
2.
Lubricating oil tanks as well as the associated ducts and other accessories must be arranged and arranged in such a way that neither lubricating oil nor lubricating oil vapors can inadvertently enter the ship's rooms.
3.
No lubricating oil tanks may be present in front of the collision bulkhead.
4.
Lubricating oil tanks and their fittings shall not be arranged directly by means of machinery or exhaust gas lines.
5.
Filling openings of lubricating oil tanks must be clearly identified.
6.
Lubricating oil pipes, their connections, seals and fittings must be made of materials which withstand the expected mechanical, chemical and thermal stresses. The pipes must not be exposed to harmful effects of heat and must be able to be controlled over their entire length.
7.
Lubricating oil tanks must be fitted with a suitable device. The pelting device must be readable up to the highest level. [0050] Peilglasses must be protected against damage, can be shut off at the lower end by means of a self-closing device and, at the upper end, be again connected to the tanks above the highest filling level. The material of the violin glass must remain dimensionally stable at normal ambient temperatures. Plumes must not end in apartments. BACKGROUND OF THE INVENTION Peil pipes which end in a machine or boiler room must be provided with self-closing closing devices.
Unofficial table of contents

§ 8.07 Tanks for oils used in power transmission systems, switching, drive, and heating systems, lines and accessories

1.
Oils used in power transmission systems, switching, propulsion and heating systems shall be made from steel tanks belonging to the hull or installed in fixed ships, or, where the ship's design requires it, from a steel tank fitted to the hull or to the hull. Fire resistance of equivalent material is accommodated. This does not apply to tanks with a content of up to 25 l. Tanks as set out in the first sentence shall not have common boundary surfaces with drinking water tanks.
2.
Tanks referred to in point 1 and the associated ducts and other accessories shall be arranged and arranged in such a way that neither the corresponding oil nor vapours of this oil can inadvertently enter the ship's premises.
3.
There shall be no tanks in front of the collision bulkhead in accordance with point 1.
4.
Tanks as specified in point 1 and their fittings shall not be arranged directly by means of machinery or exhaust gas lines.
5.
The filling openings of the tanks referred to in point 1 shall be clearly indicated.
6.
The pipes for oils referred to in point 1, their connections, seals and fittings shall be made of materials capable of withstanding the mechanical, chemical and thermal stresses to be expected. The pipes must not be exposed to harmful effects of heat and must be able to be controlled over their entire length.
7.
Tanks as specified in paragraph 1 shall be fitted with a suitable means of plinth. The pelting device must be readable up to the highest level. [0050] Peilglasses must be protected against damage, can be shut off at the lower end by means of a self-closing device and, at the upper end, be again connected to the tanks above the highest filling level. The material of the violin glass must remain dimensionally stable at normal ambient temperatures. Plumes must not end in apartments. BACKGROUND OF THE INVENTION Peil pipes which end in a machine or boiler room must be provided with self-closing closing devices.
Unofficial table of contents

§ 8.08 Lenzers

1.
Each watertight compartment must be capable of being lenzable for itself. This does not apply to watertight compartments, which are normally closed in an airtight manner.
2.
In ships for which a crew is required, there must be two independent pumps, which must not be placed in the same room and at least one of which must be driven by a motor. However, if these ships have a propulsion power of less than 225 kW, or a load bearing capacity of less than 350 tonnes, or ships not intended for the carriage of goods, a water displacement of less than 250 m 3 , suffice a hand-or motor-lence pump.
Each of the prescribed pumps shall be usable for each watertight compartment.
3.
The minimum feed quantity Q1 of the first bilge pump shall be calculated according to the following formula:

Q1 = 0.1-d1 2 [l/min].


d1 is to be calculated according to the following formula:



The minimum feed volume Q2 of the second bilge pump shall be calculated according to the following formula:

Q2 = 0.1-d2 2 [l/m].


d2 is to be calculated according to the following formula:



However, the dimension d does not need to be greater than the dimension d.

For the measurement of Q2, l refers to the longest watertight compartment.

In these formulas:
I the length of the watertight compartment concerned in [m];
d1 computational inner diameter of the main tube in [mm];
d2 computational inner diameter of the two-glare tube in [mm].
4.
If the bilge pumps are connected to a lence system, the inner bilge tube diameters must have at least the dimension d1 in mm and the inner diameters of the two-glare tubes must have at least the dimension d2 in mm.
For ships with L of less than 25 m, the dimensions d1 and d2 may be reduced to 35 mm.
5.
Only self-priming Lenzpumps are allowed.
6.
In each lenzable section with a flat bottom and a width of more than 5 m, there must be at least one sucker at the starboard and on the bord.
7.
The aft piek can be drained via an easily accessible self-closing fitting to the main engine room.
8.
Two-glare tubes of individual compartments must be connected to the main pipe by means of a non-return valve which can be shut off.
Departments or other rooms, which are designed as ballast cells, need to be connected to the Lenzsystem only via a simple shut-off device. This does not apply to cargo spaces, which are set up for ballast reception. The filling of such cargo spaces with ballast water must be carried out by means of a ballast line, which is separate from the line, or by double lines, which are used as flexible lines or by means of movable intermediate pieces with the main line. can be connected. Bottom valves are not permitted for this purpose.
9.
Loading space bilges must be provided with possibilities for the possibility of being used.
10.
If a bilge system with permanently installed pipes is present, shut-off elements must be arranged in the bilge pipes intended for the collection of oil-containing water and, in the closed state, must be provided by a commission of inquiry with of a Plombe. The number and position of these shut-off devices must be entered in the ship test.
11.
A seal in accordance with point 10 shall be regarded as equivalent. The key or keys for the locks of the shut-off devices must be appropriately marked in an easily accessible and marked location in the machine room.
Unofficial table of contents

§ 8.09 Institution for the collection of oil-containing water and used oil

1.
Oil-containing water that occurs during operation must be able to be collected on board. In this case, the machine room bilge is considered as a collection container.
2.
For the collection of waste oils, one or more special containers must be present in machinery spaces, the volume of which is at least 1.5 times the quantity of waste oil from the oil wells of all internal combustion engines and gearboxes installed, and the quantity of the waste oil used. Hydraulic oil from the hydraulic oil tanks.
Connecting sockets for emptying these containers must comply with European standard EN 1305: 1996.
3.
For ships used only on short distances, the Commission of Inquiry may allow exceptions to point 2.
Unofficial table of contents

§ 8.10 Noise of ships

1.
Driving noises of the ships, in particular the intake and exhaust noise of the engines, shall be damped by appropriate means.
2.
The noise of the ships at a lateral distance of 25 m from the hull shall not exceed the value of 75 dB (A).
3.
In the case of breast-feeding ships, with the exception of the envelope, the sound shall not exceed 65 dB (A) at a lateral distance of 25 m from the side of the board.

Chapter 9
Electrical installations

Unofficial table of contents

Section 9.01 General provisions

1.
In the absence of specific provisions for certain parts of an installation, the degree of safety shall be considered to be sufficient if the parts concerned are in accordance with a European standard in force or in accordance with the rules of a recognised classification society are manufactured.
Necessary documents shall be submitted to the Commission of Inquiry.
2.
On board, the following documents, which have been endorsed by the Commission of Inquiry, must be located:
a)
Overview plans of the entire electrical system;
b)
Plans of the main, emergency and distribution panels, indicating the most important technical data, such as rated current levels, switchgear;
c)
-performance information on electrical equipment;
d)
Cable types, specifying the conductor cross sections.
On unmanned vehicles, these documents do not need to be on board, but they must be available at any time by the owner.
3.
The installations must be designed for continuous inclinations of the ship up to 15 ° and for ambient temperatures inside 0 ° C to + 40 ° C and on deck from -20 ° C to + 40 ° C. You have to work properly up to these limit values.
4.
Electrical and electronic equipment and equipment must be easily accessible and maintenance-friendly.
Unofficial table of contents

§ 9.02 Energy supply systems

1.
In vehicles with an electrical installation, their energy supply must in principle be made up of at least two energy sources, so that in the event of failure of an energy source, the remaining energy source is able to provide consumers who are safe for the safety of the vehicle. Driving is required to operate for at least 30 minutes.
2.
The adequate assessment of the energy supply must be demonstrated by a current account. An appropriate simultaneity factor can be taken into account.
3.
Irrespective of point 1, the energy sources of control equipment (rowing systems) § 6.04 shall apply.
Unofficial table of contents

§ 9.03 Protection against contact, penetration of foreign bodies and water

The minimum level of protection of the permanently installed parts of an installation must correspond to the place of installation in accordance with the following table:

Site Location Minimum protection
(according to IEC-Publ. 60529: 1992)
Generators Engines transformers Switchboards distributions switchgear Installation Material Lights
Operating, machine and rowing machinery spaces IP 22 IP 22 IP 22 (2) IP 22 (1) (2) IP 44 IP 22
Lader trees IP 55 IP 55
Battery and color spaces IP 44
(Ex) (3)
Free deck, open control stands IP 55 IP 55 IP 55 IP 55
Closed tax house IP 22 IP 22 IP 22 IP 22 IP 22
Apartments other than sanitary and wet rooms IP 22 IP 20 IP 20
Sanitary and wet rooms IP 44 IP 44 IP 44 IP 55 IP 44
Notes:
(1)
For devices with high heat development: IP 12.
(2)
If the type of protection is not guaranteed by the device itself, the area of installation must meet the protection class as indicated in the panel.
(3)
Electrical equipment of type certified security, such as:
a)
European standards EN 50014: 1997; 50015: 1998; 50016: 2002; 50017: 1998; 50018: 2000; 50019: 2000 and 50020: 2002; or
b)
the corresponding IEC publications 60079 in the 1. The text is valid for October 2003.
Unofficial table of contents

§ 9.04 Explosion protection

In rooms where explosive gases or gas mixtures may accumulate (such as in accumulators or in rooms intended for the storage of readily flammable substances), only electrical installations in explosion-proof rooms shall be provided. Execution (certified security) allowed. Switching devices for luminaires and for other electrical appliances may not be installed in these rooms. The explosion protection must correspond to the properties of the explosive gases and gas mixtures which occur (explosion group, temperature class). Unofficial table of contents

§ 9.05 Protection earthing

1.
In the case of installations with voltages above 50 V, a protective grounding is required.
2.
Metal parts which are not under tension and are accessible to the contact, such as the basic frames and housings of machinery, equipment and lamps, must be separately grounded, unless they are fitted with the hull by the type of installation are metallically conductively connected.
3.
The housing of mobile consumers and handheld devices must be grounded in the connection cable by means of an additional protective conductor, which does not carry current in operation.
This does not apply in the case of the use of protection isolation transformers and in devices with protective insulation (double insulation).
4.
The cross-section of the protective conductor shall correspond at least to the information given in the following table:

Outer conductor cross-section
[mm] ² ]
Minimum protective conductor cross-section
in isolated cables
[mm] ² ]
moved separately
[mm] ² ]
0.5 to 4 equal to the outer conductor cross section 4
> 4 to 16 equal to the outer conductor cross section equal to the outer conductor cross section
> 16 to 35 16 16
> 35 to 120 equal to half the outer conductor cross section equal to half the outer conductor cross section
> 120 70 70
Unofficial table of contents

§ 9.06 Allowed maximum voltages

1.
Tensions must not exceed the following values:

Type of installation Allowed max. Voltage
DC AC Rotation current
a) Power and heating systems, including the commonly used sockets 250 V 250 V 500 V
b) Lighting, command and reporting systems, including the commonly used sockets 250 V 250 V -
c) Sockets for the supply of hand-held devices used on open decks or in confined or moist metallic rooms, with the exception of boilers and tanks
1.
General
50 V (1) 50 V (1) -
2.
with the use of a protection or isolating transformer, which feeds only one device
- 250 V (2) -
3.
in the case of use of protective insulation equipment (double insulation)
250 V 250 V -
d) Local consumers such as electrical equipment of containers, slip-on motors, transportable fans or pumps, which are normally not moved during operation and the conductive parts accessible to the contact via a Protective conductors in the connection cable are grounded and which are connected to the hull by their installation or another conductor other than through this protective conductor 250 V 250 V 500 V
e) Sockets for the supply of hand-held devices used in boilers and tanks 50 V (1) 50 V (1) -
Notes:
(1)
When this voltage is generated from higher voltage networks, a galvanic separation (security transformer must be used).
(2)
The secondary circuit must be all-pole insulated against mass.
2.
In compliance with the necessary protective measures, higher voltages shall be allowed for:

a)
power plants, the services of which require this;
b)
Special special equipment such as radio equipment and ignition devices.
Unofficial table of contents

§ 9.07 Distribution Systems

1.
For DC and 1-phase AC, the following distribution systems are allowed:
a)
2-ladder, of which one is grounded (L1/N/PE);
b)
1-Head and hull return, only for locally limited installations (such as starter systems of a combustion engine, cathodic corrosion protection) (L1/PEN);
c)
2-ladder isolated from the hull (L1/L2/PE).
2.
The following distribution systems are allowed for three-phase alternating current:
a)
4-ladder with a star-shaped point without ship return (L1/L2/L3/N/PE) = (TN-S-network) or (TT-network);
b)
3-ladder isolated from the hull (L1/L2/L3/PE) = (LT-network);
c)
3-conductor systems with geerdetem star point and hull return line, but not for end circuits (L1/L2/L3/PEN).
3.
The Commission of Inquiry may authorise the use of other systems.
Unofficial table of contents

§ 9.08 Connection to land or other external networks

1.
The supply of land networks and other external networks to on-board electrical systems must be able to be connected on board via fixed terminals or permanently installed plug-in devices. Cable connections must not be able to be stressed on a train.
2.
The hull must be capable of being effectively grounded at a connection voltage of more than 50 V. Grounding connections must be particularly marked.
3.
Switching devices of the connections must ensure that parallel operation of the on-board electrical system generators with the land network or any other external network is avoided. A short-term parallel operation for switching over without voltage interruption of the systems is permissible.
4.
The connection must be protected against short-circuit and overload.
5.
The main switchboard must be used to indicate whether the connection is under tension.
6.
Display devices must be installed in order to be able to compare the polarity of direct current and the phase sequence of the connection with that of the ship's network in the case of a three-phase current.
7.
An indication of the connection must be specified:
a)
the measures to be taken in connection with the manufacture of the terminal;
b)
Current type and rated voltage, in the case of alternating current additionally the frequency.
Unofficial table of contents

Section 9.09 Electricity levy on other vehicles

1.
If electricity is supplied to other vehicles, a separate connection device must be provided. When using plug-in devices for the power supply to other vehicles for rated currents of more than 16 A, means (such as switches or latches) should be provided for the production or disconnection of the connection only in the current-free condition .
2.
Cable connections must not be able to be stressed on a train.
3.
Article 9.08 (3) to (7) shall apply mutatily.
Unofficial table of contents

§ 9.10 Generators and engines

1.
Generators, motors and their terminal boxes must be accessible for inspection, measurement and repair. The protection class must correspond to the place of installation (§ 9.03).
2.
Generators, which are driven by the main machine, the propeller shaft or a auxiliary unit serving for other purposes, have to be dimensioned in accordance with the speed range which occurs in operation.
Unofficial table of contents

§ 9.11 accumulators

1.
Accumulators must be accessible and set up in such a way that they cannot be moved during the movements of the ship. They must not be placed in places where they are exposed to excessive heat, extreme cold, spray water or fumes.

They must not be housed in tax houses, apartments and lodgings. This does not apply to accumulators in portable devices and to accumulators having a charging power of less than 0.2 kW.
2.
Accumulators having a charging power of more than 2.0 kW-calculated from the maximum charging current and rated voltage of the accumulators, taking into account the charging characteristics of the charging devices-must be accommodated in a special room. When the deck is set up, it is sufficient to accommodate in a cupboard.

Accumulators with a loading capacity of up to 2.0 kW may also be placed under deck in a cabinet or box. They may also be open in a machinery space or at other well-ventilated places; in such cases, they must be protected against falling objects and drip water.
3.
The interior surfaces of all rooms, cabinets or boxes provided for accumulators, as well as shelves and other components, must be protected against the harmful effects of electrolyte.
4.
Closed rooms, cabinets or boxes in which accumulators are installed must be able to be effectively ventilated. Artificial ventilation shall be provided in the case of charges of more than 2 kW for nickel-cadmium accumulators and more than 3 kW for lead-acid accumulators.

The exhaust air must be supplied at the bottom in such a way and the exhaust air is to be removed at the top so as to ensure a perfect exhaust of the gases. Ventilation ducts shall not contain any devices such as shut-off valves which hinder the free passage of air.
5.
The amount of air Q required shall be calculated according to the following formula:

Q = 0,11-1-n [ m 3 /h].


In this formula:
l = ¼ of the maximum current of the loading equipment in A;
n = number of cells.


In the case of accumulators in the buffer circuit with the on-board electrical system, with a corresponding load characteristic of the loading equipment, other methods of calculation for the required amount of air may be authorised by the Commission of Inquiry, provided that they are subject to provisions of recognised classification societies or relevant standards.
6.
In the case of natural ventilation, the cross-section of the air ducts shall be such that the required air quantity is reached at an air speed of 0.5 m/s. However, the cross section shall be at least 80 cm 2 for lead accumulators and 120 cm 2 for nickel-cadmium accumulators.
7.
In the case of artificial ventilation, a fan, preferably a suction fan, must be present, the motor of which must not be arranged in the gas or air stream.

This fan must be designed in such a way that sparking when a wing is in contact with the fan housing and electrostatic charging is excluded.
8.
A symbol for "fire, open light and smoking" shall be affixed to the doors or lids of storage rooms, cabinets or boxes in accordance with Figure 2 of Appendix I, with a diameter of at least 10 cm.
Unofficial table of contents

§ 9.12 Schaltanlagen

1.
Switchboards
a)
Devices, switches, fuses and instruments in switchboards must be arranged in a clear manner and be accessible for maintenance and repair work.
Clamping strips for voltages up to 50 V and those for voltages above 50 V must be arranged separately from one another and be marked accordingly.
b)
Identification plates must be mounted on the control panels for all switches and devices with an indication of the current circuit.
Fuses must be marked with nominal current strength and power circuit.
c)
If devices with an operating voltage of more than 50 V are located behind the doors, voltage-carrying parts of these devices must be protected against unintended contact with open doors.
d)
Materials for control panels must be mechanically solid, permanent, flame retardant, even extinguishing and must not be hygroscopic.
e)
If NH fuse inserts are installed in switchboards, suitable aids and body protection equipment for drawing and setting these inserts are to be provided in the vicinity of the control panels.
2.
Switches, protective devices
a)
Generator and consumer circuits must be protected against short-circuit and overcurrent in any non-grounded ladder. For this purpose, switching devices with short-circuit and overcurrent release or fusing fuses can be used.
Power circuits for the electric drive of control devices (rudder systems) and their control circuits may only be protected against a short circuit. If thermal triggers are present in power switches, they must be rendered ineffective or must be set at least to twice the rated current.
b)
Consumer outputs from the main switchboard must be provided with load switches or power switches in the case of current intensifiers via 16 A.
c)
Consumers, which are necessary for ship propulsion, control equipment (rowing systems), rudder deposit indicators, navigation and safety systems, as well as consumers with a rated current of more than 16 A must be connected via a separate circuit are fed in.
d)
Power circuits for consumers, which are required for ship propulsion and maneuvering, must be fed directly from the main switchboard.
e)
Switching devices must be selected in accordance with their rated current, their thermal and dynamic strength as well as their switching capacity. Switches must switch all conductors under tension at the same time. The switching position must be recognizable.
f)
Securing inserts must have a closed melting space and consist of a ceramic or equivalent material. They must be able to be replaced in such a way that there is no risk of contact for the operator.
3.
Measuring and monitoring equipment
a)
For generator, accumulators and distribution circuits, the measuring and monitoring devices required for the safe operation of the installation must be present.
b)
In the case of unearthed networks with a voltage above 50 V, a suitable earth-connection monitoring device with an optical and acoustic warning must be present. For secondary installations, such as control circuits, it is possible to dispense with a ground-connection monitoring device.
4.
Placement of switchboards
a)
Switchboards must be placed in well-accessible and sufficiently ventilated spaces in such a way that they are protected against water and mechanical damage.
Pipelines and air ducts must be arranged in such a way that the switchgear is not endangered in the case of leakages. If their installation cannot be avoided in the vicinity of circuit boards, the pipes in this area must not have any detachable connections.
b)
Cabinets and niches in which open switching devices are accommodated must be made of flame retardant material or be protected by a lining with metal or other non-combustible material.
c)
In the case of voltages above 50 V, the main switchboards must be provided with insulating grates or mats as the insulation of the location.
Unofficial table of contents

Section 9.13 Notabshifting devices

For oil combustion plants, fuel pumps, fuel separators and machine room fans, emergency cut-off devices must be provided at a central location outside the erection rooms. Unofficial table of contents

§ 9.14 Installation Material

1.
The cable entry points of equipment must be dimensioned in accordance with the cables to be connected and must be adapted to the types of cable used.
2.
Sockets of different distribution systems with different voltages or frequencies must be unmistakable.
3.
Switches must switch all non-grounded conductors of a power circuit at the same time. Single-pole switches are permitted in non-grounded networks in lighting circuits of residential areas, except in washing and bath rooms and other wet cells.
4.
In the case of current thicknesses above 16A, the sockets must be locked with a switch in such a way that neither plugging nor pulling of the plug under current is possible.
Unofficial table of contents

§ 9.15 Cable

1.
Cables must be flame-retardant, self-extinguishing, and resistant to water and oil.
In the apartments, the use of other types of cable can be authorised on condition that they are effectively protected, flame retardant and self-extinguishing.
For the determination of the flame retardancy of electrical cables,
a)
the IEC publications 60332-1: 1993, 60332-3: 2000 and
b)
Equivalent provisions of one of the Rhine States or of Belgium
recognised.
2.
For power and lighting systems, cables with a minimum conductor cross-section per wire of 1.5 mm 2 be used.
3.
Metal reinforcements, shields and jackets of cables may not be used as ladder or protective conductor.
4.
Metal shields and jackets of cables in power and lighting systems must be grounded at least at one end.
5.
The dimensioning of the conductor cross-section must correspond to the maximum permissible conductor end temperature (current load capacity) and the permissible voltage drop. The latter may not be more than 5% for lighting and 7% for power and heating, based on the rated voltage, between the main switchboard and the most unfavorable point of the installation.
6.
Cables must be protected against the risk of mechanical damage.
7.
By fixing the cables, it is necessary to ensure that any tensile loads that may occur remain within the permissible limits.
8.
If cables are routed through bulkheads or decks, mechanical strength, tightness and fire resistance of these bulkheads and decks shall not be impaired by the cable ducts.
9.
End caps and connections of all conductors must be such that the original electrical, mechanical, fire-retardant and, if necessary, fire resistant properties of the cable are retained. The number of cable connections must be kept to a minimum.
10.
Cable to movable control houses must be sufficiently flexible and have insulation which has sufficient flexibility to-20 ° C and, in particular, is resistant to vapors, UV rays and ozone.
Unofficial table of contents

Section 9.16 Lighting systems

1.
Lamps must be fitted in such a way that combustible objects or components cannot be ignited by the heat generated by the luminaires.
2.
Lamps on the open deck shall be arranged in such a way as to ensure that the visibility of the signal lights is not impaired.
3.
If two or more luminaires are present in a machine or boiler room, they must be distributed over at least two circuits. This also applies to rooms with cooling machines, hydraulic machines or electric motors.
Unofficial table of contents

§ 9.17 Signalleuchten

1.
Control panels for signal lights have to be installed in the wheelhouse. They must be fed by a separate cable from the main switchboard or can be supplied by two independent sub-distributions.
2.
Signal lights must be individually fed, protected, and switched from the signal board.
3.
A failure of the equipment in accordance with § 7.05 no. 2 shall not affect the operation of the luminaires being monitored by them.
4.
A number of locally and functionally related luminaires may be jointly fed, switched and monitored. The monitoring device must already report the failure of a lamp. In double-decker signal lights (two signal lights built on top of each other in a housing), both light sources must not be able to be operated simultaneously.
Unofficial table of contents

§ 9.18 (without content)

- Unofficial table of contents

Section 9.19 Alarm and safety systems for machine-technical equipment

Alarm and security systems for the monitoring and protection of machine equipment must comply with the following requirements:
a)
Alarm systems:
Alarm systems shall be set up in such a way that errors in the alarm system cannot lead to the failure of the equipment to be monitored or the installation.
Binary transmitters are to be carried out in the closed-circuit principle or as a monitored working-flow principle.
Optical alarms should remain visible until the disturbance has been eliminated; a acknowledged alarm should be able to be distinguished from a non-acknowledged alarm. Each alarm can also be reported acoustically. Acoustic alarms must be able to be erased. By erasing an acoustic alarm, the triggering of an alarm caused by new causes must not be prevented.
Deviations from this are possible for alarm systems with less than 5 measuring points.
b)
Security systems:
Safety systems shall be designed in such a way as to reduce, reduce or, in a permanent position, call upon the vulnerable plant before critical operating conditions are reached.
Binary transmitters are to be executed in the working flow principle.
If safety systems are not self-monitoring, their function must be verifiable.
Security systems shall be independent of any other systems.
Unofficial table of contents

Section 9.20 Electronic equipment

1.
General
The testing requirements referred to in point 2 shall apply only to electronic equipment required for control equipment (rowing systems) and machinery for the propulsion of the vehicle, including its peripheral equipment.
2.
Audit requirements
a)
Subsequent test claims shall not lead to damage or malfunctions of electronic devices. The tests in accordance with the relevant international standards (such as IEC Publication 60092504: 2001) must be carried out except for the cold test with the device switched on, the function being to be checked.
b)
Voltage and frequency deviations

Operating Size Variance
permanently short-term
General Frequency ± 5% ± 10% 5 s
Voltage ± 10% ± 20% 1.5 s
Battery operation Voltage + 30%/-25
c)
Heat Check
The test specimen is heated to 55 ° C. in the course of half an hour and is kept at this temperature for 16 hours after the temperature has been reached. Subsequently, a functional test is carried out.
d)
Cold Check
The test specimen is cooled down to −25 ° C. in the switched-off state and is kept at this temperature for 2 hours. Subsequently, the temperature is increased to 0 ° C. and a functional test is carried out.
e)
Vibration Check
Vibration tests are to be performed with the resonance frequency of the device or components in all three axes for a period of 90 minutes each. If no pronounced resonance is detected, the vibration test is carried out at 30 Hz.
The vibration test is performed with sinusoidal vibration within the following limits:
General:
f = 2.0 to 13.2 Hz; a = ± 1 mm (amplitude a = ½ oscillation width);
f = 13.2 Hz to 100 Hz; acceleration ± 0.7g.
Operating equipment to be fitted to diesel engines or to rowing machines shall be tested as follows:
f = 2,0 to 25 Hz; a = ± 1,6mm (amplitude a = ½ oscillation width);
f = 25 Hz to 100 Hz; acceleration ± 4g.
Sensors for installation in exhaust gas lines of diesel engines can be subject to significantly higher loads. This is to be taken into account in the tests.
f)
Tests of electromagnetic compatibility are to be carried out on the basis of the international standards IEC-Publications 610004-2: 1995, 61000-4-3: 2002, 6100044: 1995 with the degree of test sharpness 3.
g)
Proof that the electronic equipment meets these test requirements shall be provided by the manufacturer. The certificate of a recognised classification society shall also be considered as proof.
Unofficial table of contents

§ 9.21 Electromagnetic compatibility

Electrical and electronic equipment must not be affected by electromagnetic interference in its function. General measures should cover the same priority
a)
the decoupling of the transmission paths between the source of interference and the interference sink;
b)
the reduction of the causes of accidents to the sources of interference;
c)
the reduction of the interference susceptibility to the interference sinks.

Chapter 10
Equipment

Unofficial table of contents

§ 10.01 Anchor equipment

1.
Ships intended for the carriage of goods, other than carrier ships lighter with L of not more than 40 m, shall be equipped with a core whose total mass P shall be calculated in accordance with the following formula:

P = k-B-T [kg].


In this formula:
k Coefficient which takes into account the ratio of L and B and the type of vehicle:


however, k = c is to be set for Schubleichter;

c Number of experience according to the following table:

Load capacity Experience c
up to 400 t 45
Over 400 t to 650 t 55
over 650 tonnes to 1 000 tonnes 65
more than 1 000 tonnes 70


The Commission of Inquiry may allow only 2/3 of the total mass P to be used on ships with a load bearing capacity of not more than 400 tonnes, which are used only on short routes because of their design and purpose. are required.
2.
Passenger ships and ships not intended for the carriage of goods, other than drawers, shall be equipped with a core whose total mass P shall be calculated in accordance with the following formula:

P = k-B-T [kg].


However, for passenger ships intended to operate below km 885 (Emmerich), the total mass P shall be calculated in accordance with the following formula:

P = k-B + 4 Af [kg].


In these formulas:
K Coefficient according to point 1, but in the determination of the number of experience c, the displacement noted in the ship test shall be in m 3 is to be used instead of carrying capacity;
Af frontal windage attack area in m 2 .

3.
Ships in accordance with point 1 with L of not more than 86 m shall be equipped with a rear-wheel core whose total mass is 25% of the mass P.
Ships with L of more than 86 m must be equipped with a rear-wheel core, the total mass of which is 50% of the mass P according to number 1 or 2.
From the equipment with Heckankern are free:
a)
ships for which a total mass of heckankers of less than 150 kg would result; for ships referred to in the last sentence of point 1, the reduced buganker mass shall be used for this purpose;
b)
School daughter.
4.
Ships intended for the movement of rigid associations of not more than 86 metres in length shall be fitted with rear-end anchorages, the total mass of which shall be 25% of the largest mass P for the constellations approved in the ship test (as nautical unit is calculated in accordance with point 1.
Ships intended for the advancement of rigid associations of more than 86 metres in the valley voyage shall be fitted with rear-end anchorages, the total mass of which shall be 50% of the largest mass P approved for the ship's test Assembly (considered as nautical unit) is calculated in accordance with point 1.
5.
Anchor masses determined in accordance with points 1 to 4 may be reduced in the case of certain special anchors.
6.
The total mass P required for bugankers can be distributed over one or two anchors. It may be reduced by 15% if the ship is equipped with only one bus anchor and the anchor blade is arranged in the central longitudinal plane.
The total mass prescribed for Heckanker may be distributed over one or two anchors in the case of drawers and ships with L of more than 86 m.
The mass of the lighter anchor shall not be less than 45% of this total mass.
7.
Anchors made of cast iron are not allowed.
8.
Anchors must be permanently marked with their mass in raised writing.
9.
For anchors with a mass of more than 50 kg, anchor winches must be present.
10.
Bugankerketten must have the following minimum length:
a)
40 m for ships with L of not more than 30 m;
b)
10 m more than L, if L is between 30 and 50 m;
c)
60 m for ships with L of more than 50 m.
Chains of the Heckanker must be at least 40 m long each. However, ships that must be able to hold bug to valley must have Heckankerketten of at least 60 m in length.
11.
The minimum breaking force R of an anchor chain shall be calculated in accordance with the following formulae:
a)
in the case of anchors with a mass of up to 500 kg:
R = 0,35-P ' [kN];
b)
in the case of anchors with a mass over 500 to 2000 kg:
c)
in the case of anchors with a mass of more than 2000 kg:
R = 0.25-P ' [kN].


In these formulas means:
P ' theoretical mass of the individual anchor determined in accordance with points 1 to 4 and 6.


The breaking strength of the anchor chains is to be found in the standards applicable in a Member State of the Rhine or Belgium.
12.
If heavier anchors are chosen than those shown in points 1 to 6, the minimum breakage force of the anchor chain must be determined according to the greater mass present.
If such heavier anchors and the corresponding stronger anchor chains are on board, only the target values for the anchor masses and for the minimum breaking forces according to points 1 to 6 and 11 shall be entered in the ship test.
13.
Connecting parts (vertebrae) between the anchor and the chain must be able to withstand a tensile force which is 20% higher than the breaking force of the corresponding chain.
14.
Wire ropes instead of the anchor chains are allowed. Wire ropes must have the same breaking strength as the required anchor chains, but their length must be 20% greater.
Unofficial table of contents

§ 10.02 Other equipment

1.
The following equipment items according to the Rhine Navigation Ordinance Ordinance must be at least:
a)
Spokesman's office;
b)
equipment and devices required to give the required visual and sound signals and to identify the vessels;
c)
Replacement lights for the prescribed lights for the breast-feeding system, which are independent of the on-board electrical system.
In addition, at least the following containers must be present:
a)
Containers marked for household waste;
b)
in each case one marked container of steel or another shock-resistant and non-combustible material with a tightly closing cover of sufficient size, but at least 10 l of contents, for the purpose of receiving the
aa)
Oil-containing plaster flaps,
bb)
special wastes,
cc)
liquid hazardous waste,
dd)
Slops,
ee)
other fat-containing ship-generated waste.
The containers according to the double letters cc and dd shall be required only if this waste is produced.
2.
In addition, the following must be at least:
a)
Wire ropes for mooring:
Ships must be equipped with three wire ropes to arrest. Your minimum length must be:
First rope: L + 20 m, but not more than 100 m,
Second rope: 2/3 of the first rope,
Third rope: 1/3 of the first rope.
For ships with L of less than 20 m, the shortest rope can be dispensed with. These wire ropes shall be designed for a minimum breaking force RS to be calculated according to the following formula:





A certificate in accordance with European Standard EN 10 204: 1991, certificate 3.1, must be on board for the prescribed wire ropes. These wire ropes may be replaced by other ropes of the same length and minimum breakage force. The minimum breaking strength for these ropes must be demonstrated in a certificate.
b)
Wire ropes for towing:
Tugs must be equipped with a number of wire ropes appropriate to their use.
However, the main wire rope shall be at least 100 m long and its breaking strength in kN shall correspond to at least one third of the total power in kW of the prime mover (s).
Motor ships and pusher boats suitable for towing shall be equipped at least with a towed wire rope of 100 m length, whose breaking force in kN corresponds to at least one quarter of the total power in kW of the prime mover (s);
c)
a throwing flare;
d)
a land web of at least 0.40 m wide and at least 4 m in length, the sides of which are marked by a light strip; this land web must be provided with a railing. In the case of small vehicles, the Commission of Inquiry may allow shorter land webs;
e)
a boat hook;
f)
an appropriate storage box with a content corresponding to a standard of a Rhine-Anlieger-State or of Belgium. The box office must be kept in the apartment or in the tax house and be accommodated in such a way that it can be easily and safely reached if necessary. Where cover boxes are concealed, the cover must be marked by a symbol for the box in accordance with Annex I, Figure 8, having an edge length of at least 10 cm;
g)
a double glass, 7 x 50 or larger lens diameter;
h)
a poster with hints of rescuing and resurrecting the drowning;
i)
a headlight that can be operated from the control stand.
3.
An outboard staircase or ladder must be present on ships with a boarding height of more than 1.50 m above the empty waterline.
Unofficial table of contents

§ 10.03 Portable fire extinguisher

1.
In accordance with the European standards DIN EN 3-7:2007 and DIN EN 3-8:2007, one portable fire extinguisher must be present in the following places:
a)
in the tax house;
b)
in the vicinity of each entrance from deck to living room;
c)
in the vicinity of each entry to non-residential premises where heating, cooking or cooling facilities are located which consume solid or liquid fuels or liquefied petroleum gas;
d)
at each entrance to machinery and boiler rooms;
e)
at appropriate points in the sub-deck of machinery and boiler rooms, such that the path to a fire-extinguishing device shall not exceed 10 metres from any point of the room.
2.
Only powder extinguishers with a filling mass of at least 6 kg or other portable fire extinguishers having the same extinguishing capacity may be used for the portable fire extinguishers required in paragraph 1. They must be suitable for fire classes A, B and C. By way of derogation, spray foam fire extinguishers containing up to 20º C of frost-proof water film-forming foams (AFFF-AR) are permitted on ships on which no liquefied gas installations are installed, even if they are not suitable for fire class C. The minimum fill level of these fire extinguishers shall be 9 litres. All fire extinguishers must be suitable for extinguishers in electrical installations up to 1 000 volts.
3.
In addition, powder, wet or foam fire extinguishers may be used, which are at least suitable for the fire class which is most likely to be found in the room for which they are intended.
4.
Portable fire extinguishers with CO2 as extinguishing agents may only be used for extinguishing fires in kitchens and electrical installations. The filling mass of these fire extinguishers shall not exceed 1 kg per 15 m 3 The volume of space in which they are held and used.
5.
Portable fire extinguishers shall be examined by an expert at least every two years. A certificate signed by the expert shall be affixed to the fire extinguisher from which the date of the examination shall be shown.
6.
Where portable fire extinguishers are concealed, the cover must be marked with an icon for fire extinguishers in accordance with Annex I, Figure 3, with an edge length of at least 10 cm.
Unofficial table of contents

§ 10.03a Fest installed fire extinguishing systems for the protection of apartments, tax houses and passenger rooms

1.
For the protection of apartments, tax houses and passenger spaces, only suitable automatic pressure water spray systems may be used as permanently installed fire extinguishing systems.
2.
The plants may only be installed or converted by specialist companies.
3.
The installations must be made of steel or equivalent non-combustible materials.
4.
The installations must have at least a water volume of 5 l/m over the area of the largest room to be protected. 2 can be sprayed at the minute.
5.
Installations which spray smaller quantities of water must have type-approval under IMO Resolution A 800 (19) or any other standard approved by the Central Commission for the Navigation of the Rhine. Type-approval shall be carried out by a recognised classification society or by an accredited test institution. The accredited testing institution must comply with the European standard on the general requirements for the competence of test and calibration laboratories (EN ISO/IEC 17025: 2000).
6.
The annexes are
a)
before the first commissioning,
b)
prior to the re-commissioning after triggering,
c)
before re-commissioning, after a substantial change or repair, and
d)
regularly, but at least every two years,
to be examined by an expert. Tests referred to in point (d) may also be carried out by an expert in a fire-extinguishing specialist.
7.
In the case of the examination referred to in point 6, the expert or the expert shall have to examine whether the installations comply with the requirements of this paragraph. The examination shall include at least:
a)
External inspection of the entire plant,
b)
Control of the operability of the safety installations and of the nozzles,
c)
Control of the pressure vessel-pump system.
8.
The examination shall be accompanied by a certificate signed by the expert or expert, from which the date of the examination is to be seen.
9.
The number of existing installations shall be noted in the ship test.
Unofficial table of contents

§ 10.03b Fest installed fire extinguishing systems for the protection of machinery, boiler and pump rooms

1.
Cleaner
For the protection of machinery, boiler and pump rooms, the following extinguishing agents may be used in permanently installed fire-extinguishing systems:
a)
CO2 (carbon dioxide);
b)
HFC 227ea (heptafluoropropane);
c)
IG-541 (52% nitrogen, 40% argon, 8% carbon dioxide)
d)
FK-5-1-12 (Dodecafluoro-2-methylpentan-3-one).
Other extinguishing agents are only permitted on the basis of recommendations made by the Central Commission for the Navigation of the Rhine.
2.
Ventilation, air intake
a)
Combustion air for the internal combustion engines required in the driving operation must not be drawn from spaces to be protected by fire-extinguishing systems that are permanently installed. This shall not apply where there are two separate, gas-tight separate main machinery spaces or if, in addition to the main engine compartment, there is a separate machinery space with a bucgruder drive, by means of which the engine compartment is in the form of a fire in the The main machine room is to ensure the movement of its own power.
b)
An existing forced ventilation of the room to be protected must automatically switch off when the fire extinguishing system is triggered.
c)
There must be devices with which all the openings, which can allow air to escape in the air to be protected, can be rapidly closed. The closure state must be clearly identifiable.
d)
The air flowing out of the pressure-relief valves of compressed-air containers installed in the machine chambers must be guided into the open air.
e)
When the extinguishing agent is flowing in, excess or negative pressure must not destroy the surrounding components of the space to be protected. Pressure compensation must be able to take place safely.
f)
Sheltered spaces must have a means of drawing off the extinguishing agent and the fire gases. If suction devices are present, they must not be able to be switched on during the erasing process.
3.
Fire alarm system
The room to be protected must be monitored by means of a suitable fire alarm system. The message must be able to be reported in the tax house, in the apartments and in the room to be protected.
4.
Piping system
a)
The extinguishing agent must be guided through a fixed pipe system to the space to be protected and distributed there. Within the space to be protected, the pipes and the fittings belonging thereto must be made of steel. Container connection lines and compensators are excluded, provided that the materials used have equivalent properties in the event of a fire. The pipes are to be protected against corrosion both in-and out-of-wall.
b)
The outlet nozzles must be dimensioned and fitted in such a way that the extinguishing agent is evenly distributed. In particular, the extinguishing agent must also act under the floor plates.
5.
Trigger
a)
Fire extinguishing systems with automatic triggering are not allowed.
b)
The fire-extinguishing system shall be capable of being triggered at a suitable location outside the room to be protected.
c)
Triggering devices must be installed in such a way that they can be actuated even in the event of a fire and, in the event of damage caused by fire or explosion, in the space to be protected, the quantity of extinguishing agent required for this purpose can be supplied.
Non-mechanical tripping devices must be supplied by two separate sources of energy which are independent of each other. These energy sources must be located outside the space to be protected. Control lines in the protected space must be designed to remain operational for at least 30 minutes in the event of a fire. For electrical lines, this requirement is satisfied if it complies with the standard IEC 60 33121: 1999.
If tripping devices are installed in a hidden way, the cover must be marked with the symbol "Fire extinguishing equipment" in accordance with Appendix I, picture 6 with an edge length of at least 10 cm and the following text in red text on a white background be:
" Fire extinguishing equipment
Installation d' extinction
Brandblusinstallatie ".
d)
Where the fire-extinguishing system is intended to protect a number of rooms, the triggering means shall be separate and clearly marked for each room.
e)
In the case of each tripping device, an instruction instruction in German, French and Dutch must be clearly visible and should be installed in a permanent manner. In particular, it must provide information on
aa)
the triggering of the fire-extinguishing system;
bb)
the need for control to ensure that all persons have left the room to be protected;
cc)
the behaviour of the crew on triggering and entering the room to be protected after triggering or flooding, in particular with regard to the possible occurrence of dangerous substances;
dd)
contain the behaviour of the crew in the event of a fire extinguishing system malfunction.
f)
The operating instructions must indicate that, before the fire extinguishing system is triggered, the internal combustion engines placed in the room shall be put out of operation with air intake from the room to be protected.
6.
Warning system
a)
Fixed fire-extinguishing systems shall be provided with an acoustic and optical warning system.
b)
The warning system must be triggered automatically during the first actuation for triggering the fire extinguishing system. The warning signal shall be given an appropriate time before the extinguishing agent is delivered and shall not be disconnectable.
c)
The warning signals must be clearly visible in the rooms to be protected as well as before their access, and must also be clearly audible under the operating conditions with the greatest noise. They must be clearly distinguished from all the other acoustic and optical signal signs in the space to be protected.
d)
The acoustic warning signals must also be clearly audible when the connecting doors are closed under the operating conditions with the greatest inherent noise in the adjacent rooms.
e)
If the warning system is not self-monitoring with regard to short circuit, wire breakage and voltage drop, its function must be verifiable.
f)
At each entrance of a room, which can be loaded with extinguishing agent, a sign with the following text must be clearly visible in red text on a white ground:
" Caution, fire-extinguishing facility!
When the warning signal is used (description of the signal), leave the room immediately!
Attention, installation d' extinction d' incendie
quitter immédiatement ce local au signal (description du signal)!
Let op, brandblusinstallatie!
Bij het in werking treden van het alarmsignaal (omschrijving van het signaal) deze ruimte onmiddellijk verlaten! ".
7.
Pressure vessels, fittings and pressure lines
a)
Pressure vessels, fittings and pressure lines must comply with the rules in force in one of the Rhine-States or Belgium.
b)
Pressure vessels shall be placed in accordance with the requirements of the manufacturer.
c)
Pressure vessels, fittings and pressure lines must not be installed in apartments.
d)
The temperature in the cabinets and erection rooms of the pressure vessels shall not exceed 50 ° C.
e)
Cabinets or erection rooms on deck must be firmly anchored and have ventilation openings to be arranged in such a way that, in the event of leakage of the pressure vessels, no escaping gas can penetrate into the ship's sense of the ship. Direct connections to other rooms are not permitted.
8.
Quantity of extinguishing agent
If the quantity of extinguishing agent is intended for the protection of more than one space, the total quantity of extinguishing agent available does not need to be greater than the quantity required for the largest room to be protected.
9.
Installation, review, and documentation
a)
The installation may only be installed or converted by a specialist company for fire-extinguishing systems. The requirements (product data sheet, safety data sheet) of the extinguishing agent manufacturer and of the plant manufacturer must be observed.
b)
The asset is
aa)
before the first commissioning,
bb)
prior to the re-commissioning after triggering,
cc)
before re-commissioning, after a substantial change or repair, and
dd)
regularly, but at least every two years,
to be examined by an expert. Tests in accordance with the double letter dd can also be carried out by an expert from a specialist company for fire extinguishing systems.
c)
In the course of the examination, the expert or the expert shall have to examine whether the installation complies with the requirements of this paragraph.
d)
The examination shall include at least:
aa)
external inspection of the whole body;
bb)
Inspection of the pipes for tightness;
cc)
Control of the operability of the operating and release systems;
dd)
Control of container pressure and content;
ee)
control of the tightness and the closure means of the room to be protected;
ff)
testing of the fire alarm system;
gg)
Testing of the warning system.
e)
The examination shall be accompanied by a certificate signed by the expert or expert, from which the date of the examination shall also be shown.
f)
The number of fire-extinguishing systems permanently installed shall be noted in the ship test.
10.
CO2 fire-extinguishing systems
Fire-extinguishing systems operated with CO2 as extinguishing agents shall comply with the following requirements in addition to the requirements set out in paragraphs 1 to 9:
a)
Outside the space to be protected, CO2 containers must be accommodated in a room or cabinet separated from other rooms in a gas-tight manner. The doors of these installation rooms and cabinets must be opened to the outside, lockable and on the outside with a symbol for "warning of general danger" according to Annex I, picture 4 with a height of at least 5 cm and the addition of "CO2" in of the same colouring and height.
b)
Open-deck spaces for CO2 containers may only be accessible from the outside. These rooms must have a separate, sufficient artificial ventilation with suction ducts, which are completely separate from other ventilation systems on board.
c)
The filling level of the containers with CO2 must not exceed 0.75 kg/l. For the specific volume of the relaxed CO2 gas are 0.56 m 3 /kg to be used.
d)
The volume of CO2 for the space to be protected must be at least 40% of its gross tonnage. This volume must be able to be supplied within 120 seconds. The supply has to be controllable.
e)
The opening of the container valves and the actuation of the flood valve must be carried out by separate operating actions.
f)
The appropriate time referred to in point 6 (b) shall be at least 20 seconds. The delay up to the release of the CO2 gas must be ensured by a reliable device.
11.
HFC-227ea-Fire extinguishers
Fire-extinguishing systems operated with HFC-227ea as extinguishing agents shall comply with the following provisions beyond the requirements laid down in paragraphs 1 to 9:
a)
If there are several rooms to be protected with different gross tonnage, each room is to be equipped with its own fire extinguishing system.
b)
Each container, which contains HFC-227ea and is situated in the room to be protected, must be equipped with an overpressure safety device. The container has to discharge the contents of the container safely in the room to be protected, if the container is exposed to fire effects and the fire extinguishing system has not been triggered.
c)
Each container must be equipped with a device that allows the control of the gas pressure.
d)
The filling level of the containers shall not exceed 1.15 kg/l. For the specific volume of the relaxed HFC-227ea are 0.1374 m 3 /kg to be used.
e)
The volume of HFC-227ea for the room to be protected must be at least 8% of its gross tonnage volume. This volume must be supplied within 10 seconds.
f)
The HFC-227ea containers are to be provided with a pressure monitoring system which triggers an audible and visual alarm signal in the control house in the event of an inadmissible loss of propellant gas. If a control house is not present, this alarm signal must be sent outside the room to be protected.
g)
After flooding, the concentration in the room to be protected must not be greater than 10.5%.
h)
The fire-extinguishing system shall not contain any parts of aluminium.
12.
IG-541-Fire extinguishers
Fire-extinguishing systems operated with IG-541 as extinguishing agents shall comply with the following provisions beyond the requirements laid down in paragraphs 1 to 9:
a)
If there are several rooms to be protected with different gross tonnage, each room is to be equipped with its own fire extinguishing system.
b)
Each container, which contains IG-541 and is situated in the room to be protected, must be equipped with an overpressure safety device. The container has to discharge the contents of the container safely in the room to be protected, if the container is exposed to fire effects and the fire extinguishing system has not been triggered.
c)
Each container must be equipped with a device that allows control of the content.
d)
The filling pressure of the containers must not exceed 200 bar at + 15 °C.
e)
The volume of IG-541 for the room to be protected must be at least 44% and must not exceed 50% of its gross tonnage. This volume must be supplied within 120 seconds.
13.
FK-5-1-12-Fire extinguishing systems
Fire-extinguishing systems which are operated with FK-5-1-12 as extinguishing agents shall comply with the following provisions beyond the requirements of paragraphs 1 to 9:
a)
If there are several rooms to be protected with different gross tonnage, each room is to be equipped with its own fire extinguishing system.
b)
Each container containing FK-5-1-12 and situated in the room to be protected must be equipped with an overpressure protection device. The container has to discharge the contents of the container safely in the room to be protected, if the container is exposed to fire effects and the fire extinguishing system has not been triggered.
c)
Each container must be equipped with a device that allows the control of the gas pressure.
d)
The filling level of the containers shall not exceed 1.00 kg/l. For the specific volume of the relaxed FK-5-1-12 are 0,0719 m 3 /kg to be used.
e)
The volume of FK-5-1-12 for the space to be protected must be at least 5.5% of its gross tonnage volume. This volume must be supplied within 10 seconds.
f)
The FK-5-1-12 containers are to be provided with a pressure monitoring system, which triggers an acoustic and optical alarm signal in the control house in the event of an inadmissible loss of propellant gas. If a control house is not present, this alarm signal must be outside the room to be protected.
g)
After flooding, the concentration in the room to be protected must not be greater than 10.0%.
Unofficial table of contents

§ 10.03c Fest installed fire extinguishing systems for object protection

For the protection of objects, permanently installed fire-extinguishing systems are permitted only on the basis of recommendations of the Central Commission for the Navigation of the Rhine. Unofficial table of contents

§ 10.04 Beiboote

1.
The following vehicles must be fitted with a dinghy according to the European Standard EN 1914: 1997:
a)
Motor ships and tow barges of more than 150 tonnes load capacity;
b)
Drawers and drawers with more than 150 m 3 water displacement;
c)
floating equipment;
d)
Passenger ships.
2.
Boats must be able to be brought to water safely by one person within five minutes from the start of the first manual activity required. If they are brought to water by means of motor-driven equipment, they must be so designed that, in the event of failure of the drive energy, the rapid and safe water supply is not prevented.
3.
Inflatable dinghies must be checked according to the manufacturer's instructions.
Unofficial table of contents

§ 10.05 Rescue rings and life jackets

1.
On board the vehicles, at least three rescue rings must be present, which shall:
a)
European Standard EN 14144: 2003 or
b)
The International Convention for the Safety of Life at Sea, 1974 (SOLAS 1974), Chapter III, Rule 7.1, and the International Rescue Means (LSA) Code, paragraph 2.1
.
They must be ready for use at appropriate locations on deck and must not be fixed in their brackets. At least one rescue ring must be located in the immediate vicinity of the control house and must be provided with a self-igniting, battery-operated, water-non-extinguishing light.
2.
On board the vehicles, for each person who is usually on board, a personal automatically inflatable life jacket shall be required in accordance with the European standards EN 395:1998, EN 396:1998, EN ISO 12402-3: 2006 or EN ISO 12402-4: 2006 Ready to handle.
For children, solid vests, which meet these standards, are also permitted.
3.
Life jackets must be tested according to the manufacturer's instructions.

Chapter 11
Security in the workspace

Unofficial table of contents

§ 11.01 General

1.
Ships must be constructed, set up and equipped in such a way as to ensure that people are able to work safely and to safely use the traffic routes.
2.
Equipment necessary for the work on board and permanently installed must be designed, arranged and secured in such a way that it can be operated, used and maintained easily and safely. If necessary, movable and hot parts must be provided with protective devices.
Unofficial table of contents

§ 11.02 Protection against overthrow and crash

1.
Decks and Gangborde have to be just and free of stumbling points; water must not be able to accumulate on them.
2.
Decks as well as gangborde, machine room floors, podests, stairs and pollen covers in the gangbords must be slip-resistant.
3.
Pollen covers in the gangbords and obstacles in the traffic routes, such as step edges, must be painted in contrast to the surrounding deck.
4.
Outer edges of the decks and those working areas where the height of fall may be more than 1 m must be made up of shanks or lulls of at least 0,70 m in height or with railings in accordance with the European standard EN 711: 1995 , which consist of handrail, intermediate train in knee height and footsledge. In the case of gangbords, a foot strip and a continuous handrail must be present on the hatch. If there are gangboard railing, which cannot be relocated, the handrail can be dispensed with at the hatch.
5.
In areas where the height of the case is more than 1 metre, the Commission of Inquiry may request appropriate facilities and equipment for safe operation.
Unofficial table of contents

Section 11.03 Dimension of jobs

Jobs must be so large that each person employed there has sufficient freedom of movement. Unofficial table of contents

§ 11.04 Gangbord

1.
The inside width of the gangboard must be at least 0.60 m. This measure can be reduced to 0.50 m, at pollsters and clumps up to 0.40 m at certain installations necessary for the operation of the ship, such as valves for the deck washing line.
2.
Up to a height of 0.90 m above the gangboard, the clear width of the gangboard can be reduced to 0.54 m if there is a clear width of at least 0.65 m, between the outer edge of the side of the side and the edge of the cargo hold. In this case, the clear width of the gangboard can be further reduced to 0.50 m if railing on the outer edges of the gangboard is constructed in accordance with the European standard EN 711: 1995 as a crash safety device. In the case of ships with L of no more than 55 m with apartments only on the back ship, the railing can be dispensed with.
3.
The requirements referred to in points 1 and 2 shall apply up to a height of 2.00 m above the gangboard.
Unofficial table of contents

§ 11.05 Employment access

1.
In the case of operations, access to and transit operations used by persons or for the carriage of loads,
a)
there is sufficient space for unimpeded movement in front of the access openings;
b)
the clear width of the passages corresponds to the intended purpose of the work stations, but at least 0.60 m; for ships with B of not more than 8 metres, the width of the passages shall be only 0.50 m;
c)
the clear height of the passages, including the southern height, is at least 1.90 m.
2.
Doors have to be opened and closed safely from both sides. You must be able to secure against unintentional opening or closing.
3.
Inputs and outputs as well as gears with height differences of more than 0.50 m shall be provided with appropriate stairways, climbing tracks or wall sprouts.
4.
If the difference in height is more than 1.00 m in the case of permanently occupied jobs, stairs must be present. This does not apply to emergency exits.
5.
In the case of ships with cargo hold, there must be at least one ascending device at each end of each cargo compartment.
By way of derogation from the first sentence, it is possible to dispense with the fixed climbing device if there are at least two portable room ladders, which must reach at least 3 sprouts over the edge of the hatch at an angle of inclination of 60 °.
Unofficial table of contents

§ 11.06 Outputs and emergency exits

1.
The number, design and dimensions of the exits, including the emergency exits, must correspond to the purpose and size of the rooms. If one of these outputs is an emergency exit, it must be particularly marked.
2.
Emergency exits or windows or skylits serving as emergency exits must have a clear opening of at least 0.36 m 2 , the shortest side must be at least 0.50 m.
Unofficial table of contents

§ 11.07 Steigtles

1.
Stairs and climbing ladders must be securely attached. Staircases shall be at least 0.60 m wide; the clear width between the handrails shall be at least 0.60 m; the depth of the step shall not be less than 0.15 m; the steps shall be non-slip, stairs with more than three Stages must have handrails.
2.
Stiff and wall rungs shall have a clear width of not less than 0,30 m; the distance between the bars shall not exceed 0,30 m; the distance between the sprouts of the components shall be at least 0.15 metres in size.
3.
Stiff bars and wall sprouts must be visible from above and equipped with handles above the outlet openings.
4.
Leanings must be at least 0.40 m wide and at least 0.50 m wide at the bottom end; they must be secure against tipping and sliding; rungs must be firmly embedded in the spars.
Unofficial table of contents

§ 11.08 Interior rooms

1.
Workplaces in the ship's interior must be adapted to the work to be carried out and meet the requirements of hygiene and safety in accordance with size, equipment and arrangement. They must be sufficiently and glare-free to be illuminated and sufficiently ventilated; if necessary, they must be equipped with heaters ensuring a reasonable temperature.
2.
Floors of the workplaces in the ship's sense must be firm, permanent, free of stumbling points and slip-resistant. Openings in decks and floors must be secured against falling risk in the open state. Windows and skylits must be designed and arranged in such a way that they can be safely operated and cleaned.
Unofficial table of contents

§ 11.09 Protection against noise and vibration

1.
Jobs must be so located, set up and designed to ensure that workers are not exposed to any risk of vibration.
2.
In addition, permanent working spaces must be constructed and soundproofed in such a way as to ensure that the safety and health of workers is not compromised by noise.
3.
For employees who are likely to have a daily noise exposure of more than 85 dB (A), individual hearing protectors must be present. At workplaces where these values exceed 90 dB (A), a symbol for "use hearing protection" shall indicate the obligation to use the hearing protection means in accordance with Figure 7 of Appendix I with a diameter of at least 10 cm. .
Unofficial table of contents

§ 11.10 Luk covers

1.
Luk covers must be easily reached and safely moved. Parts of hatch covers with a mass of more than 40 kg must also be pushed or folded or be set up for mechanical lift-out. Covers, the handling of which is carried out with the aid of lifting equipment, must be provided with suitable and easily accessible devices for fixing the stop means. On hatch lids and shrubs, which are not exchangeable, clearly the hatch to which they belong and the correct position must be indicated on this.
2.
Hatch covers must be able to be secured against lifting by wind and loading equipment. Push hatches must be provided with locking means which prevent any unintended movement in the longitudinal direction by more than 0.40 m; they must be fixed in the end position. Suitable devices must be provided for attaching stacked hatch covers.
3.
In the case of motor-operated hatch covers, the power supply must be automatically interrupted after the release of the driving switch.
4.
Hatch covers must be able to absorb the loads to be expected, accessible hatch covers at least 75 kg as a point load. Non-walkable hatch covers must be marked. Hatch covers intended for the absorption of decksload shall be subject to the permissible load in t/m 2 ). Where support is required in order to achieve the permissible load, it must be pointed out at a suitable point; in this case, appropriate plans shall be carried on board.
Unofficial table of contents

§ 11.11 Winden

1.
Winches must be designed in such a way that safe working is possible. They must have facilities that prevent unintentional running back of the load. Winches, which are not self-locking, must be equipped with a brake that is dimensioned for the tensile force.
2.
Hand-operated winches must be provided with devices which prevent the cranks from being hit back. Winches, which have both power and manual drive, must be such that the power drive cannot move the manual drive shaft.
Unofficial table of contents

§ 11.12 Cranes

1.
Cranes have to be built according to the rules of technology. The forces which occur during operation must be safely introduced into the ship's associations; they must not endanger the stability.
2.
A factory sign must be attached to cranes with the following information:
a)
the name and address of the manufacturer;
b)
EC mark indicating the year of construction;
c)
the name of the series or type;
d)
serial number.
3.
The maximum permissible loads must be permanently and easily recognizable on cranes.
In the case of cranes whose payload does not exceed 2000 kg, only the maximum permissible payload is to be permanently and easily recognisable when the load is largest.
4.
In order to avoid squeezing and shearing hazards, protective devices must be present. Outer parts of cranes must have a safety clearance to all parts of the environment of the crane at the top, bottom and sides of at least 0.5 m. The safety distance to the sides is not necessary outside of the working area and the traffic routes.
5.
Power-operated cranes must be able to be secured against unauthorized use. They may only be switched on at the control device provided for the crane. Operating elements must be self-restoring (switch without self-holding); their function direction must be clearly recognizable.
In the event of failure of the drive energy, the load must not be able to run automatically. Unintended crane movements must be prevented.
The upward movement of the lifting mechanism and the exceeding of the payload must be limited by suitable devices. The downward movement of the lifting mechanism must be limited if, in the case of the provided inserts of the crane, two cable loops of the carrying cable are undershot at the cable drum when the load-receiving means is placed on the cable drum. After the response of the self-acting devices, the respective opposite movement must still be possible.
The breaking force of wire ropes for running material should be at least 5 times the maximum permissible cable tensile force. The construction of the wire rope must be perfect and suitable for use with cranes.
6.
Cranes are
a)
before the first commissioning,
b)
before re-commissioning, after a substantial change or repair, and
c)
regularly, but at least every ten years,
to be examined by an expert. In doing so, sufficient strength and sufficient stability shall be demonstrated by calculation and by a load test on board. For cranes whose payload does not exceed 2 000 kg, the expert may decide to replace, in whole or in part, the calculation of the computer by means of a test with the 1.25 fold of the payload which is taken over the full travel path. A certificate signed by the expert shall be issued on the examination and the date of the examination shall be shown.
7.
Cranes must be checked regularly, at least once a year, by an expert. In this case, the work-safe condition of the crane is to be determined by visual and functional control. The examination shall be accompanied by a certificate signed by the expert, which shall indicate the date of the examination.
8.
Cranes whose payload exceeds 2000 kg, which are used for cargo handling or are placed on board lifting jacks, pontoons and other floating equipment or construction site vehicles, must also comply with the requirements of a Rhine-State State or Belgium.
9.
For cranes, the crane manufacturer's operating instructions must be on board. It shall contain at least the following information:
a)
the area of use and function of the operating organs,
b)
maximum permissible payload according to the offload,
c)
maximum permissible inclination of the crane,
d)
Instructions for assembly and maintenance,
e)
general technical data.
Unofficial table of contents

§ 11.13 Storage of flammable liquids

For the storage of flammable liquids with a flashpoint of less than 55 ° C, a ventilated cabinet of non-combustible material must be present on deck. On the outside thereof, a symbol for "fire, open light and smoking shall be prohibited" according to Figure 2 of Appendix I, with a diameter of at least 10 cm.

Chapter 12
Apartments

Unofficial table of contents

§ 12.01 General provisions

1.
Ships shall be provided with dwellings for persons normally living on board, but at least for the minimum crew.
2.
Dwellings shall be constructed, furnished and equipped in such a way as to meet the needs of safety, health and well-being of persons on board. They must be easily and safely accessible, as well as sufficiently insulated from cold and heat.
3.
The Commission of Inquiry may grant derogations from the provisions of this Chapter if the safety and health of persons on board are ensured in a different way.
4.
The Commission of Inquiry shall enter into the ship's test restrictions on the type of operation or the type of operation of the ship which are required on the basis of the exceptions referred to in point 3.
Unofficial table of contents

§ 12.02 Special constructional requirements for the apartments

1.
Flats must be sufficiently ventilated even when the doors are closed; in addition, lounges must be given sufficient daylight and should, as far as possible, have a view to the outside.
2.
If access is not covered by the ceiling and the difference in altitude is more than 0.30 m, apartments must be accessible by staircase.
3.
In the forship, the floors shall be not lower than 1.20 m below the level of the largest depression.
4.
Accommodation and sleeping rooms must have at least two outlets, which are as far apart as possible, which serve as escape routes. An output can be designed as an emergency exit. Sentence 1 shall not apply to rooms whose exit leads directly to the deck or to a corridor serving as an escape route, provided that it has two remote exits on the back and the starboard. Emergency exits, which may also include skylits and windows, must have a clear opening of at least 0.36 m 2 , have a minimum lateral length of at least 0.50 m and allow for rapid evacuation in case of emergency. The insulation and disguise of the escape routes must be made from flame retardant materials and the use of escape routes must be ensured at all times by appropriate measures such as ladders or wall shoots.
5.
Dwellings shall be protected against the effects of inadmissible noise and vibration. The maximum permissible sound pressure levels are:
a)
in recreation rooms: 70 dB (A);
b)
in sleeping rooms: 60 dB (A). This does not apply to ships which are exclusively used in the A1s operating mode. The limitation of the operating mode shall be noted in the ship test.
6.
In dwellings, the standing height shall not be less than 2,00 m.
7.
As a rule, the ships must have at least one common room separate from the sleeping area.
8.
The free floor area shall not be less than 2 m in common rooms. 2 per person, but a total of at least 8 m 2 (furniture is withdrawn except tables and chairs).
9.
The volume of the living and sleeping rooms must be at least 7 m each 3 .
10.
In living rooms, the minimum air volume per person is 3.5 m 3 . In sleeping rooms, the first person must have an air volume of at least 5 m 3 , for each additional person at least 3 m 3 be available (the volume of the furniture is to be removed). Sleeping rooms should be designed for a maximum of two persons. Beds must be located at a distance of at least 0.30 m above the floor. If they are stacked on top of each other, a free space of at least 0.60 m above each bed must be available.
11.
Doors must have an opening whose upper edge is at least 1.90 m above the deck or corridor and has a clear width of at least 0.60 m. The prescribed height can be achieved by the attachment of displaceable or foldable covers or flaps. Doors must be opened to the outside from both sides. The door cover must be at a maximum of 0.40 m high; however, provisions of other safety regulations must be complied with.
12.
Staircases must be firmly attached and safely accessible. This shall be deemed to be fulfilled if:
a)
it is at least 0.60 m wide;
b)
the steps at least 0.15 m deep;
c)
the steps are non-slippable and
d)
Staircases with more than three steps are provided with at least one handle or handrail.
13.
Pipelines for dangerous gases and dangerous liquids, in particular those under such high pressure that a leak could endanger persons, must not be laid in the dwellings and in the leading aisles. This does not apply to lines for steam and hydraulic systems housed in a metallic protective tube, as well as to lines of liquid gas installations for household purposes.
Unofficial table of contents

§ 12.03 Sanitary facilities

1.
Ships with dwellings must have at least the following sanitary facilities:
a)
a toilet per unit of residence or six crew members. This must be able to be ventilated with fresh air;
b)
a sink with a drain and a cold and warm drinking water connection per unit of residence or four crew members;
c)
a shower or bathtub with cold and warm drinking water connection per unit of residence or six crew members.
2.
Sanitary facilities must be located in the immediate vicinity of the living rooms. Toilets may not have a direct connection to the kitchens, dining rooms or living kitchens.
3.
Toilet rooms must have a base area of at least 1.00 m 2 , the width shall not be less than 0,75 m and the length shall not be less than 1,10 m. Toilets in cabins up to two people can be smaller. If in the toilet room there is a washing facility and/or shower, the base area must be enlarged by at least the area of the washbasin and/or the shower tray (or, if appropriate, the bathtub).
Unofficial table of contents

§ 12.04 Kitchen

1.
Kitchens can be combined with living rooms.
2.
Kitchens must be equipped with:
a)
Cooking appliance;
b)
Sink with drain;
c)
Installation for the supply of drinking water;
d)
Refrigerator;
e)
sufficient storage, working and storage space.
3.
Dining areas in residential kitchens must be sufficient for the number of crew members they usually use at the same time. The seat width shall not be less than 0.60 m.
Unofficial table of contents

§ 12.05 drinking water systems

1.
Ships on which housing are present must be equipped with a drinking water system. Filling openings of the drinking water tanks and drinking water hoses shall be provided with an indication that they are intended exclusively for drinking water. Filling pipes for drinking water must be arranged above the deck.
2.
Drinking water tanks must be
a)
be made on the insides of corrosion-resistant and physiologically harmless materials;
b)
free of line sections, the regular flow of which is not guaranteed and
c)
be protected against excessive warming.
3.
Potable water tanks must also be used
a)
a capacity of at least 150 litres per person usually living on board, but at least one crew member;
b)
have a suitable closeable opening for internal cleaning;
c)
have a level indication;
d)
Aeration and aeration nozzles which lead into the open or which are equipped with suitable filters.
4.
Drinking water containers shall not have any common walls with other containers. Drinking water pipes must not be allowed to pass through containers containing other liquids. Connections between the drinking water system and other piping are not permitted. Pipelines for gas or other liquids other than drinking water must not be carried by drinking water tanks.
5.
Pressure vessels for drinking water may only be operated with non-polluted compressed air. If it is produced with the aid of compressors, suitable air filters and deseagles must be arranged immediately in front of the pressure vessel for drinking water, unless the drinking water is separated from the compressed air by a membrane.
Unofficial table of contents

§ 12.06 Heating and ventilation

1.
Apartments must be able to be heated accordingly. The heaters must be designed for the weather conditions occurring.
2.
Living and sleeping rooms must be able to be ventilated adequately even when doors are closed. Aeration and ventilation must allow sufficient air circulation under all climatic conditions.
3.
Dwellings shall be designed and constructed in such a way as to prevent, as far as possible, the ingress of polluted air from other ship's compartments, such as machinery or cargo spaces; in the case of forced ventilation, the inlet openings shall be arranged in such a way as to prevent them from entering the air. comply with these requirements.
Unofficial table of contents

§ 12.07 Other housing facilities

1.
Each crew member residing on board must have a separate bed and a separate lockable wardrobe. The bed must have at least an internal dimension of 2.00 x 0.90 m.
2.
For the storage and drying of the working dresses, suitable possibilities are to be provided outside the sleeping rooms.
3.
All rooms must be able to be illuminated electrically. Additional lamps for gaseous or liquid fuels shall only be permitted in lounges. Liquid fuel lighting equipment must be made of metal and may only be used with fuels whose flash point is above 55 ° C or with commercial petroleum. They must be positioned or fitted in such a way that there is no risk of fire.

Chapter 13
Heating, cooking, and cooling equipment operated with fuels

Unofficial table of contents

§ 13.01 General requirements

1.
Heating, cooking and cooling equipment operated with liquefied petroleum gas shall comply with the provisions of Chapter 14.
2.
Heating, cooking and cooling equipment, including their accessories, must be designed and installed in such a way that they do not present any danger even in the event of overheating; they must be secured against accidental tipping and displacement.
3.
The establishments referred to in paragraph 2 shall not be situated in rooms where substances with a flash point of up to 55 ° C are stored or used. Discharge pipes of these facilities shall not pass through these spaces.
4.
The air supply necessary for the combustion must be ensured.
5.
Heating devices must be firmly connected to smoke pipes. These tubes must be provided with appropriate hoods or protective devices against wind. They must be designed in such a way that cleaning is possible.
Unofficial table of contents

§ 13.02 Use of liquid fuel, equipment for petroleum

1.
If heating, cooking and cooling devices are operated with liquid fuels, only fuel with a flash point above 55 ° C may be used.
2.
By way of derogation from point 1, cookers and cooling and heating devices equipped with wick burners, which are operated with commercial petroleum, shall be permitted in dwellings and tax houses if the capacity of their consumption tanks is not 12 litres. exceeds.
3.
Equipment equipped with wick burners must:
a)
have a metal fuel tank with a closable filling opening, which does not have soft-soldered seams below the highest level and is constructed and fitted in such a way that it cannot unintentionally open or empty itself;
b.
can be ignited without the help of another combustible liquid, and
c.
be set up in such a way that the combustion gases are safely discharged.
Unofficial table of contents

§ 13.03 Oil heating furnaces with evaporating burners and oil combustion plants with atomizing burners

1.
Oil heating furnaces with vaporization burners and oil combustion plants with atomizing burners must be constructed according to the rules of the technology.
2.
Where an oil heating furnace with a vaporisation burner or an oil combustion plant with a spraying burner is installed in a machinery space, the supply of air to the heater and the engines must be such that the heater and the engines are independent of the engine. can work perfectly and safely. If necessary, a separate air supply should be provided. The installation must take place in such a way that any flame that may be recovered from the combustion chamber cannot reach any other parts of the machine room.
Unofficial table of contents

§ 13.04 Oil heating furnaces with evaporating burners

1.
Oil heating furnaces with vaporization burners must be ignited without the aid of another combustible liquid. They must be fixed by means of a metal trough which detects the oil-carrying parts and has an edge height of at least 20 mm and a capacity of at least 2 litres.
2.
In the case of oil heating furnaces with vaporisation burners placed in machinery spaces, the metal pan according to point 1 shall have an edge height of at least 200 mm. The bottom edge of the vaporization burner must be above the edge of the tub. The edge height must also be at least 100 mm above the floor panels.
3.
Oil heating furnaces with vaporisation burners must have suitable oil regulators which ensure a practically constant oil flow to the burner for the respective selected setting and which, if the flame is extinguished, any leakage of the oil to the burner shall not be possible. Prevent fuel. Oil regulators are considered suitable, which operate satisfactorily even with shocks and slopes up to 12 ° and which, except for a float for level control
a)
are provided with a second float which, when the permissible oil level is exceeded, reliably and reliably closes the fuel supply, or
b)
are provided with an overflow pipe if the oil-collecting tank can contain at least the contents of the consumer tank.
4.
If the fuel tank is installed separately from the oil heating furnace with a vaporization burner,
a)
it shall not be higher than that indicated in the operating rules of the equipment manufacturer;
b)
it must be protected against inadmissible heating;
c)
the fuel supply must be able to be interrupted from the deck.
5.
Smoke tubes for oil heating furnaces with evaporative burners with natural tension must be provided with means for preventing the return of the train.
Unofficial table of contents

§ 13.05 Oil combustion plants with atomizing burners

Oil combustion plants with atomizing burners shall comply in particular with the following requirements:
a)
Adequate ventilation of the firebox must be ensured before the start of the oil supply;
b)
the fuel supply must be thermostatically controlled;
c)
the ignition must take place electrically or with ignition burners;
d)
A flame monitoring device shall be provided which, when the flame is extinguisher, shall supply the fuel supply;
e)
The main switch must be fitted outside the installation space at an easily accessible position.
Unofficial table of contents

§ 13.06 Air Heaters

Air heaters, in which the heating air is fed under pressure around a combustion chamber to a distribution system or space, must meet the following requirements:
a)
If the fuel is atomized under pressure, the supply of combustion air must be carried out by a blower.
b)
Before the burner can be ignited, the combustion chamber must be well ventilated. This can also be done by recirculating the combustion air blower.
c)
The fuel supply must be automatically closed if:
aa)
the fire is extinguished;
bb)
there is no adequate combustion air supply;
cc)
the heated air exceeds a pre-set temperature, or
dd)
the power supply of the security equipment fails.
In such cases, after the fuel supply has been closed, these must not be reinstated automatically.
d)
Blower for combustion and heating air must be able to be switched off outside the room in which the heating device is installed.
e)
If the heating air is drawn in from the outside, the suction openings must be as high as possible above the deck. Their design must be spray water and weatherproof.
f)
Heating air lines must be made of metal.
g)
The outlet openings of the heating air must not be completely closed.
h)
The fuel escaping in the case of a leakage must not be able to spread into the heating air lines.
i)
Air heaters must not be able to draw their heating air out of a machine room.
Unofficial table of contents

§ 13.07 Heating with solid fuels

1.
Heaters, which are operated with solid fuels, must be placed on a metal sheet with a flanged edge in such a way that glowing fuels or hot ash cannot fall beyond the sheet metal.
This is not necessary in rooms constructed of non-combustible materials and intended exclusively for the accommodation of a boiler.
2.
Boilers heated with solid fuels must be fitted with thermostatic regulators, which regulate the air supply required for combustion.
3.
In the vicinity of each heating device, there must be a means for easy extinguishing of the ashes.

Chapter 14
Liquid gas installations for household purposes

Unofficial table of contents

§ 14.01 General

1.
[0050] Liquid-gas installations essentially comprise a container installation with one or more containers, one or more pressure regulators, a distribution network and consumables.
Spare and empty containers outside the container system shall not be regarded as parts of a liquid gas installation. For them, § 14.05 applies accordingly.
2.
The plants may only be operated with commercially available propane.
Unofficial table of contents

§ 14.02 Annexes

1.
Liquefied gas installations must be suitable in all parts for operation with propane and must be designed and installed in accordance with the rules of the technology.
2.
Liquefied gas installations may only be used for household purposes in the apartments and in the wheelhouse, and for the purposes for which they are intended for passenger ships.
3.
A number of separate liquefied gas installations may be available on board. Flats separated by a cargo hold or a fixed tank shall not be supplied by the same LPG system.
4.
No part of the liquid gas system may be located in the machine room.
Unofficial table of contents

§ 14.03 Container

1.
Only containers with a filling mass of 5 to 35 kg are permitted. For passenger ships, the Commission of Inquiry may authorise containers with a larger filling mass.
2.
Containers must comply with the rules in force in one of the Rhine-States or Belgium.
They must bear the official stamp as a sign of acceptance on the basis of the required tests.
Unofficial table of contents

§ 14.04 Accommodation and facilities of the container facilities

1.
Container installations must be installed on deck in a free-standing or installed cabinet outside the dwelling in such a way that the traffic on board is not impeded. They must not be placed on the front or the aft gown. The cabinet may only be installed in deck superstructures if it is gas-tight and can only be opened from the outside of the superstructures. It must be arranged in such a way that the pipes are as short as possible to the consumption points.
Only as many containers may be connected for simultaneous removal, as required by the consumption system. Several containers may only be connected using a switch-over or shut-off valve. Up to four containers may be attached per container system. Including the replacement containers, there shall be no more than six containers on board per unit.
Up to six containers can be connected on passenger ships with passenger kitchens or canteens. Including the replacement containers, no more than nine containers may be on board.
The pressure regulator, or in the case of two-stage control of the pressure regulators of the first stage, must be located in the same cabinet as the connected containers and be permanently installed.
2.
Container installations must be arranged in such a way that, in the event of a leak, gas escaping from the cupboard escapes into the open and cannot penetrate into the ship's sensual or come into contact with a source of ignition.
3.
Cabinets must be made of flame retardant material and ensure sufficient ventilation through openings at the lower and upper parts. The containers must be placed in the cabinets standing upright and secured against falling over.
4.
Cabinets must be designed and installed in such a way that the temperature of the containers cannot exceed 50 ° C.
5.
On the outside of the cabinets, the reference "liquefied petroleum gas" and a symbol for "fire, open light and smoking prohibited" shall be appropriate in accordance with Figure 2 of Appendix I with a diameter of at least 10 cm.
Unofficial table of contents

Section 14.05 Replacement and empty containers

Spare and empty containers, which are not located in the container system, must be stored outside the apartment and the wheelhouse in a cabinet according to § 14.04. Unofficial table of contents

§ 14.06 Pressure regulator

1.
Consumables may be connected to the containers only by means of a distribution network provided with one or more pressure regulators which reduce the gas pressure to the pressure of use. The reduction can take place in one or two stages. All pressure regulators must be permanently set to a certain pressure according to § 14.07.
2.
In or behind the last pressure regulator, a protective device must be installed or mounted, which automatically secures the power supply line against pressure increase when the controller is not in operation. It is necessary to ensure that in the event of leakage from the protective device gas escapes into the open and cannot penetrate into the vessel or come into contact with a source of ignition; if necessary, it shall be necessary for this The purpose of a special pipeline is to be installed.
3.
Safety valves as well as blow-off lines must be protected against the penetration of water.
Unofficial table of contents

§ 14.07 Print

1.
In the case of two-stage control, the mean pressure shall not exceed 250 kPa (2.5 bar) above atmospheric pressure.
2.
The pressure at the exit from the last pressure regulator must be at most 5 kPa (0.05 bar) above atmospheric pressure with 10% tolerance.
Unofficial table of contents

Section 14.08 Tube and hose lines

1.
Lines must be made of permanently laid steel or copper tubes.
However, container connection lines must consist of high-pressure hoses or pipe spirals suitable for propane. Non-permanently installed consumables shall be connected with appropriate hoses of not more than 1 m in length.
2.
Lines shall meet all the stresses occurring on board under normal operating conditions, in particular with regard to corrosion and strength, and shall, in accordance with the nature and arrangement, be sufficient to supply the consumables with respect to quantity and ensure pressure.
3.
Pipe lines should have as few connections as possible. Pipelines and connections must be gas-tight and maintain their tightness at all occurring vibrations and expansions.
4.
Pipelines must be well accessible, fixed in place and protected everywhere where there is a risk of collisions or friction, in particular in the case of ducts through steel bulkheads or metal walls. Steel pipes must be provided with corrosion protection on all sides.
5.
Hose lines and their connections must meet all the stresses that occur on board under normal operating conditions. Furthermore, they must be laid in such a way that they are free of tension, are not inadmissible heated and can be controlled over their entire length.
Unofficial table of contents

§ 14.09 Distribution network

1.
The entire distribution network must be able to be shut off by a main shut-off valve which can be easily and quickly reached at any time.
2.
Each consumable is to be connected to its own branch line, which must be lockable by a shut-off device.
3.
Shut-off valves must be protected against weathering and shocks.
4.
There must be a test port behind each pressure regulator. By means of a shut-off device, it must be ensured that the pressure regulator is not subjected to the test pressure during the test.
Unofficial table of contents

Section 14.10 Consumables and their installation

1.
Only consumables authorised for propane in one of the Rhine States or in Belgium may be installed. They must be provided with devices which effectively prevent the escape of unburned gas when the operating or ignition flame is extinguissed.
2.
Consumables must be positioned and connected in such a way that they cannot be inadvertently moved or inadvertently moved, and unintentional tearing off of the connection line is not possible.
3.
Heating appliances, hot water heaters and refrigerators must be connected to an exhaust pipe leading into the open air.
4.
Consumables may be installed in the wheelhouse only if it is constructed in such a way that escaping gas cannot penetrate into the lower-lying spaces of the vehicle, in particular in the case of the passage of control systems into the engine compartment.
5.
Consumables may be placed in bedrooms only if combustion is carried out independently of the room air.
6.
Consumables with combustion depending on the room air must be placed in a sufficiently large space.
Unofficial table of contents

§ 14.11 Ventilation and discharge of exhaust gases

1.
Ventilation of rooms in which consumables are situated dependent on the room air must be provided with sufficiently large inlet and outlet air openings, but at least 150 cm each. 2 free cross-section.
2.
Ventilation openings shall not have closing devices and shall not lead to sleeping spaces.
3.
Exhaust systems have to be designed in such a way that the exhaust gases are discharged properly. They must be operationally safe and constructed from non-combustible materials. Ventilators for room ventilation must not adversely affect the exhaust systems.
Unofficial table of contents

Section 14.12 Operating and safety regulations

An operating manual shall be fitted at a suitable location on board; it shall contain at least the following information:
"The shut-off valves of the containers, which are not connected to the distribution system, must be closed, even if the containers are considered empty."
"The tubes are to be replaced as soon as it requires their condition."
"All consumables must be connected or the feed lines in question must be sealed." Unofficial table of contents

§ 14.13 Examination

Liquid gas plants are
a)
before the first commissioning,
b)
before re-commissioning, after a substantial change or repair, and
c)
for each renewal of the certificate according to § 14.15
to verify that the installation complies with the requirements of this Chapter. A certificate signed by the expert shall be issued on the examination and the date of the examination shall be shown. A copy thereof shall be submitted to the Commission of Inquiry by the expert. Unofficial table of contents

Section 14.14 Test conditions

The plant shall be examined under the following conditions:
1.
Medium-pressure piping between the shut-off device according to § 14.09 No. 4 of the first pressure regulator and the shut-off valves before the last pressure regulator:
a)
Pressure test with air, inert gas or liquid under a pressure of 2000 kPa (20 bar) over atmospheric pressure;
b)
Density test with air or inert gas under a pressure of 350 kPa (3.5 bar) over atmospheric pressure.
2.
Pipelines under the pressure of use between the shut-off device according to § 14.09 No. 4 of the single pressure regulator or the last pressure regulator and the shut-off valves in front of the consumables:
Density test with air or inert gas under a pressure of 100 kPa (1 bar) over atmospheric pressure.
3.
Lines between the shut-off device according to § 14.09 No. 4 of the only pressure regulator or the last pressure regulator and the operating fittings of the consumables:
Tightness test at a pressure of 15 kPa (0.15 bar) above atmospheric pressure.
4.
In the tests referred to in points 1 (b), (2) and (3), the lines shall be deemed to be sealed if, after a sufficient waiting period for temperature equalisation, the test pressure does not fall during the subsequent 10-minute test period.
5.
Container connections, line connections and fitting connections, which are under container pressure, and the connection of the controller to the power line:
Density test under operating pressure with a foam forming agent.
6.
Consumables are to be put into operation at nominal load and should be checked for proper, trouble-free burning at different settings.
Ignition fuses are to be checked for a perfect mode of operation.
7.
After the test referred to in point 6, each consumable which is connected to an exhaust pipe shall, after an operating period of five minutes, be subjected to a nominal load in the case of closed windows and doors and, in the case of the operation of the ventilation devices, to: check whether exhaust gas escapes from the flow safety device.
If the exhaust gas is not only temporarily exhaust, the cause shall be determined immediately. The consumable shall not be released for use before any defects have been fixed.
Unofficial table of contents

§ 14.15 Certificate

1.
The conformity of each liquid gas installation with the requirements of this chapter shall be certified in the ship test.
2.
This certificate shall be issued by the Commission of Inquiry following the examination in accordance with § 14.13.
3.
The period of validity of the certificate shall not exceed three years. A renewal must be preceded by a new examination according to § 14.13. Exceptionally, on the basis of a reasoned request by the owner or his authorised representative, the Commission of Inquiry may extend the validity of the certificate for a maximum period of three months without the need for an examination in accordance with Section 14.13. This extension shall be entered in the ship's test.

Chapter 15
Special provisions for passenger ships

Unofficial table of contents

Section 15.01 General provisions

1.
The following provisions shall not apply:
a)
Section 3.02 (1) (b);
b)
§ § 4.01 to 4.03;
c)
Section 8.08 (2), second sentence, and 7;
d)
§ 9.14 No. 3 sentence 2 at rated voltages above 50V.
2.
The following facilities shall be prohibited on passenger ships:
a)
Lamps operated with liquid gas and liquid fuel in accordance with § 12.07 N ° 3 sentence 2;
b)
equipment equipped with wick burners in accordance with § 13.02 nos. 2 and 3;
c)
oil heating furnaces with evaporative burners according to § 13.04;
d)
heaters and heated boilers according to § 13.07;
e)
Liquefied gas installations according to Chapter 14.
3.
Ships without their own propulsion shall not be allowed to carry passengers.
4.
Passenger ships shall have areas for use by persons with reduced mobility which comply with the provisions set out in this Chapter. If the application of the provisions referred to in this Chapter, which are designed to take account of the particular security needs of persons with reduced mobility, is practically difficult to implement or causes unreasonably high costs, the Commission of Inquiry may, on the basis of recommendations made by the Central Commission for the Navigation of the Rhine, allow derogations from those provisions. These deviations shall be entered in the ship test.
Unofficial table of contents

Section 15.02 Ship

1.
The thickness of the outer skin of steel passenger ships shall be determined in the case of investigations in accordance with § 2.09 as follows:
a)
The minimum thickness tmin of the bottom, take-up and side flattening of the outer skin of passenger ships is determined according to the larger value of the following formulae:



In these formulas:

f = 1 + 0,0013-(a-500);
a = longitudinal or transverse cutting distance [mm]. At a lower chip spacing than 400 mm, a = 400 mm is to be set.


b)
The minimum value for the plate thickness resulting from point (a) can be fallen below the permissible value on the basis of a mathematical proof of the weight of the hull (longitudinal and transverse strength and local strength). strength) is fixed and certified.
c)
The value calculated in accordance with point (a) or (b) shall not be less than 3 mm at any point of the outer skin.
d)
Plate renewal shall be carried out if the floor, take-up or side plates have fallen below the minimum value referred to in point (a) or (b), in conjunction with point (c).
2.
The number and arrangement of the bulkheads shall be selected in such a way that the ship will be able to swim in the event of a leak in accordance with § 15.03 No. 7 to 13. Any part of the internal structure that influences the effectiveness of the subdivision of the ship must be waterproof and constructed in such a way that the integrity of the subdivision is maintained.
3.
The distance of the collision bulkhead from the front perpendicular shall not be less than 0.04 LWL and 0,04 LWL + 2 m shall not exceed.
4.
A transverse bulkhead may be provided with a bulkhead offset when all parts of this displacement are within the safe range.
5.
The bulkheads, which have been taken into account in the leak calculation in accordance with § 15.03 No. 7 to 13, must be water-tight and up to the bulkhead deck. If a bulkhead deck is missing, it must be at least 0.20 m high above the margin line.
6.
The number of openings in these Scots shall be kept as low as the type and proper operation of the ship. Openings and ducts shall not adversely affect the watertight function of the bulkheads.
7.
Collision bulkheads must not have openings and no doors.
8.
Bulkheads, which separate machinery spaces from passenger rooms or living rooms for on-board personnel, must not have doors.
9.
Hand-operated doors in Scots according to point 5 without remote control are only allowed outside the passenger area. You must:
a)
remain closed permanently and may only be opened for passage in the short term;
b)
can be closed quickly and safely by means of appropriate devices;
c)
on both sides shall be marked with the inscription:
"Close the door immediately after passage".
10.
Doors in Scots referred to in point 5, which shall be open in the long term, shall meet the following requirements:
a)
They must be able to be closed on the spot from both sides of the bulkhead and from a readily accessible point above the bulkhead deck.
b)
After remote-operated closing, the doors must be opened again in place and closed safely. In particular, the closing process must not be impaired by carpets or footstrips.
c)
The duration of the remote-operated closing process must be at least 30 seconds and must not exceed 60 seconds.
d)
During the closing process, an audible alarm must be automatically given at the door.
e)
It must be ensured that door drive and alarm also function independently of the on-board electrical system. At the location of the remote control, a device must be present to indicate whether the door is open or closed.
11.
Doors in Scots according to point 5 and their controls shall be in the safe area.
12.
There must be a warning system in the wheelhouse to indicate which door is open in Scots according to point 5.
13.
Pipelines with open mouths and ventilation ducts must be laid in such a way that no further rooms or tanks are flooded via them in any of the leakage cases considered.
a)
If a number of compartments are in open communication with one another via pipes or ventilation ducts, they must be listed at a suitable location via the most unfavourable leakage water line.
b)
Pipelines need not comply with the requirement laid down in point (a) if there are shut-off valves with remote control from above the bulkhead deck on the perforated bulkhead.
c)
If a piping system in a compartment does not have an open mouth, the pipeline shall be deemed to be undamaged in the event of damage to that compartment if it is within the safe area and is at a distance of more than 0.50 m from the ground.
14.
Remote controls of bulkhead doors according to point 10 and shut-off fittings according to point 13 (b) above the bulkhead deck shall be clearly identified as such.
15.
In the case of double soils, the height thereof must be at least 0.60 m in the case of pilgrimages.
16.
Windows may be below the margin line, if they are waterproof, do not open, have sufficient strength and comply with § 15.06 No. 14.
Unofficial table of contents

§ 15.03 Stability

1.
The applicant shall demonstrate, by means of a calculation based on the results of the application of an in-clock stability standard, that the intactstability of the ship is appropriate. All calculations must be done with free trimming and free dipping. The voyage data underlying stability calculations shall be determined by an assassination attempt.
2.
The Intact stability must be established for the following standard loading conditions:
a)
at the start of the journey
100% passengers, 98% fuel and fresh water, 10% waste water;
b)
changed during the journey
100% passengers, 50% fuel and fresh water, 50% waste water;
c)
at the end of
100% passengers, 10% fuel and fresh water, 98% waste water;
d)
empty ship
no passengers, 10% fuel and fresh water, no waste water.
For all standard loading conditions, the ballast tanks shall be either empty or full, in accordance with their usual use.
In addition, the proof of point 3 (d) must be provided for the following loading condition:
100% passengers, 50% fuel and fresh water, 50% waste water, all other liquid tanks, including ballast, to 50% filled.
3.
The evidence of sufficient intactstability by means of a calculation shall be provided by applying the following rules for intactstability and for the standard loading conditions referred to in point 2 (a) to (d):
a)
The maximum erecting lever arm hmax must occur at a heel angle φmax ≥ (φmom + 3 °) and must be at least 0.20 m. If φf < φmax, the erecting lever arm must be at least 0.20 m at the angle of floodlight.
b)
The flood angle φf must not be less than (φmom + 3 °).
c)
The area A under the curve of the righting lever arms must reach at least the following values as a function of the position of φf and φmax:

Case A
1 φmax ≤ 15 ° or φf ≤ 15 ° 0,05 m-rad up to the smaller the angle φmax or φf
2 15 ° < φmax < 30 ° φmax ≤ φf 0.035 + 0.001-(30-φmax) m-rad up to angle φmax
3 15 ° < φf < 30 ° φmax > φf 0,035 + 0.001-(30-φf) m-rad to the angle φf
4 φmax ≥ 30 ° and φf ≥ 30 ° 0,035 m-wheel up to angle φ = 30 °


Where:

hmax the maximum lever arm;
φ the angle of heel;
φf the flood angle, d. h. the angle of heel, in which openings in the hull, in the superstructures or deckhouses, which cannot be closed in a weathertight manner, are immersed;
φmom the maximum angle of heel referred to in point (e);
φmax the angle of heel at which the maximum erecting lever arm occurs;
A the surface under the curve of the righting lever arms.
d)
The metacentric height at the beginning GMo, corrected for the effect of the free surfaces in liquid tanks, must be not less than 0.15 m.
e)
The angle of heel φmom may not exceed 12 ° in both of the following cases:
aa)
in the case of the person and the wind of the person and the wind, as referred to in paragraphs 4 and 5;
bb)
under the control of the person and the rotational movement referred to in paragraphs 4 and 6.
f)
The remaining free-board shall not be less than 0,20 m under the approach of a person, wind and rotational movement according to points 4, 5 and 6.
g)
The residual safety margin shall be at least 0.10 m for ships with windows or other openings in the outer skin below the bulkhead deck, which are not watertight, under the approach of the three tightening torques of point (f).
4.
The moment due to the one-sided accumulation of persons (MP) is to be calculated as follows:



In this formula:

P = Total mass of persons on board in [t], calculated on the sum of the maximum permissible number of passengers and the maximum number of crew and crew under normal operating conditions, assuming an average mass of 0,075 tonnes per person;
y = the lateral distance of the centre of gravity of the mass P from the ship &apos; s centre line in [m];
g = Gravitational acceleration (g = 9,81 m/s 2 );
Pi = Mass of persons collected on the area Ai with:
P1 = n1-0.075-Ai [t],
A1 =
Area on which persons are located in [ m 2 ];
n1 =
Number of persons per square meter with:
Ni = 3.75 for open deck surfaces and surfaces with movable furniture; for areas with fixed seating furniture, such as benches, ni shall be calculated assuming a seat width of 0.50 m and a seat depth of 0.75 m per person;
yi = lateral distance of the centroid of the area Ai from the ship's centre line in [m].


The calculation must be carried out for a collection of the persons, both on starboard and on the bord.
The distribution of persons must be the most unfavourable from the point of view of stability. Cabins are to be assumed to be vacant in the calculation of the personal torque.
For the calculation of the load cases, account shall be taken of the height of a person at 1 m above the lowest point of the respective deck to 0.5 LWL without taking into account any cover curvature and assuming a mass of 0.075 tonnes per person.
A detailed identification of the cover areas occupied by persons may be omitted if the following values are used:

P = 1.1-Fmax-0,075 for day-trip vessels;
1,5-Fmax-0,075 for cabin ships.
In these formulas means:
Fmax = maximum number of passengers on board;
y = B/2 [m].
5.
The torque from wind (MW) shall be calculated as follows:

MW = pW AW (lW + T/2) [kNm]


In this formula:

pW = the specific wind pressure of 0.25 kN/m 2 ;
AW = the lateral plan of the ship above the level of the sinking corresponding to the observed load in [ m 2 ];
lW = the distance of the center of gravity of the lateral plane AW from the plane of the depression corresponding to the observed load of the load in [m].
In the calculation of the lateral plan, the envisaged intakes of the decks shall be taken into account by planning or similar mobile devices.
6.
The moment of centrifugal force (Mdr) caused by the rotational movement of the ship is to be calculated as follows:

Mdr = cdr-CB-v 2 -D/LWL-(KG-T/2) [kNm]


In this formula:
cdr = a coefficient of 0.45;
CB = the block coefficient of displacement (if not known, this 1.0 must be set);
C the maximum speed of the ship in [m/s];
KG the distance of the centre of gravity from the upper edge of Kiel in [m].


If the passenger ship is equipped with a drive in accordance with § 6.06, Mdr is to be derived from large-scale or model experiments or from corresponding calculations.
7.
The applicant shall demonstrate that the leakage stability of the ship is appropriate by means of a calculation based on the method of the waving buoyant operation. All calculations must be done with free trimming and free dipping.
8.
The swimming ability in the event of leakage shall be demonstrated for the standard loading conditions specified in point 2. In this case, for three intermediate states of the flooding (25%, 50% and 75% of the filling of the final state of the flooding) and for the final state of the flooding, the computational proof of sufficient stability has to be provided.
9.
Passenger ships must comply with the 1-departmental status and the 2-department status.
The following requirements shall be taken into account for the leak:

1-Department Status 2-Department Status
Extent of the page leak
along 1 [m] 0.10-LWL, but not less than 4.00 m 0.05-LWL, but not less than 2.25 m
across b [m] B/5 0.59
vertical h [m] From the ship floor to the top without limit
Extension of the bottom ledge
along l [m] 0.10-LWL, but not less than 4.00 m 0.05-LWL, but not less than 2.25 m
across b [m] B/5
vertical h [m] 0.59; pipelines, which are laid out in accordance with § 15.02 No. 13 (c), can be assumed to be undamaged.
a)
For the allocation status, the bulkheads can be assumed to be not damaged if the distance between two adjacent Scots is greater than the length of the leak. Longitudinal bulkheads, which are at a distance of less than B/3 to the outer skin, measured at right angles to the ship's centre line at the level of the largest depression, shall not be taken into account in the invoice. A bulkhead displacement in a transverse bulkhead, which is longer than 2.50 m, is considered to be a longitudinal bulkhead.
b)
For the 2-department status, each bulkhead within the leakage expansion is assumed to be damaged. This means that the position of the bulkheads must be chosen in such a way that the passenger ship remains capable of being floated in the longitudinal direction following the flooding of two or more adjacent compartments.
c)
The lowest point of any non-watertight opening (e.g. of doors, windows, entry hatches) must be at least 0.10 m above the leakage water line in the final state of the flooding. The bulkhead deck shall not be allowed to dip in the final state of the flooding.
d)
The floatability is assumed to be 95%. If it is proved by a calculation that the average floatability of a department is less than 95%, the calculated value can be used.
The following values cannot be undershot:

Accommodation spaces 95%
Machinery and boiler rooms 85%
Luggage and storage rooms 75%
Baggage and storage rooms Double floors, fuel tanks,
Ballast tanks and other tanks, depending on whether or not they are intended for
the ship floating on the level of the deepest sinking as full
or be empty 0 or 95%.
e)
In the event that a leak of less extension than indicated above results in less favourable conditions in terms of heel or loss of metacentric height, such a leak must be accepted in the calculation.
10.
In all intermediate states of the flooding referred to in point 8, the following criteria must be complied with:
a)
The angle of heel φ of the equilibrium position of the respective intermediate state must not exceed 15 °.
b)
Beyond the heel in the equilibrium position of the respective intermediate state, the positive region of the lever arm curve must have an erecting lever GZ ≥ 0.02 m before the first unprotected opening dips in or a heel angle φ of the lever arm curve of the lever arm curve of the lever arm curve of the lever arm curve of the lever arm curve of the lever arm curve of the 25 ° is reached.
c)
Water-tight openings shall not be allowed to dip before the wrecking is reached in the equilibrium position of the respective intermediate state.
d)
For the calculation of the free surface effect in all intermediate states of the flooding, the gross floor area of the damaged rooms is assumed.
11.
In the final condition of the flooding, the following criteria shall be complied with, taking into account the limit of the force referred to in point 4:
a)
The heel angle φE must not exceed 10 °.
b)
In addition to the equilibrium position, the positive region of the lever arm curve must have an erecting lever GZR ≧0.02 m in connection with a surface A ≧0.0025 m-rad. These minimum values of stability must be maintained until the first unprotected opening has been dipped or, in any case, before reaching a tear angle of 25 °.
c)
Non-water-tight openings must not be immersed before the equilibrium position has been reached. If such openings dip in front of this point, the spaces that are connected to them must be considered to be flooded in the leak stability bill.



Where:

φE the angle of heel in the final state of the flooding, taking into account the moment referred to in point 4;
φm the angle of the disappearing stability or the angle at which the first unprotected opening comes to water, or 25 °; the lower of these values shall be applied;
GZR the residual lever arm in the final state of the flooding, taking into account the moment referred to in point 4;
GZK the wrenching lever arm from the moment in point 4.
12.
Closing devices of openings, which must be sealable in a watertight manner, must be marked accordingly.
13.
If transverse flood openings are provided for the reduction of asymmetrical flooding, they must meet the following requirements:
a)
The IMO Resolution A.266 (VIII) is to be used for the calculation of the transverse flooding.
b)
They must act automatically.
c)
They must not be fitted with shut-off valves.
d)
The time for full compensation may not exceed 15 minutes.
Unofficial table of contents

§ 15.04 Safety distance and freeboard

1.
The security distance must be at least equal to the sum:
a)
from the additional lateral immersion, which, measured on the outer skin, results from the permissible heel in accordance with § 15.03 (3) (e), and
b)
from the residual safety margin according to § 15.03 No. 3 (g).
In the case of ships without a bulkhead deck, the safety margin shall be at least 0.50 m.
2.
The freeboard shall be at least equal to the sum of:
a)
from the additional lateral immersion, which, measured on the outer skin, is obtained by the heel according to Article 15.03 (3) (e), and
b)
the remaining free-board according to § 15.03 No. 3 letter f.
However, the freeboard shall be at least 0.30 m.
3.
The level of the largest reduction shall be determined in such a way as to comply with the safety margin referred to in point 1, the freeboard in accordance with point 2, and the provisions of sections 15.02 and 15.03.
4.
For safety reasons, the Commission of Inquiry may set a greater safety margin or a larger freeboard.
Unofficial table of contents

Section 15.05 Maximum number of passengers

1.
The Commission of Inquiry shall establish the maximum number of passengers and shall enter the number of passengers in the ship test.
2.
The maximum number of passengers shall not exceed any of the following values:
a)
Number of passengers for which a collection area according to § 15.06 No. 8 has been proven;
b)
Number of passengers on the basis of the stability calculation in accordance with § 15.03;
c)
Number of existing beds for passengers on board ships, which are used for travel with accommodation.
3.
For cabin ships, which are also used as day-out ships, the number of passengers is to be calculated as a day-out ship and as a cabin ship and to be entered in the ship's test.
4.
The maximum number of passengers shall be clearly legible on board at the conspicuous point.
Unofficial table of contents

§ 15.06 Passenger spaces and areas

1.
Passenger compartments must:
a)
are located in front of the plane of the collision bulkhead on all decks and, if they are located below the bulkhead deck, in front of the level of the rear bulkhead; and
b)
be gas-tight separated from the machinery and boiler rooms.
Cover areas which are not only partially or completely enclosed by tarpaulins or similar mobile devices must meet the same requirements as closed passenger compartments.
2.
Cabinets according to § 11.13 and rooms for the storage of flammable liquids must be located outside the passenger area.
3.
The number and width of the exits from passenger spaces shall meet the following requirements:
a)
Rooms or groups of rooms intended for 30 or more passengers or having beds for 12 or more passengers shall have at least two exits. One of these two exits must be replaced by two emergency exits on day-trip ships. Rooms, other than cabins, or groups of rooms that have only one exit must have at least one emergency exit.
b)
If spaces are located under the bulkhead deck, one of the exits shall be a watertight bulkhead door according to § 15.02 No. 10 to an adjacent compartment from which the higher deck can be directly reached. The other exit shall, either directly or, where referred to in point (a), be an emergency exit on the bulkhead deck or into the open air. This does not apply to the individual cabins.
c)
The outlets referred to in point (a) and (b) shall be suitably arranged, have a clear width of at least 0.80 m and have a clear height of at least 2.00 m. In the case of doors of passenger cabins and other small spaces, the clear width shall be reduced to 0.70 m.
d)
In the case of rooms or groups of rooms intended for more than 80 passengers, the sum of the widths of all the exits intended for passengers and must be used by them in an emergency shall be at least 0.01 m per passenger.
e)
If the number of passengers is decisive for the total width of all exits, the width of each output shall be at least 0.005 m per passenger.
f)
Emergency exits must have a minimum lateral length of at least 0.60 m, or a minimum diameter of 0.70 m. They must be opened in the direction of escape and must be marked on both sides.
g)
Exits of rooms intended for use by persons with reduced mobility must have a clear width of at least 0.90 m. Exits which are usually used for the onboard or non-onboard operation of persons with reduced mobility must have a clear width of at least 1.50 m.
4.
Doors of passenger spaces shall meet the following requirements:
a)
With the exception of the doors leading after connection, they must be opened to the outside or constructed as sliding doors.
b)
Cabin doors must be designed so that they can be opened at any time from the outside.
c)
Doors with drive must be easily opened in case of failure of the drive energy.
d)
In the case of doors intended for use by persons with reduced mobility, the lateral distance between the lock-side inner edge of the door frame and an adjacent, perpendicular to the side of the door shall be required on the side to which the door is swelled. Door-level wall is at least 0.60 m.
5.
Connections must meet the following requirements:
a)
They must have a clear width of at least 0.80. If they lead to spaces intended for more than 80 passengers, they must meet the requirements set out in points 3 (d) and 3 (e), to the width of the exits leading to the connection.
b)
Your clear height must not be less than 2,00 m.
c)
Connecting corridors intended for use by persons with reduced mobility shall have a clear width of at least 1.30 m. Connecting corridors with a width of more than 1.50 m must have handrails on both sides.
d)
If only one connection to a room intended for passengers leads, the clear width of the connection must be at least 1.00 m.
e)
You must be free of paragraphs.
f)
They may only lead to free decks, spaces or stairs.
g)
Dead ends in connection corridors shall not be longer than two metres.
6.
In addition to point 5, escape routes must meet the following requirements:
a)
In the arrangement of stairs, exits and emergency exits, it must be taken into account that in the case of fire in any room all other rooms can be left.
b)
Escape routes must lead to the shortest route to collection areas according to point 8.
c)
Escape routes must not be caused by machinery spaces and kitchens.
d)
In the course of escape routes, no climbing iron corridors, ladders or the like may be installed.
e)
Doors on escape routes shall be constructed in such a way as to ensure that they do not confine the minimum width of the escape route referred to in point 5 (a) or (d).
f)
Escape routes and emergency exits must be clearly marked. The markings must be illuminated by the emergency lighting.
7.
Escape routes and emergency exits must be equipped with a suitable safety control system.
8.
For all persons on board, collection areas must be present, which meet the following requirements:
a)
The total surface area of the collection areas (AS) shall be at least equal to the following:

Day-trip vessels: AS = 0,35-Fmax [ m 2 ];
Cabin ships: AS = 0,45-Fmax [ m 2 ].


In these formulas means:

Fmax = the maximum number of passengers on board.
b)
Each individual collection and evacuation area shall be greater than 10 m 2 be.
c)
The collection areas must be free of movable and fixed furniture.
d)
If movable furniture is located in a space in which a collection surface is designated, this is to be secured sufficiently against slipping.
e)
Where a fixed seating furniture is located in a space in which a collection area is designated, the number of persons for whom it is appropriate shall not be taken into account in the calculation of the total area of the collection areas referred to in point (a). . However, the number of persons for which a fixed-term seating furniture is included in a room shall not exceed the number of persons for which collection areas are available in this room.
f)
The rescue means must be easily accessible from the evacuation surfaces.
g)
A safe evacuation of the persons from the evacuation areas must be possible from both sides of the ship.
h)
The collection areas must be above the margin line.
i)
The collection and evacuation areas shall be presented in the safety plan as such and shall be marked on board.
j)
The provisions referred to in point (d) and (e) shall also apply to open decks on which collection areas are designated.
k)
Where a suitable collection-retard is available on board, the number of persons for which they are suitable shall not be taken into account in the calculation of the total area of the collection areas referred to in point (a).
l)
However, the total area referred to in point (a) shall be sufficient to cover at least 50% of the maximum number of passengers on board, in all cases where a reduction in accordance with point (e), (j) and (k) is carried out.
9.
Staircases in the passenger area and their podests must:
a)
be built in accordance with the European Standard EN 13056: 2000;
b)
a clear width of at least 0.80 m or, if they lead to connecting corridors or staircases used by more than 80 passengers, at least 0.01 metres per passenger;
c)
have a clear width of at least 1.00 m if they lead to a room for passengers which is accessible only via this connecting staircase;
d)
in the safe area, provided that there is not at least one staircase on each side of the ship in the same room;
e)
in addition, where they are intended for use by persons with reduced mobility, the following requirements shall be met:
aa)
the slope of the staircase may not exceed 38 °;
bb)
the stairway must have a clear width of at least 0,90 m;
cc)
the stairway must not have a spiral;
dd)
the stairways must not be transverse to the ship;
ee)
the steps of the stairway are to be designed with a horizontal distance of 0.30 m above the entry and exit points in such a way that they do not restrict traffic routes;
ff)
Handrails, front edges of at least the first and the last steps, as well as the floor coverings at the ends of the stairs, are to be emphasized by colour design.
Lifts intended for use by persons with reduced mobility, and lifts, such as stairlifts or lifting platforms, shall be subject to a relevant standard or requirement of one of the Rhine States or of Belgium ,
10.
Non-closed parts of the decks which are intended for passengers shall meet the following requirements:
a)
They must be surrounded by a fixed gown of at least 1.00 m height or a railing according to the European Standard EN 711: 1995, type PF, PG or PZ. Armor dresses and railing of decks intended for use by persons with reduced mobility must have a height of at least 1.10 m.
b)
Openings and facilities for the on-board or Vonbordwalk as well as openings for loading or discharge must be able to be secured and have a clear width of at least 1.00 m. Openings which are usually used for the on-board or non-personnel movement of persons with reduced mobility must have a clear width of 1.50 m.
c)
If the openings or devices for the onboard or Vonbordwalk are not visible from the control house, optical or electronic aids must be present.
11.
The parts of the ships not intended for passengers, in particular the access to the wheelhouse, to the winches and to machinery spaces, must be able to be secured against the entry of unauthorised persons. In addition, a symbol corresponding to Appendix I, Figure 1, must be attached to these accesses in a conspicuous place.
12.
Land webs must be provided in accordance with the European Standard EN 14206: 2003. By way of derogation from § 10.02 (2) (d), its length may be less than 4 m.
13.
Traffic areas intended for use by persons with reduced mobility shall have a clear width of at least 1.30 m and shall be free from sleepers and bulls exceeding a height of 0.025 metres. Walls on traffic areas intended for use by persons with reduced mobility shall be provided with handrails at a height of 0.90 m above the ground.
14.
Glass doors, glass walls on traffic surfaces and window panes must be made of pre-stressed glass or laminated glass. They may also be made of plastic, if permissible with regard to fire protection.
Transparent doors and transparent walls on traffic areas to the ground must be conspicuously marked.
15.
Superstructures consisting entirely of or roofs of which are made up of panoramic pans, or housing by means of tarpaulins or similar mobile devices, and their substructure, may only be made of such materials and shall be constructed in such a way as to ensure that: in the event of damage, the risk of injury to persons is as low as possible.
16.
Drinking water systems must comply at least with the requirements of § 12.05.
17.
There must be toilets for passengers. At least one toilet must be equipped for use by persons with reduced mobility in accordance with a relevant standard or requirement of one of the Rhine-State States or Belgium, and on passenger areas for use by Persons with reduced mobility are to be reached.
18.
Cabins, which do not have a window to be opened, must be connected to a ventilation system.
19.
Rooms in which crew or crew are housed must conform to this paragraph in accordance with the provisions of this paragraph.
Unofficial table of contents

§ 15.07 Drive system

1.
In addition to the main propulsion system, the ship shall be equipped with a second independent propulsion system ensuring that the ship can move on its own power in the event of failure of the main propulsion system.
2.
The second independent drive system must be located in a separate machine room. If the two machinery spaces have common dividing surfaces, they must be constructed in accordance with § 15.11 No. 2.
Unofficial table of contents

Section 15.08 Safety equipment and equipment

1.
Passenger ships must have an internal voice connection in accordance with § 7.08. In addition, it must cover the operating rooms and, if there is no direct agreement from the tax base, the entry areas and collection areas for passengers according to § 15.06 No. 8.
2.
All passenger areas must be able to be reached by means of a loudspeaker system. The system must be dimensioned in such a way that transmitted information can be clearly distinguished from background noise. If there is a direct communication from the control station to a passenger area, there is no need for a loudspeaker to be present there.
3.
An alarm system must exist. This must be divided into:
a)
an alarm system for alerting ship management and crew by passengers, crew members or on-board personnel.
This alarm should only be given in the rooms for ship management and crew, and can only be erased by the ship's management. The alarm must be triggered at least in the following places:
aa)
in each cabin;
bb)
-in such a way that the path to the next trigger is not more than 10 m, but at least one trigger per watertight compartment must be present;
cc)
In social, dining and similar lounges;
dd)
in toilets intended for use by persons with reduced mobility;
ee)
in machinery spaces, kitchens and similar fire-prone areas;
ff)
in refrigerated and other storage rooms.
The alarm triggers shall be set at a height of 0.85 m to 1.10 m above the ground;
b)
an alarm system for alerting passengers by the ship's management.
This alarm must be clearly and unmistakably perceptible in all rooms accessible to passengers. It must be able to be triggered in the wheelhouse and in a body permanently occupied by staff;
c)
an alarm system for alerting the crew and the on-board personnel by the ship's management in accordance with § 7.09 No. 1.
This alarm system must also reach the lounges for the on-board staff, the refrigerated rooms and other storage rooms.
The alarm triggers must be protected against unintended use.
4.
Each waterproof compartment must be equipped with a level alarm.
5.
There must be two motor-driven Lenzpumps.
6.
A Lenzsystem with permanently installed pipes must be present.
7.
Cooling rooms must also be opened from the inside when the door is closed.
8.
If there are parts of CO2-shanking installations in spaces below deck, they must be fitted with a ventilation system which automatically starts the door or hatch of this room when the door is opened. The ventilation pipes must be brought down to the floor of this room up to 0.05 m.
9.
In addition to the bandage box according to § 10.02 No. 2 letter f, additional bandages must be available in sufficient numbers. The bandages and their accommodation must comply with the requirements of § 10.02 (2) (f).
Unofficial table of contents

§ 15.09 Rescue equipment

1.
In addition to the rescue rings referred to in § 10.05 (1), rescue rings must be used on all non-closed parts of the decks intended for passengers on both sides of the ship, the
-
European Standard EN 14144: 2003 or
-
The International Convention for the Safety of Life at Sea, 1974 (SOLAS 1974), Chapter III, Rule 7.1, and the International Rescue Means (LSA) Code, paragraph 2.1
shall be in each case at a maximum distance of 20 m.
One half of all mandatory rescue rings must be provided with a minimum of 30 m long, floatable lees of 8 to 11 mm in diameter. The other half of the prescribed rescue rings must be provided with a self-igniting, battery-powered and water-non-extinguishing light.
2.
In addition to the rescue rings referred to in point 1, individual rescuers must be available for all members of the on-board personnel in accordance with § 10.05 No. 2. The members of the on-board personnel who do not carry out any tasks in accordance with the safety role shall also be permitted to use solid or semi-automatic inflatable lifejackets in accordance with the standards referred to in § 10.05 (2).
3.
Passenger ships shall be equipped with appropriate facilities enabling persons to transfer safely from board to water, to the shore or on board of another vehicle.
4.
In addition to the rescue funds referred to in paragraphs 1 and 2, the maximum number of passengers must be 100% of the maximum number of individual rescuers in accordance with § 10.05 No. 2, with solid or semi-automatic inflatable lifejackets also being provided in accordance with the the standards referred to in Article 10.05 (2).
5.
(Without content)
6.
Additional collection devices are equipment that enable the buoyant movement of several people in the water. You must:
a)
have a label indicating the intended use and the number of persons for whom they are appropriate;
b)
have a lift in the fresh water of at least 100 N per person;
c)
are made of suitable materials and are resistant to oil and oil products and to temperatures of up to 50 °C;
d)
take and maintain a stable floating position and have suitable holding devices for the specified number of persons;
e)
Retroringly orange or permanently attached retro-radiating, visible surfaces of at least 100 cm 2 and have
f)
be allowed to be overboard quickly and safely by a person or be freely swimmable.
7.
Inflatable collective rescuers must also:
a)
consist of at least two separate air chambers;
b)
can be inflated automatically or by hand-release in the case of water supply, and
c)
in the case of each occurring load, even if only half of the air chambers are inflated, maintain and maintain a stable floating position.
8.
The rescue equipment must be placed on board in such a way that it can be easily and safely reached if necessary. Hidden storage places must be clearly marked.
9.
The rescue equipment must be tested in accordance with the manufacturer's instructions.
10.
The dinghy must be equipped with a motor and a searchlight.
11.
A suitable stretcher must be present.
Unofficial table of contents

§ 15.10 Electrical installations

1.
Only electrical installations are permitted for the lighting.
2.
§ 9.16 No. 3 also applies to gears and recreation rooms for passengers.
3.
Adequate lighting and emergency lighting must be provided for the following areas and areas:
a)
Places where rescue means are kept and where they are usually prepared for use;
b)
Escape routes, entrants to passengers, including landings, entrants and exits, connections, elevators and stairways of flats, cabins and living areas;
c)
Markings of escape routes and emergency exits;
d)
other areas intended for use by persons with reduced mobility;
e)
Operating, machinery and rowing machinery spaces, as well as their outputs;
f)
Tax house;
g)
Space for the emergency source of electricity;
h)
Places where fire extinguishers and the control panels of the fire-extinguishing systems are located;
i)
Areas in which passengers, crew and crew gather in an emergency.
4.
There must be an emergency power plant, consisting of an emergency power source and emergency switchboard, which, in the event of failure of the supply of the following electrical equipment, can take over the simultaneous replacement power supply, provided that the device does not have its own Power source has:
a)
signal lights;
b)
sound equipment;
c)
emergency lighting in accordance with point 3;
d)
Spokesman's office;
e)
Alarm, speaker and onboard communication equipment;
f)
Headlamps according to § 10.02 (2) (i);
g)
fire alarm system;
h)
other safety devices, such as automatic pressurized water spraylines or fire pumps;
i)
Elevators and lifts according to § 15.06 No. 9 sentence 2.
5.
The lighting elements of the emergency lighting must be marked as such.
6.
The emergency power system shall be situated outside the main machinery space, the spaces in which the energy sources are housed in accordance with § 9.02 No. 1, and the installation space of the main switchboard, and shall be separated from these spaces by separation areas in accordance with § 15.11 No. 2 to be separated.
Cables supplying electrical equipment in an emergency are to be built and maintained in such a way as to maintain the continuity of supply to these facilities in the event of fire and flooding. In any event, these cables may not be routed through the main machinery space, by kitchens or rooms containing the main electrical energy source and the associated equipment, except in the sense that it is necessary to provide the main source of electrical energy and the equipment. Provision should be made for emergency facilities.
The emergency power plant shall be situated above the margin line or, to the extent that it is from the energy sources in accordance with § 9.02 No. 1, that it is not flooded simultaneously with these energy sources in the case of the leakage according to § 15.03 No. 9.
7.
The emergency power source is allowed:
a)
Units with their own independent fuel supply and independent cooling system, which run automatically in the event of a power failure and automatically take over the power supply within 30 seconds or, if they are in the immediate vicinity of the Tax house or any other body permanently occupied by crew members, may be left by hand.
b)
Accumulators which, in the event of a power failure, automatically take over the power supply or, if they are located in the immediate vicinity of the tax house or any other body permanently occupied by crew members, can be switched by hand. They must be in a position to supply the listed consumers during the prescribed period without any intermediate charge and without any undue voltage drop.
8.
The service life to be provided for the emergency power supply shall be determined on the basis of the intended purpose of the passenger ship. It must not be less than 30 minutes.
9.
The insulation resistance and the grounding for electrical systems must be tested on the occasion of investigations in accordance with § 2.09.
10.
The energy sources according to § 9.02 No. 1 shall be independent of each other.
11.
Disturbances in the main or emergency power plant must not lead to a mutual influence on the operational safety of the plants.
Unofficial table of contents

§ 15.11 Fire protection

1.
The fire protection technical suitability of materials and components must be determined by an accredited testing institute on the basis of appropriate test regulations.
a)
The testing institute must:
aa)
the Fire Test Procedure Code; or
bb)
European Standard EN ISO/IEC 17025: 2000 on the general requirements for the competence of test and calibration laboratories
are sufficient.
b)
The test requirements for the determination of non-combustibility of materials are:
aa)
Appendix 1, Part 1 of the Fire Test Procedure Code, and
bb)
Equivalent provisions of one of the Rhine States or of Belgium.
c)
Test requirements for the determination of the flame retardancy of materials are:
aa)
the respective applicable requirements of Appendix 1, parts 5 (surface flammability test), 6 (test for covering coverings), 7 (test for suspended textiles and plastics), 8 (test for upholstered furniture), 9 (test for individual parts of the bed) of the code for fire testing procedures and
bb)
Equivalent provisions of one of the Rhine States or of Belgium.
d)
Test requirements for the determination of fire resistance are:
aa)
Appendix 1, Part 3, of the Fire Test Procedure Code; and
bb)
Equivalent provisions of one of the Rhine States or of Belgium.
e)
The Commission of Inquiry may, in accordance with the Fire Test Procedure Code, prescribe an experiment on a pattern separation surface to ensure that the requirements of point 2 on the resistance and temperature increase has been met.
2.
Parting surfaces
a)
of rooms must be in accordance with the following tables:
aa) 5
Table for divisions of rooms in which no pressure water spray systems according to § 10.03a are installed

Spaces Control stations Stair damage Collection surfaces Accommodation spaces Machinery spaces Kitchens Storage spaces
Control stations - A0 A0/B15 1 A30 A60 A60 A30/A60 5
Stair damage - A0 A30 A60 A60 A30
Collection surfaces - A30/B15 2 A60 A60 A30/A60 5
Accommodation spaces -/A0/B15 3 A60 A60 A30
Machinery spaces A60/A0 4 A60 A60
Kitchens A0 A30/B15 6
Storage spaces -
bb)
Table for separation areas of rooms in which pressurized water spray systems according to § 10.03a are installed

Spaces Control stations Stair damage Collection surfaces Accommodation spaces Machinery spaces Kitchens Storage spaces
Control stations - A0 A0/B15 1 A0 A60 A30 A0/A30 5
Stair damage - A0 A0 A60 A30 A0
Collection surfaces - A30/B15 2 A60 A30 A0/A30 5
Accommodation spaces -/B15/B0 3 A60 A30 A0
Machinery spaces A60/A0 4 A60 A60
Kitchens - A0/B15 6
Storage spaces -
1
Separation surfaces between control stations and inner collecting surfaces must correspond to the type A0, but in the case of outer collecting surfaces only the type B15.
2
Separation areas between accommodation spaces and inner collecting surfaces shall be of type A30, but only for the type B15 in the case of external collecting surfaces.
3
Walls of cabins, walls between cabins and aisles, and vertical separation surfaces of passenger areas according to point 10 shall be of type B15, and in the case of spaces with pressurized water spray systems, the type B0. Separation areas between cabins and saunas must be of type A0, in the case of spaces with pressurized water spray systems, the type B15.
4
Divisions between machinery spaces in accordance with § § 15.07 and 15.10 number 6 shall correspond to the type A60, otherwise to the type A0.
5
Separation areas between storage rooms for the storage of flammable liquids and control stations as well as collection areas must comply with the type A60, in the case of spaces with pressurized water spray systems of the type A 30.
6
B15 is sufficient for separating surfaces from kitchens to cold rooms or to storage rooms for food.
b)
of type A are bulkheads, walls and decks, which meet the following requirements:
aa)
they are made of steel or of any other equivalent material;
bb)
they shall be stiffened in a suitable manner;
cc)
they are insulated with an approved non-combustible material in such a way that the average temperature on the side facing away from the fire does not rise by more than 140 °C above the initial temperature and at no point, including the Impact fugue a temperature increase of more than 180 °C above the initial temperature occurs within the time indicated below:

Type A60 60 minutes
Type A30 30 minutes
Type A0 0 minute;
dd)
they are constructed in such a way that they prevent the passage of smoke and flames to the end of the one-hour normal fire test;
c)
Type B are bulkheads, walls, decks, ceilings or linings, which meet the following requirements:
aa)
they consist of an approved non-combustible material and all the materials used for the production and assembly of the separating surfaces shall not be combustible, except for the surface material which is at least difficult to produce; shall be flammable;
bb)
they have such an insulating value that the average temperature on the side facing away from the fire does not rise by more than 140 ° C above the initial temperature and at no point, including the butt joint, does not increase the temperature of enter more than 225 ° C above the initial temperature within the time specified below:

Type B15 15 minutes
Type B0 0 minute;
cc)
they are constructed in such a way that they prevent the passage of flames until the end of the first half hour of the normal fire test.
3.
In rooms, excluding machinery and storage rooms, paints, varnishes and other products for surface treatment as well as cover coverings, must be flame retardant. Carpets, fabrics, curtains and other hanging textile materials, as well as upholstered furniture and bedding, must be flame retardant, provided that the rooms in which they are located do not have a pressurized water spray system according to § 10.03a.
4.
Ceilings and wall coverings, including their substructure, fitted in accommodation spaces shall be made of non-combustible materials unless the rooms are equipped with a pressurized water spray system according to § 10.03a, except their surfaces, which must be at least flame retardant. Sentence 1 shall not apply to saunas.
5.
In accommodation spaces in which collection areas are located, furniture and fittings must be made of non-combustible materials, provided that the rooms do not have a pressurized water spray system according to § 10.03a.
6.
Paints, varnishes and other substances used on exposed interior surfaces shall not produce exceptional quantities of smoke and toxic substances. This is to be demonstrated in accordance with the Fire Test Procedure Code.
7.
Insulating materials in accommodation spaces do not have to be combustible. This does not apply to insulations of cooling-medium-conducting lines. The surfaces of the insulations of these lines must be at least flame-retardant.
7a.
Planning or similar mobile devices with which cover areas are partially or completely enclosed, as well as their substructures, must be flame-retardant.
8.
Doors in separation areas referred to in point 2 shall meet the following requirements:
a)
They must comply with the same requirements as those of the separation areas themselves.
b)
They must be self-closing, provided that they are doors in partition walls according to point 10 or in the closure of machinery spaces, kitchens and stairs.
c)
Self-closing doors which are open in normal operation must be closed on the spot and by a body permanently occupied by ship personnel. After a remote-operated closing, the door must be opened again and safely closed in place.
d)
Watertight doors according to § 15.02 need not be isolated.
9.
Walls according to point 2 shall be continuous from deck to deck or end on continuous ceilings satisfying the same requirements as set out in point 2.
10.
The following passenger areas shall be divided by vertical dividing surfaces according to point 2:
a)
Passenger areas, the total base area of which is 800 m 2 exceeds;
b)
Passenger areas in which cabins are located at intervals of not more than 40 metres.
The vertical separation surfaces shall be smoke-tight under normal conditions and shall be continuous from deck to deck.
11.
Cavities over ceilings, under floors and behind wall coverings must be separated at intervals of not more than 14 m by non-combustible, even in the event of a fire, well sealed air draw barriers.
12.
Staircases shall be made of steel or another non-combustible material of equivalent non-combustible material.
13.
Inside staircases and elevators must be covered in all levels by walls according to point 2. The following exceptions are permitted:
a)
A staircase connecting only two decks does not need to be taken care of when the staircase is surrounded on a deck by walls according to point 2.
b)
In an accommodation room, stairs do not need to be taken care of if they are completely inside this room and if:
aa)
this space extends only over two decks, or
bb)
In this room, a pressurized water spray system according to § 10.03a is installed on all decks, this room has a smoke exhaust system according to point 16, and the room on all decks has access to a stairway shaft.
14.
Ventilation systems and air supply systems shall meet the following requirements:
a)
They must be carried out in such a way as to prevent the spread of fire and smoke from these systems and installations.
b)
Openings for supply and exhaust air and air supply systems must be able to be closed.
c)
Ventilation ducts shall be made of steel or an equivalent non-combustible material, and must be securely connected to each other and to the structure of the ship.
d)
If ventilation ducts with a cross-section of more than 0.02 m 2 shall be carried out by means of separation areas referred to in point 2 of type A or separation areas referred to in point 10, they shall be equipped with automatic fire dampers and operated by a body permanently occupied by on-board personnel or crew members.
e)
Ventilation systems for kitchens and machinery spaces must be separate from ventilation systems that supply other areas.
f)
Exhaust air ducts are to be provided with closable openings for inspection and cleaning. These openings must be located in the vicinity of the fire dampers.
g)
Installed fans must be able to be removed from a central location outside the engine room.
15.
Kitchens must be equipped with ventilation systems and kitchen stovets. The exhaust ducts of the prints must meet the requirements of point 14 and be fitted with hand-operated fire dampers at the inlet openings.
16.
Control stations, stair shafts and inner collection areas must be provided with natural or machine smoke exhaust systems. Smoke exhaust systems must meet the following requirements:
a)
They must have sufficient performance and reliability.
b)
They must comply with the operating conditions of the passenger ship.
c)
If smoke extraction plants also serve the general ventilation of the rooms, their function as a smoke extraction system in the event of a fire must not be impeded.
d)
Smoke exhaust systems must have a hand-operated trigger device.
e)
Machine smoke exhaust systems must also be able to be operated from a place permanently occupied by on-board personnel or crew members.
f)
Smoke extraction systems with natural deduction must be provided with an opening mechanism which is operated either by hand or by a source of energy located within the withdrawal.
g)
Triggering devices and opening mechanisms to be operated by hand must be accessible from inside and outside the room to be protected.
17.
Accommodation spaces which are not constantly viewed by crew members and crew members, kitchens, machinery spaces and other vulnerable spaces shall be connected to a suitable fire alarm system. The presence of fire as well as the fire area must be automatically displayed at a position permanently occupied by on-board personnel or crew members.
Unofficial table of contents

§ 15.12 Fire control

1.
In addition to the portable fire extinguishers in accordance with § 10.03, at least the following portable fire extinguishers shall be available on board:
a)
a portable fire extinguisher per 120 m each 2 gross floor area of the passenger compartments;
b)
a portable fire extinguisher per group of 10 cabins caught;
c)
a portable fire extinguisher in every kitchen and in the vicinity of any room in which flammable liquids are stored or used. In kitchens, the extinguishing agent must also be suitable for the control of fat fires.
These additional fire extinguishers shall comply with the requirements of § 10.03 (2) and shall be arranged and distributed on the ship in such a way that a fire extinguisher can be reached immediately at any point in the case of a fire oven. In every kitchen, as well as in hairdressing salons and perfumeries, there must be a fire-extinguishing ceiling ready to handle.
2.
Passenger ships must be fitted with a hydrant, consisting of:
a)
Two fire pumps with motor drive and sufficient capacity, one of which is permanently installed;
b)
a fire-extinguishing pipe with a sufficient number of hydrants with a fixed-connected, at least 20 m long fire hoses with a jet pipe capable of producing both a spray mist and a jet of water, and which shall be equipped with a fire extinguishing pipe with a Closing possibility is provided.
3.
Hydrants shall be designed and dimensioned in such a way that:
a)
any location of the ship may be reached from at least two locally different hydrants, each with a single tube length of not more than 20 m in length;
b)
the pressure in the hydrants is at least 300 kPa, and
c)
a water jet length of at least 6 m can be reached on all decks.
If hydrant cabinets are present, a symbol for "extinguishing hose" corresponding to Appendix I, picture 5 with an edge length of at least 10 cm must be attached to the outer sides thereof.
4.
Hydranting valves with screw threads or taps must be able to be placed in such a way that each of the fire hoses can be separated and removed during the operation of the fire pumps.
5.
Fire-extinguishing hoses in the interior must be rolled up on an axially connected reel.
6.
Materials for fire-fighting equipment shall be heat-resistant or adequately protected against any heat being exposed to heat.
7.
Pipes and hydrants must be arranged in such a way that the possibility of freezing is avoided.
8.
The two fire pumps must:
a)
shall be situated or housed in separate rooms;
b)
can be operated independently of each other;
c)
be able to maintain the necessary pressure at the hydrants and to achieve the required length of the water jet on all decks;
d)
to be placed in front of the rear bulkhead.
Fire pumps may be used for general operational purposes.
9.
Machinery spaces shall be fitted with a fixed fire-extinguishing system according to § 10.03b.
10.
On cabin ships:
a)
Two air-circulation-independent breathing apparatus in accordance with European Standard EN 137: 1993 with full mask in accordance with European Standard EN 136: 1998;
b)
two sets of equipment consisting of at least one protective suit, helmet, boot, gloves, axe, crowbar, torch and guide line;
c)
Four Fluch Thauves
exists.
Unofficial table of contents

§ 15.13 Security organisation

1.
Passenger ships shall have a security role. It describes the tasks of the crew and of the on-board personnel in the following cases:
a)
Havarie;
b)
fire on board;
c)
Evacuation of passengers;
d)
Person overboard.
Special security measures required for persons with reduced mobility shall be taken into account.
The various tasks shall be assigned to the members of the crew and to the on-board personnel who have tasks in the security role. In particular, special instructions must ensure that all doors and openings in watertight bulkheads are immediately watertight in accordance with § 15.02 in the event of danger.
2.
The safety role shall include a safety plan of the ship, on which are clearly and clearly at least designated:
a)
Areas intended for use by persons with reduced mobility;
b)
Escape routes, emergency exits, collection and evacuation areas;
c)
rescue equipment and dinghies;
d)
Fire extinguishers as well as fire extinguishers and automatic pressure water spray systems;
e)
other safety equipment;
f)
Alarm system pursuant to section 15.08 (3) (a);
g)
Alarm system in accordance with section 15.08 (3) (b) and (c);
h)
Doors in Scots according to § 15.02 No. 5 and their operating points as well as other openings according to § 15.02 No. 9, 10 and 13 and § 15.03 No. 12;
i)
Doors according to § 15.11 No. 8;
j)
Fire flaps;
k)
fire alarm system;
l)
Emergency power system;
m)
operating organs of the ventilation systems;
n)
land connections;
o)
Shut-off elements of fuel lines;
p)
liquid-gas installations;
q)
Loudspeaker systems;
r)
Speech sound equipment;
s)
Verbandboxes.
3.
The security role referred to in point 1 and the safety plan referred to in point 2 shall:
a)
carry out a view of the Commission of Inquiry and
b)
shall be clearly visible on each deck at a suitable location.
4.
In each cabin, rules of conduct for passengers and a shortened safety plan containing only the information referred to in point 2 (a) to (f) must be located.
These codes of conduct must contain at least:
a)
Name of the emergencies:
Aa
Fire;
bb)
Leak;
cc)
General danger.
b)
Description of the respective emergency signals.
c)
Instructions for:
aa)
Escape route;
bb)
Behaviour;
cc)
Preservation of calm.
d)
Notes regarding:
aa)
smoking;
bb)
Use of fire and open light;
cc)
Open the windows;
dd)
Use of certain facilities.
This information must be available in German, English, French and Dutch.
Unofficial table of contents

§ 15.14 Establishment of the collection and disposal of domestic waste water

1.
Passenger ships must be equipped with waste water collection tanks or suitable onboard sewage systems.
2.
Waste water collection tanks must have sufficient content. The tanks must be provided with a device for determining the filling level or the filling level. In order to empty the tanks, there must be in-board pumps and pipes, by means of which the waste water can be transferred on both sides of the ship. It is necessary to allow the drains of other vessels to be drained. The lines must be provided with a discharge connection according to the European Standard EN 1306: 1996.
Unofficial table of contents

Section 15.15 Derogations for certain passenger ships

1.
Passenger ships which are authorised to carry less than 50 passengers and whose optical fibre does not exceed 25 m must either provide proof of sufficient leakage stability in accordance with § 15.03 (7) to (13) or demonstrate that they are in the Symmetrically flooded condition correspond to the following criteria:
a)
the ship shall be allowed to dive at maximum to the margin line, and
b)
The remaining metacentric height GMR must not be less than 0.10 m.
The required residual buoyment is to be ensured by the appropriate choice of the material of the hull or by buoyment bodies of closed-cell foam, which are firmly connected to the hull. For ships with a length of more than 15 metres, the residual lift may be ensured by a combination of buoyance bodies and bulkhead division for the 1-department status according to § 15.03.
2.
The Commission of Inquiry may, in the case of passenger ships referred to in point 1, permit minor deviations from the level required by Article 15.06 (3) (c) and (5) (b). The deviation shall not exceed 5%. In the event of deviations, the ship parts in question shall be marked in colour.
3.
By way of derogation from Section 15.03 (9), passenger ships which are authorised to carry a maximum of 250 passengers and whose length does not exceed 45 metres, shall not be required to comply with the 2-department status.
4.
(no content)
5.
The Commission of Inquiry may, in the case of passenger ships which are approved for the carriage of at most 250 passengers and whose optical fibre does not exceed 25 metres, be subject to the fulfilment of § 10.04 if the passenger ship with a passenger ship on both sides of the passenger ship Accessible platform just above the swimming water line, which allows to recover people from the water. The passenger ship may be equipped with a comparable facility, where:
a)
a person must be sufficient for the operation of the facility;
b)
mobile facilities are permitted;
c)
the facility must be located outside the danger zone of the pro-pulsive organs; and
d)
an effective communication between the ship's guide and the person serving the facility must be possible.
6.
The Commission of Inquiry may, in the case of passenger ships which are approved for the carriage of at most 600 passengers and whose length does not exceed 45 m, check the fulfilment of § 10.04 if the passenger ship with a platform after Point 5, first sentence, or with a facility comparable to the platform referred to in the second sentence of paragraph 5. In addition, the passenger ship must:
a)
as the main drive, a rudder propeller, a cycloidal propeller or a water jet propulsion system, or
b)
a main drive with 2 propulsive organs or
c)
a main drive and a bow blasting system
.
7.
By way of derogation from § 15.02 no. 9, a hand-operated door without remote control in a bulkhead in accordance with § 15.02 no. 5 in a bulkhead shall be allowed on passenger ships whose length does not exceed 45 m and whose maximum passenger number corresponds to the length of the ship in metres. Passenger area may be present when:
a)
the ship has only one deck;
b)
this door is to be reached directly from the deck and is not more than 10 metres from access to the deck;
c)
the lower edge of the door opening is at least 30 cm above the floor of the passenger area, and
d)
the two departments separated by the door are equipped with a level alarm.
8.
By way of derogation from Article 15.06 (6) (c), passenger ships referred to in point 7 may be allowed to travel by escape through a kitchen, provided that a second escape route is present.
9.
In the case of passenger ships whose length does not exceed 45 m, Section 15.01 (2) (e) shall not apply if the liquefied gas plants are equipped with appropriate warning devices for concentrations of CO which are hazardous to health and for explosive gas-air mixtures are equipped.
10.
The following provisions shall not apply to passenger ships whose LWL does not exceed 25 metres:
a)
Section 15.04 (1), last sentence;
b)
Section 15.06, point 6 (c), insofar as kitchens are concerned, provided that a second escape route is present;
c)
§ 15.07.
11.
In the case of cabin ships whose length does not exceed 45 m, Section 15.12 No 10 shall not apply, provided that in each cabin are available in a number corresponding to that of the beds there, ready to handle.

Chapter 16
Special provisions for vehicles intended for use as part of a pusher band, a towed belt or a coupled combination

Unofficial table of contents

§ 16.01 Vehicles Suitable For Sliding

1.
Vehicles which are to be used for pushing must be provided with a suitable pushing device. They shall be constructed and equipped in such a way that:
a)
the transition to the pushed vehicle is also easily and safely possible with the coupling means;
b)
they can take a fixed position with the vehicle or vehicles that are coupled, and
c)
a displacement of the vehicles against each other is prevented.
2.
If wire ropes are used for coupling, at least two special winches or equivalent devices for tensioning the ropes must be arranged on the vehicle suitable for pushing.
3.
Coupling devices must allow a rigid connection with the pushed vehicle or vehicles.

In the case of drawers, which consist of a sliding vehicle and only one pushed vehicle, the coupling devices can also make it possible to have controlled kinks. The drives required for this purpose must be able to absorb the forces to be transmitted in a satisfactory way and must be easy and safe to operate. For these drives, § § 6.02 to 6.04 shall apply mutatily.
4.
In the case of drawers, the collision bulkhead can be omitted in accordance with Section 3.03 (1) (a).
Unofficial table of contents

§ 16.02 Suitable vehicles for the projectile

1.
The following are not valid for Schudaughters without control equipment, apartment, machine or boiler room:
a)
Chapters 5 to 7, 12;
b)
§ 8.08, No. 2 to 8, § 10.02, § 10.05 No. 1.
Where there are control facilities, flats, machinery or boiler rooms, the relevant requirements of this Regulation shall apply.
2.
For carrier ships lighter with L of not more than 40 m, the following shall also apply:
a)
Watertight transverse bulkheads in accordance with § 3.03 no. 1 may be omitted if the end face is capable of absorbing at least 2.5 times the load, such as the collision bulkhead of an inland waterway with a corresponding draught, which according to the requirements of one of all The RheinuferStates and Belgium-recognised classification society is built.
b)
By way of derogation from § 8.08 No. 1, double-floor cells which are difficult to access must be able to be lenzable only if their space content exceeds 5% of the water displacement of the carrier ship lighter with the greatest possible reduction in the permissible amount.
3.
Vehicles intended to be pushed must be fitted with coupling devices which ensure a safe connection with other vehicles.
Unofficial table of contents

Section 16.03 Vehicles suitable for the advancement of coupled vehicles

For vehicles to be used for the movement of coupled vehicles, it is necessary to have poller or equivalent devices which, by number and arrangement, allow a secure connection of the coupled vehicles. Unofficial table of contents

§ 16.04 Vehicles suitable for continuing mobility in associations

Vehicles which are to be moved in associations shall have, for this purpose, appropriate coupling devices, poller or equivalent devices which, by number and arrangement, provide a secure connection with the other vehicle or vehicles of the Ensure the association. Unofficial table of contents

§ 16.05 Vehicles Suitable For Towing

1.
Vehicles to be used for towing must meet the following requirements:
a)
The towing devices shall be arranged in such a way as to ensure that their use does not affect the safety of the vehicle, its crew and its cargo.
b)
Bugsing and towing vehicles must be fitted with a towing hook which can be safely released from the wheelhouse; this does not apply if the kentern is prevented by the design or by other means.
c)
Drag winches or towing hooks must be present as towing devices. The towing devices must be located in front of the screw plane. This does not apply to tugs which are controlled by the driving organ, such as rudder propellers or cycloidal propellers.
d)
By way of derogation from point (c), in the case of vehicles used exclusively for towing vehicles with a machine drive as defined in the Rhine Navigation Ordinance, a tractor, such as a poller or equivalent, shall be sufficient to: Facilities. Point (b) shall apply accordingly.
e)
If there is a risk that the towed trousers may be caught on the roller coaster, there must be a cross-member with a wire catcher.
2.
Vehicles with an L of more than 86 m may not be allowed for towing to the valley.
Unofficial table of contents

§ 16.06 Test drives with associations

1.
The Commission of Inquiry shall determine whether and which formations to grant approval as a drab or a motor vessel for the purposes of moving vehicles in a rigid association and the registration of the relevant note in the ship test. The test drives in accordance with § 5.02 shall be carried out with the association in the requested format or the requested formations, which appear to be the most unfavourable. In doing so, this association must comply with § § 5.02 to 5.10.
The Commission of Inquiry shall establish whether the rigid connection of all the vehicles of the association in the manoeuvres referred to in Chapter 5 is ensured.
2.
In the case of the test drives referred to in point 1, special equipment shall be used on vehicles moving in the association (such as rudder, drive or manoeuvring devices, joint couplings) in order to comply with § § 5.02 to 5.10, in this case in to enter the ship &apos; s test of the vehicle moving forward: the formation, position, name and European vessel number of the approved vehicles, which have these special facilities.
Unofficial table of contents

§ 16.07 entries in the ship test

1.
If a vehicle is to move or continue to move an association, it must be noted in the ship test that it is suitable for this due to the requirements according to § § 16.01 to 16.06.
2.
To enter the ship test of the moving vehicle:
a)
professional associations and formations;
b)
type of couplings;
c)
Largest determined coupling forces and
d)
where appropriate, minimum breakage of the coupling ropes of the longitudinal joints and the number of rope guides.

Chapter 17
Special provisions for floating equipment

Unofficial table of contents

§ 17.01 General provisions

For floating equipment, Chapters 3, 7 to 14 and 16 shall apply to the construction and equipment. In addition, Chapters 5 and 6 shall apply to floating devices with a drive. Drives that only allow small location changes are not considered to be driving drives. Unofficial table of contents

§ 17.02 Derogations

1.
The Commission of Inquiry may grant derogations from the following provisions:
a)
3.03 Nos. 1 and 2 shall apply mutatily;
b)
§ 7.02 shall apply mutatily;
c)
the maximum permissible sound pressure levels in accordance with Article 12.02 (5), second sentence, may be exceeded during the operation of the work equipment if it is not overstayed on board during operation;
d)
the other provisions relating to construction, equipment and equipment to the extent that the same safety has been demonstrated in individual cases.
2.
The Commission of Inquiry may waive the application of the following provisions:
a)
§ 10.01 no. 1, if the floating device can be securely anchored during the operation of the work equipment by means of work anchors or piles. However, a floating device with its own drive shall have at least one anchor in accordance with § 10.01 No. 1, the coefficient k being equal to 45 and for T the smallest lateral height;
b)
to § 12.02 No. 1 second half-sentence if the rooms are sufficiently electrically illuminated.
3.
In addition:
a)
for § 8.08 No. 2, sentence 2: The bilge pump must be motor-driven;
b)
for § 8.10 No. 3: In the case of stillying floating equipment, the noise at a lateral distance of 25 m from the side wall shall exceed the value of 65 dB (A) during the operation of the working equipment;
c)
for § 10.03 No. 1: At least one additional portable fire extinguisher must be present in the case of work equipment freely available on deck;
d)
for § 14.02 no. 2: In addition to liquid gas plants for household purposes, other liquid gas installations may also be present. These installations and their accessories must comply with the requirements of one of the Rhine States or of Belgium.
Unofficial table of contents

§ 17.03 Other provisions

1.
A general alarm system must be present on floating devices on which persons are present during the operation. The alarm signal must be clearly different from other signals and produce a sound pressure level in all the apartments and at all workplaces, which is at least 5 dB (A) higher than the local maximum noise level. The alarm system must be able to be triggered in the tax house and at the most important operating points.
2.
Work equipment must have sufficient strength for its load and comply with the requirements of one of the Rhine-ufera states.
3.
The stability and strength of the work equipment and, where appropriate, the fastenings thereof shall be such that they may withstand stresses arising from the expected heel, trim and movements of the floating device.
4.
If loads are lifted by means of lifting devices, the maximum permissible load resulting from stability and strength must be placed on a panel on the deck and clearly visible at the operating points. If the lifting capacity can be increased by the coupling of additional floating bodies, the values must be given with and without additional flotation bodies.
5.
In the case of floating equipment approved for coastal or sea use, the ship test shall be replaced by an attest pursuant to Annex G to Annex B, if it does not have such equipment. In this connection, Chapter 20 must be fulfilled, taking into account the requirements of Chapter 17.
Unofficial table of contents

§ 17.04 residual safety distance

1.
For the purposes of this chapter and by way of derogation from § 1.01, the residual safety distance shall be the smallest vertical distance between the smooth water level and the lowest point above which the floating device is no longer watertight, under Consideration of trim and heel, which occur under the influence of the moments according to § 17.07 No. 4.
2.
A residual safety distance according to § 17.07 No. 1 shall be sufficient for spray water and weatherproof openings if it is 300 mm.
3.
The residual safety distance must be at least 400 mm on a non-spray-water-and weatherproof opening.
Unofficial table of contents

§ 17.05 Restfreibord

1.
For the purposes of this chapter and by way of derogation from § 1.01, the residual freeboard shall be the smallest vertical distance between the smooth water level and the side deck, taking into account trim and heel, which under the influence of the moments referred to in § 17.07 no. 4.
2.
The remaining free board in accordance with § 17.07 No. 1 is sufficient if it is 300 mm.
3.
The remaining free-board may be reduced if it is proved that § 17.08 is complied with.
4.
If the shape of the floating body differs substantially from the pontoon shape, such as in the case of cylindrical floating bodies or in the case of a float whose cross-section has more than four sides, the Commission of Inquiry may deviate from one of the number 2. Call for or allow the rest of the board. This also applies to a floating device with a plurality of floating bodies. is sufficient if it is 300 mm.
Unofficial table of contents

§ 17.06 Kränkungsversuch (German)

1.
The proof of stability in accordance with § § 17.07 and 17.08 must be provided on the basis of a properly conducted course of the wreathing.
2.
If only insufficient heel angles can be achieved during the wrecking test or if the execution of the wrecking test leads to unreasonable technical difficulties, a weight and gravity point calculation can be carried out in a substitute manner. The result of the weight calculation shall be checked with the aid of depth measurements, the difference being not more than ± 5%.
Unofficial table of contents

§ 17.07 Stability proof

1.
It is to be shown that, in the case of the loads occurring during use and driving operation, a sufficient residual safety distance and a sufficient residual freeboard are present. The sum of the angles of the heel and the trim shall not exceed 10 ° and the floor of the float shall not be allowed to exchange.
2.
The proof of stability shall contain the following data and documents:
a)
True-to-scale drawings of the floating bodies and of the work equipment, as well as the details of the details required for proof of stability, such as tank contents, openings to the ship's senate;
b)
hydrostatic data or curves;
c)
Lever arm curves of static stability, as required under point 5 or § 17.08;
d)
description of the operating states with the corresponding weight and priority tasks, including the laying and transfer status;
e)
Calculation of the wrenching, trimming and erecting moments, indicating the angles of heel and trimming occurring, residual safety distances and residual clearance;
f)
Compilation of the calculation results with indication of the use and load limits.
3.
The proof of stability shall be based on at least the following conditions:
a)
Density of dredgerstock in excavators:
aa)
Sand and gravel 1,5 t/m 3 ;
bb)
very wet sand 2.0 t/m 3 ;
cc)
Soil on average 1.8 t/m 3 ;
dd)
Mixture of sand and water in pipes 1.3 t/m 3 ;
b)
for grab dredgers, the values referred to in point (a) shall be increased by 15%;
c)
in the case of hydraulic excavators, the greatest possible lifting force shall be used.
4.1
The stability test shall take account of the following moments:
a)
out of load;
b)
of structural asymmetries;
c)
from wind pressure;
d)
of rotary motion in the case of devices with their own power;
e)
from cross-flow, where necessary;
f)
from the ballast and the stocks;
g)
from deck slasts and, where appropriate, cargo;
h)
from free liquid surfaces;
i)
of dynamic mass forces;
j)
from other mechanical devices.
In this case, moments that can act simultaneously are to be added.
4.2
The moment as a result of the wind pressure shall be calculated according to the following formula:


In this formula:

C shape-dependent resistance;
For specialist works, c = 1,2 and for full-wall supports c = 1.6. Both values include the influences of wind surges.
The surface area enclosed by the contour line of the framework is to be used as the contact surface of the wind force.
pw specific wind pressure, it is uniform with 0.25 kN/m 2 ,
A Lateralplan above the level of the largest sinking in m 2 ;
lw Distance of the centre of gravity of the Lateralplan A from the level of the largest depression in m.
4.3
For the determination of the moments from the rotational movement according to point 4.1 (d), the formula from § 15.03 no. 6 shall be used for floating devices with a driving drive.
4.4
The moment caused by cross-flow in accordance with point 4.1 (e) only needs to be included in floating equipment which is anchored or deceivingly anchored in flowing water during the operation.
4.5
In the calculation of the moments from liquid ballast and liquid supplies as referred to in point 4.1 (f), the degree of filling of the tanks which is the most unfavourable for the stability shall be determined and the corresponding moment shall be used in the calculation.
4.6
The moment referred to in point 4.1 (i), caused by dynamic mass forces, must be taken into account in an appropriate manner if the movements of the load and of the work equipment are expected to influence the stability.
5.
The righting moments can be found in floating bodies with vertical side walls according to the formula



shall be calculated.
In this formula:

the metacentric height in m;
φ the angle of heel in °.


This shall apply up to angle of heel of 10 ° or up to a heel angle, on the side of the deck, or in which the floor is replaced. At the same time, the smaller angle is decisive. In the case of obliquely extending side walls, the formula applies up to angle of inclination of 5 °; moreover, the boundary conditions according to points 3 and 4.1 to 4.6 apply. If the particular shape of the float or body does not permit this relief, lever arm curves as defined in point 2 (c) shall be required.
Unofficial table of contents

§ 17.08 Stability proofs with reduced residual freeboard

If a reduced residual freeboard is used in accordance with § 17.05 no. 3, it must be proven for all operating states that:
a)
after correction for free liquid surfaces the metacentric height no less
than 0.15 m;
b)
within a range of 0 ° to 30 °, an erecting lever of at least
h = 0,30-0,28-φn [m]
exists. In this case, n is the angle of heel, from which the lever arm curve assumes negative values (stability range). It must not be less than 20 ° or 0.35 rad and must be used with a maximum of 30 ° or 0.52 rad in the formula, with the unit Radiant (rad) to be used for φn (1 ° = 0.01745 rad);
c)
the sum of the cranes and trim angles is not more than 10 °;
d)
there is a residual safety margin in accordance with § 17.04;
e)
a residual freeboard of at least 50 mm is present;
f)
within a range of heel 0 ° to 30 °, a rescend of at least
h = 0,20-0,23-φn [m]
exists. In this case, φn is the angle of heel from which the lever arm curve assumes negative values; it is to be inserted into the formula with a maximum of 30 ° or 0.52 rad. The greatest difference between the curve of the erecting levers and the curve of the cranked levers present between 0 ° and 30 ° is understood to be under resthebel. If an opening to the ship's sensual occurs at a heel angle to water which is smaller than the heel angle associated with the largest difference, the residual lever requirement applies for this angle of heel.
Unofficial table of contents

§ 17.09 Einsenkungsmarken and Tiefganganzeiger

Sunset marks in accordance with § 4.04 and draught indicators in accordance with § 4.06 must be appropriate. Unofficial table of contents

§ 17.10 Swimming devices without proof of stability

1.
The application of § § 17.04 to 17.08 can be waived in the case of floating devices,
a)
can be caused by the work equipment of which there is no change in the cranes or the trimms, and
b)
in which a shift of the weight center of gravity is to be largely excluded.
2.
However,
a)
in the case of a maximum load, the safety distance shall be 300 mm and the freeboard shall be 150 mm;
b)
the safety distance for non-spray water-and weatherproof sealable openings is 500 mm.

Chapter 18
Special provisions for construction site vehicles

Unofficial table of contents

§ 18.01 Conditions of use

Construction site vehicles, which are designated as such in the ship test according to Appendix B, shall not be allowed to operate outside of construction sites only. This requirement shall be entered in the ship test.
For this purpose, these construction site vehicles must have a certificate issued by the competent authority for the duration and local limitation of the construction site on which the vehicle may be used. Unofficial table of contents

Section 18.02 Application of Part II

Save as otherwise provided in this Chapter, Chapters 3 to 14 of Part II shall apply to the construction and equipment of construction site vehicles. Unofficial table of contents

§ 18.03 Deviations

1.
a)
§ 3.03 No 1 shall apply mutatily;
b)
Chapters 5 and 6 shall apply mutatily if there is a driver's own drive;
c)
Article 10.02 (2) (a) and (b) shall apply mutatily;
d)
the other provisions relating to the construction, equipment and equipment, the Commission of Inquiry may grant derogations if the same security is demonstrated in individual cases.
2.
The Commission of Inquiry may cover the application of the following provisions:
a)
Section 8.08 nos. 2 to 8, if no crew is required;
b)
§ 10.01 No. 1 and 3, if the construction site vehicle can be securely anchored by means of work anchors or piles. However, a construction site vehicle with its own traction drive shall have at least one anchor in accordance with § 10.01 No. 1, the coefficient k being equal to 45 and the minimum height for T being used;
c)
§ 10.02 No. 1 (c) if the construction site vehicle does not have its own drive.
Unofficial table of contents

§ 18.04 Safety distance and freeboard

1.
If a construction site vehicle is operated as a rinsing and folding shoe, the safety distance outside the cargo space area must be at least 300 mm and the freeboard shall be at least 150 mm. The Commission of Inquiry may allow a lower freeboard if it is established that the stability of loading with a density of 1.5 t/m is calculated on the basis of a computer. 3 is sufficient and no side of the deck comes to water. The influence of liquefied cargo has to be taken into account.
2.
In the case of construction site vehicles which are not covered by point 1, § § 4.01 and 4.02 shall apply mutatily. In doing so, the Commission of Inquiry may set different values for the safety margin and for the freeboard.
Unofficial table of contents

§ 18.05 Beiboote

Construction site vehicles do not need to be equipped with a dinghy, if:
a)
there is no driving force, or
b)
another dinghy is available on the construction site. This relief shall be entered in the ship test.

Chapter 19
Special provisions for Channel Penials

Unofficial table of contents

§ 19.01 General

For canal commuters that drive the Rhine only between Basel (Middle Rhine Bridge) and the Iffezheim sluices, including the lower foreport, only sections 19.02 and 19.03 apply for construction and equipment. Unofficial table of contents

Section 19.02 Application of Part II

For channel penials:
1.
§ § 3.01, 3.02 No. 2, § 3.03 No. 2 to 4, 6;
2.
Chapters 5 and 6;
by way of derogation from § 6.01 No. 1, channel pendulates must be provided with a reliable control device which enables sufficient driving and maneuvering properties;
3.
§ 8.01;
4.
Section 9.01 No. 1 is appropriate;
5.
Canal pendulas must be equipped with an anchor with a mass of at least 250 kg, fitted with a chain of at least 50 m in length, the minimum breaking strength of which in kN is one third of the actual anchor mass in kilograms. The chain may be replaced by a wire rope of the same minimum breaking force.
The following equipment must be on board:
a)
two suitable lamb pumps;
b)
Wire ropes for mooring:
aa)
a wire rope of at least 100 m length and a diameter of 18 mm;
bb)
two wire ropes with a length of at least 60 m and a diameter of 16 to 18 mm;
c)
a throwing flare;
d)
a drinking water container;
e)
equipment and devices required for the purpose of giving the required visual and audible signs as well as for the description of the ships in the Rhine Navigation Ordinance;
f)
a land area of at least 0.40 m wide and at least 4 m in length, the sides of which are marked by a light strip; this land must be provided with a railing;
g)
a boat hook;
h)
a storage box;
i)
one double glass 7 x 50 or larger lens diameter;
j)
a poster with hints of rescuing and resurrecting the drowning;
k)
A labelled fire-resistant container with a lid for the absorption of oil-containing plaster flaps;
l)
in each case a labelled fire-resistant container for the collection of fixed special waste and a labelled fire-resistant container with a lid for collecting liquid hazardous waste;
m)
a labelled fire resistant container with cover for slops;
n)
on ships with a boarding height of more than 1,50 m above the empty waterline, an outboard staircase or ladder;
o)
two portable fire extinguishers;
p)
a dinghy with
aa)
a set of rudder belts,
bb)
a mooring line;
cc)
a scoop;
q)
two rescue rings and two life jackets;
6.
§ 13.01;
7.
Chapter 14.
Unofficial table of contents

§ 19.03 (omitted)

Chapter 20
Special provisions for seagoing vessels

Unofficial table of contents

Section 20.01 Application of Part II

1.
Seagoing ships to which the 1974 International Convention for the Safety of Life at Sea (SOLAS 1974) or the International Convention on Load Lines of 1966 applies, must be in possession of the relevant international applicable international convention on the protection of human life at sea (1974 SOLAS). To be a certificate.
2.
Seagoing ships, which are not applicable to SOLAS 1974 or the International Convention on Load Lines, must carry certificates and be provided with the mark of the Fribourg mark, which are required under the law of the flag State and in respect of construction, Equipment and equipment comply with the requirements of the Conventions or ensure comparable security in other ways.
3.
Seagoing vessels to which the 1973 International Convention for the Prevention of Pollution Pollution (MARPOL 73) applies must be in possession of a valid international certificate on the prevention of marine pollution. (IOPP certificate).
4.
Seagoing ships, which are not applicable to MARPOL 73, must be provided with a certificate required under the law of the flag State.
5.
In addition:
a)
Chapter 5;
b)
from Chapter 6:
§ 6.01 No. 1; § 6.02 nos. 1 and 2;
c)
from Chapter 7:
§ 7.01 No. 2; § 7.02 No. 1 and No. 3 (1) and (3); § 7.05 No. 2;
Section 7.13 for seagoing ships approved for the guidance of the ship by a person in radar;
d)
from Chapter 8:
§ 8.03 No. 3, but it is permissible for seagoing ships if an automatic stop device can be put out of service from the control stand; § 8.05 No. 13; § 8.08 No. 10; § 8.09 No. 1 and 2; § 8.10.
A sealing of the shut-off device in accordance with § 8.08 No. 10 is to be regarded as equivalent to the shut-off of the shut-off elements in the lence system, via which the oil-containing water can be pumped out of the outer bord. The key or keys for this must be kept at a central, appropriately marked location.
A monitoring and control system for the discharge of oil pursuant to MARPOL 73/78 Rule 16 shall be regarded as equivalent to a sealing of the shut-off device in accordance with § 8.08 No. 10. The existence of the monitoring and control system shall be demonstrated by an international certificate on the prevention of marine pollution according to MARPOL 73/78.
Where the IOPP certificate referred to in point 3 or the national certificate issued by a flag State, as specified in point 4, indicates that the vessel is equipped with collection tanks to keep the entire oil-containing bilge water and oil residues on board , Section 8.09 no. 2 may be considered to be fulfilled.
e)
from Chapter 9:
§ 9.17;
f)
from Chapter 10:
§ 10.01 and § 10.02 No. 1;
g)
Chapter 16:
for seagoing ships approved as part of a federation;
h)
Chapter 22:
Chapter 22 shall be deemed to have been fulfilled if the stability complies with the relevant International Maritime Organisation (IMO) resolutions, the relevant stability documentation has been verified by the competent authority and the containers are considered to have been complied with by the competent authority. the sea shipping is secured.
Unofficial table of contents

§ 20.02 (omitted)

Chapter 21
Special provisions for sports vehicles

Unofficial table of contents

§ 21.01 General

For sports vehicles, construction, equipment and crew are only subject to § § 21.02 and 21.03. Unofficial table of contents

Section 21.02 Application of Part II

1.
For sports vehicles:
a)
from Chapter 3:
§ § 3.01; 3.02 (1) (a), (2); § 3.03 (1) (a), (6); § 3.04 (1);
b)
Chapter 5;
c)
from Chapter 6:
§ 6.01 No. 1; § 6.08;
d)
from Chapter 7:
§ 7.01 No. 1 and 2; § 7.02; § 7.03 nos. 1 and 2; § 7.04 no. 1; § 7.05 no. 2,
§ 7.13 if there is a radar one-man tax base;
e)
from Chapter 8:
§ 8.01 No. 1, 2; § 8.03 No. 1, 3; § 8.04; § 8.05 No. 1 to 10, 13; § 8.06, § 8.07, § 8.08 No. 1, 2, 5, 7, 10; § 8.09 No. 1; § 8.10;
f)
from Chapter 9:
Article 9.01, point 1;
g)
from Chapter 10:
§ 10.01 No. 2, 3, 5 to 14; § 10.02 No. 1 (a) to (c), (2) (a) and (e) to (h);
§ 10.03 No. 1 (a), (b) and (d), with at least two portable fire extinguishers having to be on board; §, 10.03 No. 2 to 6; § 10.03a; § 10.03a; 10.03b, § 10.03c, 10.05;
h)
Chapter 13;
i)
Chapter 14.
2.
In the case of sports vehicles subject to Directive 94 /25/EC (Directive of the European Parliament and of the Council on the approximation of the laws, regulations and administrative provisions of the Member States relating to recreational craft), the initial investigation and the Post-examination only on:
a)
Section 6.08, if a turning indicator is present;
b)
§ 7.01 No. 2; § 7.02; § 7.03 No. 1 and § 7.13, if a radar one-man tax stand is present;
c)
§ 8.01 No. 2; § 8.02 No. 1; § 8.03 No. 3; § 8.05 No. 5; § 8.08 No. 2; § 8.10;
d)
§ 10.01 No. 2, 3, 6 and 14; § 10.02 No. 1 (b) and (c), (2) (a) and (e) to (h); § 10.03 (1) (b) and (d), (2) to (6); § 10.05;
e)
Chapter 13;
f)
from Chapter 14:
aa)
§ 14.12;
bb)
Section 14.13, where the decrease is made after the liquefied gas plant has been put into service in accordance with the requirements of Directive 94 /25/EC and the Commission of Inquiry is to be presented with an acceptance report on this subject;
cc)
§ 14.14 and 14.15, with the proviso that the liquefied gas system must comply with the requirements of Directive 94 /25/EC;
dd)
Chapter 14 shall be completed when the LPG system is installed after the sports car has been placed on the market.
Unofficial table of contents

§ 21.03 (omitted)

Chapter 22
Stability of ships carrying containers

Unofficial table of contents

§ 22.01 General

1.
If stability documents are required under the Rhine Navigation Ordinance for ships carrying containers, the provisions of this Chapter shall apply.
The stability documents shall be examined or examined by a commission of inquiry and shall be endorsed with a corresponding endorsement.
2.
The stability documents must provide a clear indication of the stability of the ship in the case of the respective loading case, which is understandable to the ship's guide.
The stability documents shall contain at least:
a)
information on the permissible stability characteristics, the permissible (abbreviated non-representable) values, or the permissible charge centre heights;
b)
Information about the rooms which can be filled with water ballast;
c)
form sheets for stability control;
d)
A sample invoice or application instructions for the ship's guide.
3.
If containers can be transported on a ship either unsecured or secured, special calculation methods for the proof of stability are in each case for the transport of unsecured container loads secured for the transport of the containers. is required.
4.
A container charge is considered to be secured only if the individual containers are firmly connected to the hull by means of guides or tensioning devices and their position cannot change during the trip.

Chapter 22a
Special provisions for vehicles whose length exceeds 110 m

Unofficial table of contents

Section 22a.01 Application of Part I

For vehicles with L of more than 110 m, with the exception of seagoing ships, in addition to § 2.03 (3), the Commission of Inquiry, which is to issue the certificate later, is due to start construction (new construction or extension of a vehicle in operation) before the start of construction. Notify the owner or his authorised representative. This commission of inquiry shall carry out surveys during the construction phase. Visits may be omitted if a certificate is submitted before the start of construction, in which a recognised classification society assures that it carries out the construction supervision. Unofficial table of contents

Section 22a.02 Application of Part II

In addition to the requirements of Part II, for vehicles with L of more than 110 m, § 22a.03 to 22a.05 shall apply. Unofficial table of contents

§ 22a.03 Strength

The sufficient strength of the hull within the meaning of Article 3.02 (1) (a) (longitudinal and transverse strength and local strength) must be demonstrated by a certificate issued by a recognised classification society. Unofficial table of contents

§ 22a.04 Swimming capacity and stability

1.
For vehicles with a length of more than 110 metres, with the exception of passenger ships, points 2 to 10 shall apply.
2.
The basic values for the calculation of stability-the weight of the vessel and the position of the centre of gravity-must be determined by an attempt to make an effort in accordance with the IMO Resolution MSC 267 (85), Annex 1 (VkBl. 724).
3.
The applicant shall demonstrate that, in the event of a leak, the vessel's buoyant capacity and the stability of the ship are adequate in the event of a calculation based on a method of the waving buoyant. All calculations must be done with free trimming and free dipping. The ship's ability to float and maintain its stability in the event of a leak must be detected in the case of a cargo which is equal to its maximum dipping and is evenly distributed across all cargo spaces, as well as at maximum stock and full tank . For inhomogeneous charge, the stability calculation shall be carried out for the most unfavourable loading case. This stability calculation shall be carried out on board. For the intermediate conditions of the flooding (25%, 50% and 75% of the filling in the final state of the flooding and, where appropriate, for the state immediately before the flooding), and for the final state of flooding, must be subject to the above loading conditions of the computational proof of sufficient stability.
4.
The following assumptions must be taken into account for the leak:
a)
Extent of damage to a ship's side:
Longitudinal extension: at least 0.10 L,
Transverse extent: 0.59 m,
Vertical extent: from the base up to unlimited.
b)
Extension of the damage to the ship's floor:
Longitudinal extension: at least 0.10 L,
Transverse extent: 3,00 m,
Vertical extent: from the base up to 0.39 m, with the exception of swamp.
c)
All bulkheads falling into the area of employment shall be regarded as leak, meaning that the division of the bulkhead must be selected in such a way that the vehicle remains capable of being floated even after the flooding of two or more compartments situated directly behind each other. For the main engine room only the floating capacity for the allocation status needs to be detected, that is, machine room end bulkheads are considered not to be damaged. In the case of damage to the soil, also cross-nave compartments are to be regarded as flooded.
d)
Fluttability The floodability is assumed to be 95%. If it is proved by a calculation that the average floatability of a department is less than 95%, the calculated value can be used. The following values cannot be undershot:
-
Machinery and operating rooms 85%
-
Lader trees 70%
-
Double-bottoms, fuel tanks, ballast tanks, etc., depending on whether they are
Determination corresponding to the level of deepest sinking
floating vehicle must be assumed to be full or empty
0 or 95%.
e)
For the calculation of the free surface effect in all intermediate states of the flooding, the gross floor area of the damaged rooms is assumed.
5.
In all intermediate states of flooding in accordance with point 3, the following criteria must be complied with:
a)
The angle of heel φ of the equilibrium position of the respective intermediate state must not exceed 15 °, in the case of unsecured container, 5 °.
b)
Beyond the heel in the equilibrium position of the respective intermediate state, the positive area of the lever arm curve must have an erecting lever GZ ≥ 0.02 m, in the case of unsecured container 0,03 m, before the first unprotected opening In the case of unsecured container 15 °, dips or a heel angle φ of 27 ° is reached.
c)
Water-tight openings shall not be allowed to dip before the wrecking is reached in the equilibrium position of the respective intermediate state.
6.
In the final state of the flooding, the following criteria must be complied with:
a)
The lower edge of openings that cannot be closed watertight, in particular doors, windows, entry hatches, must be at least 0.10 m above the level of the swimming pool.
b)
The angle of heel φ of the equilibrium position must not exceed 12 °, in the case of unsecured container 5 °.
c)
In addition to the heel in the equilibrium position, the positive area of the lever arm curve must have an erecting lever GZR≥ 0,05 m and the area under the curve shall reach at least 0.0065 m-rad before the first unprotected opening In the case of unsecured container 10 °, dips or a heel angle φ of 27 ° is reached.

PDF document is displayed in your own window

d)
When water-tight openings are immersed before the equilibrium position is reached, the flooding of the rooms associated with them is taken into account in the leak stability calculation.
7.
If transverse flood openings are provided for the reduction of asymmetrical flooding, the following conditions must be met:
a)
The IMO Resolution A.266 (VIII) (VkBl) is used for the calculation of the transverse flooding. 457).
b)
They must act automatically.
c)
They must not be fitted with shut-off valves.
d)
The time for full compensation may not exceed 15 minutes.
8.
If openings through which undamaged compartments may additionally be flooded can be sealed in a watertight manner, these closure devices must be legibly legible on both sides with the following inscription:

"Close the opening immediately after passage".
9.
The computerized proof referred to in points 3 to 7 shall be deemed to have been provided if leak stability calculations are presented in accordance with Part 9 of the ADN with positive results.
10.
To the extent necessary for the fulfilment of the requirement of point 3, the level of the largest reduction shall be redefined.
Unofficial table of contents

§ 22a.05 Additional requirements

1.
Vehicles with L of more than 110 m must:
a)
Have a multi-screw drive with at least two independent drive machines of the same power and a bow blasting system which can be operated by the control house and which is also effective in the case of an unladen vehicle, or via a A single screw drive and a bow blasting system which can be operated from the control house. The bow blasting system must have its own power supply, be effective even in the case of an unladen vehicle and, in the event of a failure of the main drive, make it possible to move out of its own power;
b)
have a navigation radar system with a turning indicator in accordance with § 7.06 No. 1;
c)
have a fixed system of lenzing in accordance with § 8.08;
d)
comply with the requirements of Annex XI, Chapter 2, Section 2.09, point 1.1.
2.
Vehicles, other than passenger ships, with an L of more than 110 m above Mannheim, must also be used for the transport of vehicles.
a)
can be separated in the case of an accident without the use of heavy burgers in the middle third of the vehicle. The separate parts of the ship must remain capable of being floated after separation;
b)
provide evidence of a recognised classification society relating to the floating capacity, the trimming position and the stability of the separate parts of the ship, which must also contain a statement as to which loading condition the swimming ability the two parts are no longer given. The proof shall be carried on board;
c)
should be constructed as double-hull vessels in accordance with ADN; dry warships shall comply with paragraphs 9.1.0.91 to 9.1.0.95, tankers shall comply with paragraphs 9.3.2.11.7 and 9.3.2.13 to 9.3.2.15 of Part 9 of the ADN;
d)
have a multi-screw drive according to point 1 (a), first half-sentence;
e)
have an entry in the ship test under point 52 that they meet the specific requirements referred to in points (a) to (d).
3.
Passenger ships with L of more than 110 m, who want to drive above Mannheim, have to be in addition to the number 1:
a)
be built or converted under the supervision of a recognised classification society for its highest class. This must be confirmed by a certificate issued by the classification society. The current class is not required;
b)
either
have a double floor with a height of at least 600 mm and a bulkhead division which ensures that the ship does not dips below the margin line in the event of flooding of any two adjacent watertight compartments and that the vessel is not submerged in the vessel. Residual safety distance of 100 mm remains
or
have a double bottom with a height of at least 600 mm and a double hull with a distance between the side wall of the ship and the longitudinal bulkhead of at least 800 mm;
c)
have a multi-screw drive with at least two independent drive machines of the same power, and a bow thruster system operable from the control house, which is effective in longitudinal and transverse directions;
d)
to put the Heckanker directly from the tax house.
e)
have an entry in the ship test under point 52 that they meet the specific requirements referred to in points (a) to (d).
Unofficial table of contents

Section 22a.06 Application of Part IV in the case of reconstructions

In the case of vehicles which are to be converted to a length of more than 110 metres, the Commission of Inquiry may apply Chapter 24 only on the basis of special recommendations issued by the Central Commission for the Navigation of the Rhine. Unofficial table of contents

Section 22.02 marginal conditions and calculation procedures for the proof of stability when transporting unsecured containers

1.
In the case of unsecured containers, each calculation method for determining the stability of the ship shall be based on the following conditions:
a)
The metacentric height shall not be less than 1.00 m.
b)
With simultaneous action of the centrifugal force during the rotary movement, the wind pressure and the influence of the free liquid surfaces, the inclination occurring must not exceed 5 ° and side deck shall not come to water.
c)
The craning lever of centrifugal force during the rotational movement shall be calculated according to the following formula:



In this formula:
cKZ Added value (cKZ = 0,04) [ s 2 /m];
C the greatest speed of the ship against water [m/s];
Height of the centre of gravity of the loaded ship above the base [m];
T Draught of the laden ship [m].
d)
The wrenching lever of wind pressure shall be calculated according to the following formula:



In this formula:

CKW Added value (cKW = 0.025) [ t/m 2 ];
A ' Overwater lateralplan at the laden ship [ m 2 ];
D Deplacement of the laden ship [t];
lw Height of the centre of gravity of the lateral surface A ' above the waterline [m];
T Draught of the laden ship [m].
e)
The wrenching lever of free surfaces of rainwater and residual water in the cargo hold or in the double floor shall be calculated according to the following formula:



In this formula:

cKfO Added value (cKfO = 0.015) [ t/m 2 ];
B Width of the space or space in question [m]; (*)
I the length of the space or space in question [m]; (*)
D Deplacement of the laden ship [t].
f)
For each loading case, fuel and fresh water can be expected with half of the stocks.
2.
The stability of an inland waterway vessel loaded with unsecured containers shall be considered sufficient if the existing inland waterway vessel is not equal to or less than 1 according to the following formulae. Where: For different displacements over the entire depth range.
a)


For a value of less than 11.5 must not be used (11.5 = 1/tan 5 °).
b)


The smaller value for according to formula a or b is authoritative.

In these formulas:

the maximum permissible height of the centre of gravity of the laden ship via the base [m];
the height of the metacentre above the base [m] in accordance with the approximate formula referred to in point 3;
F in each case an existing freeboard at ½ L [m];
Z Added value for centrifugal force in the rotary circle
C the greatest speed of the ship against water [m/s];
Tm in each case medium draught [m];
hKW Wrinkled lever made of lateral wind pressure according to point 1 (d) [m];
hKfO Total of the craniest levers of free liquid surfaces according to point 1 (e) [m].
3.
Approximate formula for
If there is no curl sheet, the value for the calculation according to point 2 and § 22.03 no. 2 The following approximate formulae shall be determined:
a)
for vessels with a pontoon shape

b)
for other vessels

(*)
Space sections of free liquid surfaces are formed when liquid surfaces independent of one another are formed by water-tight longitudinal and/or transverse subdivisions.

Chapter 22b
Special provisions for fast ships

Unofficial table of contents

Section 22b.01 General

1.
Fast ships must not be built as cabin ships.
2.
The following facilities shall be prohibited on fast ships:
a)
devices equipped with wick burners in accordance with § 13.02;
b)
oil heating furnaces with evaporative burners in accordance with § § 13.03 and 13.04;
c)
Heaters with solid fuels according to § 13.07;
d)
Liquefied gas installations according to Chapter 14.
Unofficial table of contents

Section 22b.02 Application of Part I

1.
In addition to § 2.03, fast ships must be constructed and classified under the supervision of a recognised classification society, which has special rules for fast ships, according to their applicable regulations. The class is to be maintained.
2.
By way of derogation from § 2.06, the period of validity of the ship's most recent ships issued in accordance with the provisions of this Chapter shall be no more than five years.
Unofficial table of contents

Section 22b.03 Application of Part II

1.
Without prejudice to the provisions of point 2 and section 22b.02 No. 2, for fast ships, Chapters 3 to 15 shall apply, with the exception of the following provisions:
a)
§ 3.04 No. 6 (2);
b)
Section 8.08 (2), second sentence;
c)
Section 11.02 No. 4, sentence 2 and sentence 3;
d)
§ 12.02 N ° 4, sentence 2;
e)
Section 15.06 No. 3 (a) (2) sentence 3.
2.
By way of derogation from § 15.02 No. 9 and § 15.15 No. 7, all of the bulkhead doors must be able to be remotely operated.
3.
By way of derogation from § 6.02 No. 1, in the event of failure or malfunction of the drive system of the rowing machine, a second independent drive system of the rowing machine or a manual drive must be put into operation without time delay.
4.
In addition to the requirements of Part II, for fast ships, § § 22b.04 to 22b.12 apply.
Unofficial table of contents

Section 22b.04 Seats and seatbelts

Seats must be available for the maximum number of persons on board. Seats shall be fitted with safety belts. Safety belts may be dispensed with if there is a suitable impact protection or in cases where they are not required in the HSC Code 2000 Chapter 4, Section 6. Unofficial table of contents

§ 22b.05 freeboard

By way of derogation from § 4.02 and § 4.03, the freeboard shall be at least 500 mm. Unofficial table of contents

§ 22b.06 Lift, stability and subdivision

For fast ships
a)
Buoyant and stability properties that ensure the safety of the vehicle in the displacement drive, both in the undamaged condition and in the event of leakage,
b)
stability properties and stabilization systems, which ensure the safety of the vehicle in the operating state with dynamic buoyness and in the transitional phase,
c)
Stability properties in the operating state with dynamic buoyant and in the transition phase, which allow the vehicle to safely get into the displacer state in case of any system malfunction,
have been sufficiently proven. Unofficial table of contents

§ 22b.07 Tax House

1.
Setup
a)
By way of derogation from § 7.01 No. 1, the tax house shall be set up in such a way that both the rowing worker and a second crew member can perform their duties at any time during the journey.
b)
The level of taxation shall be such as to ensure that the persons referred to in point (a) find their place of work. The navigation, manoeuvring, monitoring, messaging and other operational equipment are so close shall be arranged side by side in such a way that both the rower and a second crew member shall receive all the necessary information to be able to operate the equipment and the operating equipment in the seats, as required. In any case, it must:
aa)
the control level of the rowing worker shall be in the form of a radar one-man tax base;
bb)
the second crew member at his workplace has his own radar image (slave) and from his/her workplace shall be able to obtain the transmission of messages and intervene in the propulsion of the vehicle.
c)
The persons referred to in point (a) must also be able to use the facilities referred to in point (b) without any hindrants in the case of safety belts properly laid down.
2.
Free view
a)
By way of derogation from Article 7.02 (2), the shadow may not be more than one vehicle length in front of the bow in the case of a sitting position and at each loading condition.
b)
By way of derogation from § 7.02 No. 3, the sum of the sectors without a free field of view must be not more than 20 ° after each side from ahead to 22.5 ° after each side. Each individual sector without a free field of vision must not exceed 5 °. The manageable sector between two sectors without a free field of vision must not be less than 10 °.
3.
Instruments
The instrument panels for the operation and for the monitoring of the systems referred to in § 22b.11 must be arranged separately at clearly marked points within the control house. This shall also apply, where appropriate, to facilities for the supply of collection-rescue funds.
4.
Lighting
Red light shall be used in areas or equipment which must be illuminated during operation.
5.
Window
Mirrors are to be prevented. Equipment to prevent glare from sunlight must be present.
6.
Surface materials
Reflections from surface materials are to be prevented in the wheelhouse.
Unofficial table of contents

§ 22b.08 Additional equipment

Fast vehicles must be equipped with:
a)
a radar device and a turning indicator in accordance with § 7.06 No. 1 and
b)
Ready-to-handle individual rescuers according to the European standard EN 395: 1998 for the total maximum number of persons on board.
Unofficial table of contents

Section 22b.09 Closed areas

1.
General
Publicly accessible rooms and apartments and their equipment must be designed in such a way as to ensure that persons are not properly used in the case of normal start or stop or emergency start or emergency stop, or Maneuvering under normal driving conditions or in case of failure or maloperation can injurize.
2.
Communication
a)
In order to provide information on safety measures, all passenger ships must be equipped with acoustic and visual equipment, which can be heard and seen by all passengers.
b)
With the aid of the facilities referred to in point (a), the ship's guide shall be able to give instructions to passengers.
c)
For each passenger, emergency instructions, including a general sketch of the vehicle, must be available in the vicinity of the seat, from which all exits, evacuation routes, emergency equipment, rescue equipment, and the application of the Life jackets are visible.
Unofficial table of contents

§ 22b.10 Outputs and escape routes

Escape routes and rescue routes must meet the following requirements:
a)
A lighter, safer and faster access from the tax base to the publicly accessible rooms and the apartments must be ensured.
b)
The escape routes to the emergency exits must be clearly and permanently marked.
c)
All exits must be sufficiently marked. The functioning of the opening mechanism must be clearly recognisable from the outside and inside.
d)
The escape routes and emergency exits must have a suitable safety guidance system.
e)
In addition to the exits, there must be enough space for a crew member.
Unofficial table of contents

Section 22b.11 Fire protection and fire-fighting

1.
Corridors, publicly accessible rooms and apartments, kitchens and machinery spaces must be connected to a suitable fire alarm system. The presence of fire and fire must be carried out automatically by the ship's personnel. occupied position.
2.
Machinery spaces shall be provided with a permanently installed fire extinguishing system according to § 10.03b.
3.
Publicly accessible rooms and apartments and their escape routes must be equipped with a self-operating pressure water spray system according to § 10.03a. Löschwasser must be able to be quickly and immediately removed from the outside.
Unofficial table of contents

Section 22b.12 Transitional provisions

Rapid ships within the meaning of Section 1.01 (20a), which shall have a valid ship test on 31 March 2003, shall comply with the following provisions of this Chapter:
a)
in the renewal of the ship's best
§ § 22b.01; 22b.04; 22b.08; 22b.09; 22b.10; 22b.11 No. 1;
b)
1 April 2013
Section 22b.07 Nos. 1, 3, 4, 5 and 6;
c)
1 January 2023
the other provisions.
Unofficial table of contents

Section 22.03 marginal conditions and calculation procedures for the proof of stability during transport of secured containers

1.
In the case of secure containers, any calculation procedure to determine the stability of the ship shall be based on the following conditions:
a)
The metacentric height shall not be less than 0,50 m.
b)
With simultaneous action of the centrifugal force during the rotary movement, the wind pressure and the influence of the free liquid surfaces, no opening of the ship's body can come to water.
c)
The craning levers from the centrifugal force during the rotary movement, from the wind pressure and from the free liquid surfaces are to be calculated in accordance with the formulas of § 22.02 No. 1, letter c to e.
d)
For each loading case, half of the stocks of fuel and fresh water are to be used.
2.
The stability of an inland waterway vessel loaded with secure containers shall be considered sufficient if the existing vessel equal to or less than 1 according to the following formulae. Where: For different displacements over the entire depth range.
a)


For shall not be less than 6.6 and

for no smaller value than 0 is used.
b)

The smaller value for according to formula a or b is authoritative.

In these formulas:

I Wide moment of inertia of the waterline at Tm [ m 4 ] according to the approximate formula in accordance with point 3;
I Width moment of inertia of the base parallel waterline at the height
Displacement of the ship at Tm [ m 3 ];
F ' ideal freeboard F '= H'-Tm [m] or
A Vertical distance between the lower edge of the opening and the water line when the ship is in the upright position. [m]
B Distance of the same opening from the middle of the ship [m];
H ' Ideal page height
q Sum of the volumes of deckhouses, hatches, trunks and other superstructures up to a maximum height of 1.0 m above H, or up to the lowest opening of the volume under consideration. The smaller value is important. Volume fractions, which are arranged within a range of 0.05 L from the ship's ends, shall not be taken into account [ m 3 ].
3.
Approximate formula for I
If there is no curve sheet, the value for the width moment I of the waterline can be used for the calculation in accordance with point 2 from the following approximate formulae:
a)
for vessels with a pontoon shape

b)
for other vessels

Unofficial table of contents

Section 22.04 Procedure for the stability assessment on board

The procedure of the stability assessment can be found in the documents according to § 22.01 No. 2.

Part III
Crew rules

Chapter 23
Equipment of ships with regard to crew

Unofficial table of contents

§ § 23.01 to 23.08 (omitted)

Unofficial table of contents

Section 23.09 Equipment of ships

The provisions of Annex XI, section 2.01 shall apply. Unofficial table of contents

§ § 23.10 to 23.15 (omitted)

Part IV

Chapter 24
Transitional and final provisions

Unofficial table of contents

Section 24.01 Application of the transitional provisions to vehicles already in operation

1.
The provisions of § § 24.02 to 24.04 shall apply only to vehicles which, upon the entry into force of this Regulation, are in possession of a valid ship's test after the Rhine boat examination regulations in force on 31 December 1994 or themselves on 31 December 1994. In 1994, they were in construction or conversion.
2.
For vehicles not falling under number 1, § 24.06 shall apply.
Unofficial table of contents

§ 24.02 Deviations for vehicles already in operation

1.
Without prejudice to § § 24.03 and 24.04, vehicles which do not comply fully with the provisions of this Regulation shall be required to:
a)
be adjusted in accordance with the transitional provisions set out in the table below, and
b)
up to the date of their adaptation to the version of the Rheinschiffs-Investigation Order, which is valid on 31 December 1994.
2.
In the table below:

- "N.E.U.": This provision does not apply to vehicles which are already in operation, unless the parts concerned are replaced or converted, i.e. the rule applies only to new buildings and in the case of replacement or conversion of the affected parts or areas. If existing parts are replaced by replacement parts with the same technique and type of power, this does not mean a replacement "E" within the meaning of these transitional provisions.
- "Renewal of the ship's test": The regulation shall be fulfilled at the next renewal of the ship's validity period following the date indicated.


§ § and No. Contents the deadline or Remarks
Chapter 3
3.03 No 1 (a) Location of the Collision Bulkhead N.E.U., no later than the renewal of the ship's test after 1.1.2035
No. 2 Apartments N.E.U., no later than the renewal of the ship's test after 1.1.2010
Security Facilities N.E.U., no later than the renewal of the ship's best after 1.1.2015
No. 4 Gas-tight separation of the flats of machinery, boiler and cargo spaces N.E.U., no later than the renewal of the ship's test after 1.1.2010
No. 5
2. Paragraph
Remote monitoring of hatchback doors N.E.U., no later than the renewal of the ship's test after 1.1.2010
No. 7 Pre-ships with Ankernischen N.E.U., no later than the renewal of the ship's best after 1.1.2041
3.04 No. 3 sentence 2 Insulation in machinery spaces N.E.U., no later than the renewal of the ship's best
3, sentence 3 and sentence 4 Openings and closure organs N.E.U., no later than the renewal of the ship's best
No. 6 Machine room outputs Machinery spaces, which were not to be assigned to the machinery spaces before 1995 in accordance with § 1.01, need only be retrofitted with a second exit at N.E.U., at the latest when the ship's test is renewed after 1.1.2035
Chapter 5
5.06 1 sentence 1 Minimum Speed For vehicles with construction year prior to 1996 at the latest when the ship's ship is renewed after 1.1.2035
Chapter 6
6.01 No. 1 Maneuvering properties according to Chapter 5 N.E.U., no later than the renewal of the ship's test after 1.1.2035
No. 3 Inclination and ambient temperatures N.E.U., no later than the renewal of the ship's test after 1.1.2010
No. 7 Shaft lead-throughs of rowing shafts For vehicles with construction year prior to 1996 at N.E.U., no later than the renewal of the ship's best after 1.1.2015
6.02 No. 1 Presence of separate hydraulic tanks N.E.U., no later than the renewal of the ship's test after 1.1.2010
Doubling of control valves in hydraulic drive systems N.E.U., no later than the renewal of the ship's best after 1.1.2020
Separate lead of the pipeline for the second drive system in hydraulic drive systems N.E.U., no later than the renewal of the ship's best after 1.1.2020
6.02 No. 2 Commissioning of the 2nd drive system with only one operating shop N.E.U., no later than the renewal of the ship's test after 1.1.2010
No. 3 Achieving the manoeuvring characteristics according to Chapter 5 during operation of the second propulsion system/manual operation N.E.U., no later than the renewal of the ship's test after 1.1.2035
6.03 No. 1 Connection of other consumers to hydraulic drive systems N.E.U., no later than the renewal of the ship's test after 1.1.2010
6.05 No. 1 Automatic uncoupling of the hand control wheel N.E.U., no later than the renewal of the ship's test after 1.1.2010
6.06 No. 1 Two independent control systems N.E.U., no later than the renewal of the ship's best after 1.1.2015
6.07 Point 2 (a) Level alarm of the hydraulic tanks and alarm of the operating pressure N.E.U., no later than the renewal of the ship's test after 1.1.2010
Point e Monitoring of buffer systems N.E.U., no later than the renewal of the ship's best
6.08 No. 1 Requirements for electronic equipment in accordance with § 9.20 N.E.U., no later than the renewal of the ship's best after 1.1.2015
Chapter 7
7.02 No. 3
paragraph 2
Free view in the view axis of the rudder geese N.E.U., no later than the renewal of the ship's best after 1.1.2015
No. 5 Minimum light transmittance N.E.U., no later than the renewal of the ship's test after 1.1.2010
7.03 No. 7 Delete the alarms N.E.U., no later than the renewal of the ship's test, unless there is a radar-one-man tax stand
No. 8 Automatic switching to a different power source N.E.U., no later than the renewal of the ship's test after 1.1.2010
7.04 No. 1 Operation of drive machines and control devices N.E.U., no later than the renewal of the ship's best
No. 2 Machine Control as far as there is not a radar single-man control stand: N.E.U., no later than the renewal of the ship's test after 1.1.2035 for directly controlled machines, 1.1.2010 for other machines
No. 3 Display as far as there is not a radar single-man tax stand: N.E.U., no later than the renewal of the ship's test after 1.1.2010
9 sentence 3 Operation by means of a lever N.E.U., no later than the renewal of the ship's test after 1.1.2010
Sentence 4 Inadmissibility of the display direction of the thrust beam N.E.U., no later than the renewal of the ship's test after 1.1.2010
7.05 No. 1 Signal lights, their housings, accessories and light sources signal lights, their housings, accessories and light sources, which comply with the requirements of 30 November 2009 on the colour and light intensity of the onboard lights as well as the approval of signalling lights in the Rhine navigation system, may continue to be used.
7.06 No. 1 Navigation radar installations which were approved before 1 January 1990 Navigation radar systems approved before 1 January 1990 and installed before 1 January 2000 may be installed until the renewal of the ship's best after 31 December 2009, but at the latest until 31 December 2011, and if a valid installation certificate (1989-II-35, VkBl. 1989, pp. 830 no. 127, Appendix 3) is available.
Turning indicators approved before 1 January 1990 Turning indicators, approved before 1 January 1990 and installed before 1 January 2000, may be installed and operated until the renewal of the ship's best after 1 January 2015, if a valid certificate of incorporation (1989-II-35, VkBl. 1989, pp. 830, No 127, Appendix 3).
Navigation radar systems and turning indicators approved from 1 January 1990 Navigation radar systems and turning indicators, which shall apply from 1 January 1990 on the basis of the provisions relating to the minimum requirements and conditions for testing of navigation radar systems in the Rhine navigation system and of the provisions relating to the navigation system Minimum requirements and test conditions for turning indicators in the navigation of the Rhine may continue to be installed and, if a valid installation certificate is based on the requirements for the installation and the function testing of Navigation radar systems and turning indicators in the Rhine navigation system (1989-II-35, VkBl. 1989 p. 830 No 127, Appendix 3), or the Annex M, Part III, to this Regulation.
7.06 No. 3 Inland AIS Devices IMO Class A transponders, which have been proven to be installed before 1.4.2008, are approved until 31 December 2011
7.09 Alarm system N.E.U., no later than the renewal of the ship's test after 1.1.2010
7.12 paragraph 1 Height-adjustable control houses N.E.U., no later than the renewal of the ship's best
In the case of non-hydraulic lowering: at the latest upon renewal of the ship's test after 1.1.2035
paragraph 2
and 3
N.E.U., no later than the renewal of the ship's best
Chapter 8
8.01 No. 3 Only combustion engines whose fuel flash point is above 55 ° C N.E.U., no later than the renewal of the ship's best after 1.1.2015
8.02 No. 1 Securing the machine systems against unintentional commissioning N.E.U., no later than the renewal of the ship's test after 1.1.2010
No. 4 Shielding of line connections N.E.U., no later than the renewal of the ship's test after 1.1.2025
No. 5 Mantle tube systems N.E.U., no later than the renewal of the ship's best after 1.1.2025
No. 6 Isolation of machine parts N.E.U., no later than the renewal of the ship's best
8.03 No. 2 Monitoring facilities N.E.U., no later than the renewal of the ship's test after 1.1.2010
No. 3 (dropped)
No. 4 Display and out-of-operation of automatic speed reduction N.E.U., no later than the renewal of the ship's test after 1.1.2010
No. 5 Shaft lead-throughs of drive systems N.E.U., no later than the renewal of the ship's best after 1.1.2015
8.05 No. 1 Fuel tanks made of steel N.E.U., no later than the renewal of the ship's best after 1.1.2015
No. 2 Self-closing drainage valves N.E.U., no later than the renewal of the ship's best
No. 3 No fuel tanks in front of the collision bulkhead N.E.U., no later than the renewal of the ship's test after 1.1.2010
No. 4 No fuel tanks and their valves via machine systems or exhaust pipes N.E.U., no later than the renewal of the ship's test after 1 January 2010. Up to this point, it must be ensured, by means of collecting containers or drip plates, that running fuel can be discharged safely.
No. 6, sentences 3 to 5 Installation and dimensioning of the ventilation pipes and connecting lines N.E.U., no later than the renewal of the ship's test after 1.1.2010
7 sentence 1 Actuation of the quick-release valve on the tank from deck, even if the affected areas are closed N.E.U., no later than the renewal of the ship's best after 1.1.2015
9 sentence 2 Readability of the pliners up to the highest filling level N.E.U., no later than the renewal of the ship's test after 1.1.2010
No. 13 Level monitoring not only for the drive machines, but also for the other engines required for driving N.E.U., no later than the renewal of the ship's best after 1.1.2015
8.06 Lubricating oil tanks, pipes and accessories N.E.U., no later than the renewal of the ship's test after 1.1.2045
8.07 Tanks for oils used in power transmission systems, switching, propulsion and heating systems, lines and accessories N.E.U., no later than the renewal of the ship's test after 1.1.2045
8.08 No. 8 Inadmissibility of simple shut-off devices as connection of ballast cells to the lence system for cargo spaces, which are set up for ballast uptake N.E.U., no later than the renewal of the ship's best after 1.1.2010
No. 9 PeilFacility in Laderaumbilgen N.E.U., no later than the renewal of the ship's test after 1.1.2010
8.09 No. 2 Equipment for collecting oil-containing water and used oil N.E.U., no later than the renewal of the ship's test after 1.1.2010
8.10 No. 3 Noise limit of 65 dB (A) for non-stop vessels N.E.U., no later than the renewal of the ship's best after 1.1.2015
Chapter 8a
The provisions shall not apply
a)
for engines installed on board prior to 1 January 2003, and
b)
for replacement engines *, which are to be installed on board ships operating on 1 January 2002, until 31 December 2011.
8a.02 No. 2 Limits For engines installed on board prior to 1.7.2007, the limits of the following table shall apply:
*
An exchange motor is a used, instated engine, which is similar to the engine it replaces with respect to power, speed and installation conditions.


PN
[kW]
CO
[g/kWh]
HC
[g/kWh]
NOx
[g/kWh]
PT
[g/kWh]
37 ≤ PN < 75 6.5 1.3 9.2 0.85
75 ≤ PN < 130 5.0 1.3 9.2 0.70
PN ≥ 130 5.0 1.3 n ≥ 2800 min -1 = 9,2 0.54
500 ≤ n < 2800 min -1 = 45-n (-0, 2)


§ § and No. Contents the deadline or Remarks
Chapter 9
9.01 1 sentence 2 Required documents must be submitted to the SUC N.E.U., no later than the renewal of the ship's test after 1.1.2035
No. 2
2.
Plans of main, emergency and distribution switchboards must be on board N.E.U., no later than the renewal of the ship's test after 1.1.2010
No. 3 Ambient temperatures in the interior and on deck N.E.U., no later than the renewal of the ship's test after 1.1.2010
9.02 No. 1 to 3 Energy supply systems N.E.U., no later than the renewal of the ship's test after 1.1.2010
9.05 No. 4 Protective Conductor Cross Sections N.E.U., no later than the renewal of the ship's best after 1.1.2015
9.11 No. 4 Ventilation of closed rooms, cabinets or boxes in which accumulators are installed N.E.U., no later than the renewal of the ship's best
9.12 Point 2 (d) Direct feed for consumers for ship propulsion and maneuvering N.E.U., no later than the renewal of the ship's best after 1.1.2015
Point 3 (b) Ground-level monitoring device N.E.U., no later than the renewal of the ship's test after 1.1.2010
9.13 Emergency stop-off devices N.E.U., no later than the renewal of the ship's test after 1.1.201
9.14 No. 3 sentence 2 Ban on single-pole switches in washing and bath rooms as well as in other wet cells N.E.U., no later than the renewal of the ship's test after 1.1.2010
9.15 No. 2 Minimum cross-section per wire of 1,5 mm 2 N.E.U., no later than the renewal of the ship's test after 1.1.2010
No. 10 Cable to movable control houses N.E.U., no later than the renewal of the ship's test after 1.1.2010
9.16 No. 3 sentence 2 Second circuit N.E.U., no later than the renewal of the ship's best after 1.1.2015
9.19 Alarm and security systems for machine-based equipment N.E.U., no later than the renewal of the ship's best after 1.1.2015
9.20 Electronic equipment N.E.U., no later than the renewal of the ship's test after 1.1.2035
9.21 Electromagnetic compatibility N.E.U., no later than the renewal of the ship's test after 1.1.2035
Chapter 10
10.01 Anchor Equipment N.E.U., no later than the renewal of the ship's test after 1.1.2010
10.02 1 sentence 2
point (b)
Containers made of steel or other shock-resistant and non-combustible material with at least 10 l of contents N.E.U., no later than the renewal of the ship's best
No. 2
point (a)
Certificate for wire ropes and other ropes First rope to be replaced on the ship: N.E.U., no later than 1.1.2008
Second and third rope: 1.1.2013
10.03 No. 1 European Standard For replacement, at the latest 1.1.2010
No. 2 Suitability for fire classes A, B and C For replacement, at the latest 1.1.2010
No. 4 Filling mass of CO2 and space content For replacement, at the latest 1.1.2010
10.03a Permanently installed fire extinguishing systems in apartments, tax houses and passenger rooms N.E.U., no later than the renewal of the ship's test after 1.1.2035
10.03b Permanently installed fire extinguishing systems in machinery, boiler and pump rooms (*)
10.04 Application of the European Standard on boats N.E.U., no later than the renewal of the ship's best after 1.1.2015
10.05 No. 2 Inflatable life jackets N.E.U., no later than the renewal of the ship's test after 1 January 2010. Life jackets on board on 30 September 2003 can continue to be used until the renewal of the ship's best after 1 January 2010.
Chapter 11
11.02 No. 4 Installation of the outer edges of decks, gangboredes and other working areas N.E.U., no later than the renewal of the ship's best after 1.1.2015
11.04 Gangbord (**) First renewal of the ship's best after 1.1.2035 at a width of more than 7.30 m
11.05 Nr.1 Access to jobs N.E.U., no later than the renewal of the ship's test after 1.1.2035
No. 2 and 3 Doors as well as entrants and exits and aisles with height differences of more than 0,50 m N.E.U., no later than the renewal of the ship's test after 1.1.2035
No. 4 Staircases in permanent jobs N.E.U., no later than the renewal of the ship's test after 1.1.2035
11.06 No. 2 Exits and emergency exits N.E.U., no later than the renewal of the ship's test after 1.1.2035
11.07 1 sentence 2 Climbing devices N.E.U., no later than the renewal of the ship's test after 1.1.2035


(*)
1.
Before the 1. CO2 fire-extinguishing systems permanently installed in October 1980 remain approved until the renewal of the ship's test after 1 January 2035, if they comply with Section 7.03 (5) of the Decision 1975-I-23.
2.
Fire extinguishers permanently installed before 1 April 1992 and operated with the extinguishing agent Halon 1301 (CBrF3) shall remain approved until the renewal of the ship's test after 1 January 2005, but not later than 1 January 2010, if they are not 7.03 No 5 in the text of Decision 1985-II-26.
3.
CO2 fire-extinguishing systems permanently installed from 1 April 1992 to 31 December 1994 remain approved until the renewal of the ship's test after 1 January 2035, if they are subject to the provisions of Section 7.03 (5) of the Rheinship examination regulations in force on 31 December 1994. .
4.
Recommendations issued by the Central Commission for the Navigation of the Rhine from 1 April 1992 to 31 December 1994 shall remain in accordance with Section 7.03 (5) of the Rhine Ship Investigation Order in force on 31 December 1994, pending the renewal of the ship's best in accordance with the first paragraph of this Article. January 2035.
5.
Section 10.03b No 2 (a) shall apply until the renewal of the ship's test after 1 January 2035 only if these installations are installed in ships, the keel of which shall be in accordance with the provisions of the first subparagraph. The report was adopted in October 1992.
(**)
This provision shall apply to vessels laid down in Kiel after 31 December 1994 and for vessels operating in operation, with the following conditions:
In the event of a renewal of the entire cargo space area, the provisions of § 11.04 shall be complied with. In the case of conversions, which extend over the entire length of the gangboard area and through which the clear width of the gangboard is changed,
a)
§ 11.04 shall be complied with if the clear width of the gangboard before the conversion is to be reduced up to a height of 0.90 m or the clear width of the gangboard,
b)
shall not fall below the clear width of the gangboard up to a height of 0.90 m or the clear width thereof before the conversion, if these dimensions are smaller than those according to § 11.04.


§ § and No. Contents the deadline or Remarks
No. 2 and 3 N.E.U., no later than renewal of the ship's best
11.10 Hatch covers N.E.U., no later than the renewal of the ship's test after 1.1.2010
11.11 Winches N.E.U., no later than the renewal of the ship's test after 1.1.2010
11.12 No. 2, 4, 5 and 9 Factory shield, protective devices, documents on board N.E.U., no later than the renewal of the ship's best after 1.1.2015
11.13 Storage of flammable liquids N.E.U., no later than the renewal of the ship's best
Chapter 12
12.01 No. 1 Apartments for persons normally living on board N.E.U., no later than the renewal of the ship's test after 1.1.2035
12.02 No. 3 Location of floors N.E.U., no later than the renewal of the ship's test after 1.1.2035
No. 4 Stay and bed rooms N.E.U., no later than the renewal of the ship's test after 1.1.2035
No. 6 Standing height in apartments N.E.U., no later than the renewal of the ship's test after 1.1.2035
No. 8 Floor area of the common rooms N.E.U., no later than the renewal of the ship's test after 1.1.2035
No. 9 Volume of rooms N.E.U., no later than the renewal of the ship's test after 1.1.2035
No. 10 Air volume per person N.E.U., no later than the renewal of the ship's test after 1.1.2035
No. 11 Dimensions of doors N.E.U., no later than the renewal of the ship's test after 1.1.2035
12 (a) and (b) Stairway arrangement N.E.U., no later than the renewal of the ship's test after 1.1.2035
No. 13 Cables for hazardous gases and hazardous liquids N.E.U., no later than the renewal of the ship's best after 1.1.2035
12.03 Sanitary facilities N.E.U., no later than the renewal of the ship's test after 1.1.2035
12.04 Kitchens N.E.U., no later than the renewal of the ship's test after 1.1.2035
12.05 (dropped)
12.06 Heating and ventilation N.E.U., no later than the renewal of the ship's test after 1.1.2035
12.07 1 sentence 2 Other housing facilities N.E.U., no later than the renewal of the ship's test after 1.1.2035
Chapter 15
15.01 1 (c) Non-application of § 8.08 No. 2 sentence 2 N.E.U., no later than the renewal of the ship's best after 1.1.2007
Point d Non-application of § 9.14 No. 3 sentence 2 at rated voltages above 50 V N.E.U., no later than the renewal of the ship's test after 1.1.2010
Point 2 (c) Prohibition of oil heating furnaces with evaporating burners according to § 13.04 N.E.U., no later than the renewal of the ship's best after 1.1.2007
Point d Prohibition of heating with solid fuels according to § 13.07 N.E.U., no later than the renewal of the ship's test after 1 January 2010. This provision does not apply to vehicles with fixed fuel-operated propulsion systems (steam engines).
Point e Prohibition of liquefied gas plants under Chapter 14 N.E.U., no later than the renewal of the ship's best after 1.1.2045. The transitional provision shall apply only if there are warning devices in accordance with Section 15.15 (9).
15.02 No. 2 Number and arrangement of the Scots N.E.U., no later than the renewal of the ship's test after 1.1.2045
No 5 sentence 2 Margin line if no bulkhead deck For passenger ships placed on Kiel before 1 January 1996, the regulation shall apply to N.E.U., no later than the renewal of the ship's best after 1.1.2045.
Point 10 (c) Duration of the remote-operated closing process N.E.U., no later than the renewal of the ship's best after 1.1.2015
No. 12 Warning system in the wheelhouse, indicating which bulkhead door is open N.E.U., no later than the renewal of the ship's best
No. 15 Height of the double floors, width of the pilgrims N.E.U., no later than the renewal of the ship's test after 1.1.2045
15.03 No. 1 to 6 Intactstability N.E.U. and, in the case of an increase in the number of passengers registered, no later than the renewal of the ship's best after 1.1.2045
7 and 8 Leakage stability N.E.U., no later than the renewal of the ship's test after 1.1.2045
No. 9 Leakage stability N.E.U., no later than the renewal of the ship's test after 1.1.2045
Vertical extension of the bottom ledge N.E.U., no later than the renewal of the ship's test after 1.1.2045

For ships with a watertight deck at a distance of at least 0.50 m and less than 0.60 m from the ship's floor, which for the first time have received a ship test before 31.12.2005, N.E.U. shall apply.
2-Department Status N.E.U.
Numbers 10 to 13 Leakage stability N.E.U., no later than the renewal of the ship's test after 1.1.2045
15.05 Point 2 (a) Number of passengers for which a collection area according to § 15.06 No. 8 has been proven N.E.U., no later than the renewal of the ship's test after 1.1.2045
point (b) Number of passengers on the basis of the stability calculation according to § 15.03 N.E.U., no later than the renewal of the ship's test after 1.1.2045
15.06 1 sentence 1 Passenger compartments on all decks behind the collision bulkhead and in front of the rear bulkhead N.E.U., no later than the renewal of the ship's test after 1.1.2045
Set 2 Requirements for cover areas that are included N.E.U., no later than the renewal of the ship's best
No. 2 Cabinets and rooms according to § 11.13 for flammable liquids N.E.U., no later than the renewal of the ship's best after 1.1.2007
Point 3 (c) sentence 1 Clear height of outputs N.E.U., no later than the renewal of the ship's test after 1.1.2045
Set 2 Width of doors of passenger cabins and other small rooms For the width of 0.7 m, N.E.U. shall apply, at the latest upon renewal of the ship's test after 1.1.2045.
Point f, sentence 1 Dimension of emergency exits N.E.U., no later than the renewal of the ship's test after 1.1.2045
point (g) Exits intended for use by persons with reduced mobility N.E.U., no later than the renewal of the ship's test after 1.1.2045
4 (d) Doors intended for use by persons with reduced mobility N.E.U., no later than the renewal of the ship's test after 1.1.2045
No. 5 Connection request requirements N.E.U., no later than the renewal of the ship's test after 1.1.2045
6 (b) Escape routes to collection areas N.E.U., no later than the renewal of the ship's test after 1.1.2045
point (c) Escape routes not through machinery spaces N.E.U., no later than the renewal of the ship's best after 1.1.2007
Escape routes not by kitchens N:E.U., no later than the renewal of the ship's best after 1.1.2015
Point d No climbing iron corridors, ladders or similar in escape routes N.E.U., no later than the renewal of the ship's test after 1.1.2045
No. 7 Appropriate safety guidance system N.E.U., no later than the renewal of the ship's best after 1.1.2015
No. 8 Collection requirements N.E.U., no later than the renewal of the ship's test after 1.1.2045
No. 9 Requirements for stairs and podeste in the passenger area N.E.U., no later than the renewal of the ship's test after 1.1.2045
Point 10 (a), first sentence Railings according to standard EN 711: 1995 N.E.U., no later than the renewal of the ship's test after 1.1.2045
Set 2 Height of armor dresses and decks of decks used by persons with reduced mobility N.E.U., no later than the renewal of the ship's test after 1.1.2045
Point (b) sentence 2 Clear width of the openings used for the onboard movement of persons with reduced mobility N.E.U., no later than the renewal of the ship's test after 1.1.2045
No 12 Land webs according to standard EN 14206: 2003 N.E.U., no later than the renewal of the ship's best after 1.1.2007
No. 13 Traffic areas and walls of traffic areas intended for use by persons with reduced mobility N.E.U., no later than the renewal of the ship's test after 1.1.2045
14 sentence 1 Properties of glass doors, glass walls on traffic areas and window panes N.E.U., no later than the renewal of the ship's test after 1.1.2045
No. 15 Requirements for superstructures, which consist entirely or whose roofs are made up of panoramic pans N.E.U., no later than the renewal of the ship's test after 1.1.2045
Requirements for Einhausungen N.E.U., no later than the renewal of the ship's best
No. 16 Drinking water systems according to § 12.05 N.E.U., no later than 31.12.2006
17 sentence 2 Requirements for toilets for persons with reduced mobility N.E.U., no later than the renewal of the ship's test after 1.1.2045
No. 18 Ventilation systems for cabins with no windows to open N.E.U., no later than the renewal of the ship's test after 1.1.2045
No. 19 Requirements of § 15.06 to rooms in which crew or on-board personnel are accommodated N.E.U., no later than the renewal of the ship's test after 1.1.2045
15.07 Requirements for the drive system N.E.U., no later than the renewal of the ship's best after 1.1.2015
15.08 No. 2 Requirement for loudspeaker systems in the passenger area For passenger ships less than 40 metres in length or for a maximum of 75 persons, the regulation shall apply to N.E.U., and no later than the renewal of the ship's best after 1 January 2010.
No. 3 Requirements for the alarm system For day-to-day ships, the regulation shall apply to N.E.U., no later than the renewal of the ship's best after 1 January 2010.
Point 3 (c) Alarm system for alerting the crew and the on-board personnel by the ship's management For cabin ships, the rule applies to N.E.U., no later than the renewal of the ship's best after 1 January 2007.
No. 4 Level alarm for each watertight compartment N.E.U., no later than the renewal of the ship's test after 1.1.2010
No. 5 Two motorized driven Lenzpumps N.E.U., no later than the renewal of the ship's test after 1.1.2010
No. 6 Fixed Lenzsystem N.E.U., no later than the renewal of the ship's best after 1.1.2015
No. 7 Opening of the cooling rooms from the inside N.E.U., no later than the renewal of the ship's best after 1.1.2007
No. 8 Ventilation system for CO2-tank systems in rooms N.E.U., no later than the renewal of the ship's test after 1.1.2010
No. 9 Verbandboxes N.E.U., no later than the renewal of the ship's best after 1.1.2007
15.09 1 sentence 1 Rescue rings N.E.U., no later than the renewal of the ship's best after 1.1.2007
No. 2 Single-rescuer N.E.U., no later than the renewal of the ship's best after 1.1.2007
No. 3 Facilities for a safe transition N.E.U., no later than the renewal of the ship's test after 1.1.2010
No. 4 Individual rescues for 100% of passengers in accordance with EN 395:1998, EN 396:1998, EN ISO 12402-3:2006 or EN ISO 12402-4:2006 N.E.U., no later than the renewal of the ship's best after 1.1.2007
Type of rescue equipment As an alternative to individual rescue vehicles, passenger ships equipped with appropriate collective rescue equipment before 1 January 2005 shall be counted as an alternative to the individual rescuers.

In the case of passenger ships equipped with collective rescuers in accordance with section 15.09 no. 6 before 1 January 2005, these shall be counted as an alternative to the individual rescue funds until the renewal of the ship's best after 1 January 2010.
No. 9 Inspection of the rescue equipment according to the manufacturer's instructions N.E.U., no later than the renewal of the ship's best after 1.1.2007
No. 10 Dinghy with motor and searchlight N.E.U., no later than the renewal of the ship's test after 1.1.2010
No. 11 Stretcher N.E.U., no later than the renewal of the ship's best after 1.1.2007
15.10 No. 2 Section 9.16 No. 3 also applies to aisles and recreation rooms for passengers N.E.U., no later than the renewal of the ship's best after 1.1.2015
No. 3 Sufficient emergency lighting N.E.U., no later than the renewal of the ship's best after 1.1.2015
No. 4 Emergency power plant For day-out ships with LWL of 25 m or less, the regulation shall apply to N.E.U., no later than the renewal of the ship's test after 1 January 2015.
point (f) Emergency power for headlights according to § 10.02 No. 2 (i) N.E.U., no later than the renewal of the ship's best after 1.1.2015
point (i) Emergency electricity for elevators and lifts according to § 15.06 No. 9 sentence 2 N.E.U., no later than the renewal of the ship's best after 1.1.2015
6 sentence 1 Divisions according to § 15.11 No. 2 N.E.U., no later than the renewal of the ship's best after 1.1.2015
Sentence 2 and 3 Installation of cables N.E.U., no later than the renewal of the ship's best after 1.1.2015
Sentence 4 Emergency power plant above the diving line N.E.U., no later than the renewal of the ship's best after 1.1.2015
15.11 No. 1 Fire protection technical suitability of materials and components N.E.U., no later than the renewal of the ship's test after 1.1.2045
No. 2 Separation Surface Execution N.E.U., no later than the renewal of the ship's test after 1.1.2045
No. 3 In rooms, other than machinery and storage rooms, surface treatments and covering coverings, as well as articles in accordance with the second sentence, must be flame-retardant. N.E.U., no later than the renewal of the ship's best after 1.1.2015
No. 4 Ceilings and wall coverings made of non-combustible materials N.E.U., no later than the renewal of the ship's test after 1.1.2045
No. 5 Furniture and fittings in collection areas made of non-combustible materials N.E.U., no later than the renewal of the ship's test after 1.1.2045
No. 6 Fire test procedures according to the code N.E.U., no later than the renewal of the ship's test after 1.1.2045
No. 7 Insulating materials in accommodation spaces not flammable N.E.U., no later than the renewal of the ship's test after 1.1.2045
No 7a Planning or similar mobile devices N.E.U., no later than the renewal of the ship's best
No. 8 Requirements for doors in parting surfaces N.E.U., no later than the renewal of the ship's test after 1.1.2045
No. 9 Walls according to point 2 from deck to deck On cabin ships without pressure water spray system, ends of the walls between cabins: N.E.U., no later than the renewal of the ship's best after 1.1.2010
No. 10 Parting surfaces N.E.U., no later than the renewal of the ship's test after 1.1.2045
No. 11 Air lift locks N.E.U., no later than the renewal of the ship's test after 1.1.2045
No. 12 Staircases made of steel or other non-combustible material of equivalent value N.E.U., no later than the renewal of the ship's test after 1.1.2045
No. 13 Contempt of the interior stairs by walls according to point 2 N.E.U., no later than the renewal of the ship's test after 1.1.2045
No. 14 Ventilation systems; air supply systems N.E.U., no later than the renewal of the ship's test after 1.1.2045
No. 15 Ventilation systems in kitchens, kitchen stovets with deductions N.E.U., no later than the renewal of the ship's test after 1.1.2045
No. 16 Control stations, stair shafts, collection areas and smoke exhaust systems N.E.U., no later than the renewal of the ship's test after 1.1.2045
No. 17 Fire alarm system For day-trip vessels: N.E.U., no later than the renewal of the ship's best after 1.1.2010
15.12 1 (c) Portable fire extinguishers in kitchens N.E.U., no later than the renewal of the ship's best
Point 2 (a) 2. Fire pump N.E.U., no later than the renewal of the ship's test after 1.1.2010
Point 3 (b) and (c) Pressure and water jet length N.E.U., no later than the renewal of the ship's test after 1.1.2010
No. 4 Hydranting Valves N.E.U., no later than the renewal of the ship's best after 1.1.2007
No. 5 Axially connected reels N.E.U., no later than the renewal of the ship's best after 1.1.2007
No. 6 Materials, protection against ineffectiveness-become N.E.U., no later than the renewal of the ship's test after 1.1.2010
No. 7 Avoidance of the possibility of freezing pipes and hydrants N.E.U., no later than the renewal of the ship's test after 1.1.2010
8 (b) Independent operation of fire pumps N.E.U., no later than the renewal of the ship's test after 1.1.2010
point (c) Water jet length on all decks N.E.U., no later than the renewal of the ship's test after 1.1.2010
Point d List of fire pumps N.E.U., no later than the renewal of the ship's test after 1.1.2010
No. 9 Fire extinguishing system in machinery spaces N.E.U., no later than the renewal of the ship's best after 1.1.2015
15.13 Security Organization For day-trip vessels: N.E.U., no later than the renewal of the ship's best after 1.1.2007
15.14 No. 1 Waste water collection tanks or on-board sewage treatment plants For cabin ships with 50 or less beds and for day-out ships: N.E.U., no later than the renewal of the ship's best after 1.1.2045
No. 2 Requirements for wastewater collection tanks For cabin ships with 50 or less beds and for day-out ships with 50 or less passengers: N.E.U., no later than the renewal of the ship's best after 1.1.2045
15.15 No. 1 Leakage stability N.E.U., no later than the renewal of the ship's test after 1.1.2045
No. 5 Presence of a submarine, platform or comparable facility For passenger ships approved for a maximum of 250 passengers or 50 beds: N.E.U., no later than the renewal of the ship's best after 1.1.2010
No. 6 Presence of a submarine, platform or comparable facility For passenger ships approved for a maximum of 250 passengers or 50 beds: N.E.U., no later than the renewal of the ship's best after 1.1.2010
No. 9 Warning devices for liquefied gas plants N.E.U., no later than the renewal of the certificate according to § 14.15
Chapter 16
16.01 No. 2 Special winches or equivalent devices on the vehicle suitable for sliding For vehicles which have been approved before 1 January 1995 to be pushed without their own tensioning device: N.E.U., no later than the renewal of the ship's test after 1.1.2035
No. 3 last sentence Requirements for drives N.E.U., no later than the renewal of the ship's test after 1.1.2035
Chapter 17
17.02 No. 3 Additional provisions The same transitional provisions shall apply as for the paragraph cited in this point.
17.03 No. 1 General alarm system N.E.U., no later than the renewal of the ship's best
No. 4 Maximum allowable load of hoists N.E.U., no later than the renewal of the ship's best
17.04 No. 2 and 3 Residual clearance distance for openings N.E.U., no later than the renewal of the ship's best
17.05 No. 2 and 3 Restfrebord N.E.U., no later than the renewal of the ship's best
17.06 to Krängungsversuch und Stability verifications N.E.U., no later than the renewal of the ship's best
17.08 Lowering marks and low-pass display N.E.U., no later than the renewal of the ship's best
Chapter 20
20.01 § 7.01 No. 2; § 8.05 No. 13 and § 8.10 For seagoing ships which are not intended for the carriage of goods by the ADN and whose keel was laid before 1.10.1987: N.E.U., no later than the renewal of the ship's best after 1 January 2015.
§ 8.09 No. 2 N.E.U., no later than the renewal of the ship's test after 1.1.2010
Chapter 21
21.01 to 21.03 For sports vehicles built before 1.1.1995: N.E.U., no later than the renewal of the ship's best after 1.1.2035
Unofficial table of contents

§ 24.03 Deviations for vehicles whose keel was laid on 1 April 1976 or earlier

1.
In addition to the provisions of § 24.02, the following provisions may be applied to vehicles whose keel was laid on 1 April 1976 or earlier.
In the table below:
In the table below:

- "E.U.": This provision shall not apply to vehicles which are already in operation unless the parts concerned are replaced or converted, d. (i) the provision shall apply only to the replacement or conversion of the parts or areas concerned. If existing parts are replaced by replacement parts with the same technique and type of power, this does not mean a replacement "E" within the meaning of these transitional provisions.
- "Renewal of the ship's test": The regulation shall be fulfilled at the next renewal of the ship's validity period following the date indicated.


§ § and No. Contents the deadline or Remarks
Chapter 3
3.03 No. 1 Location of the Collision Bulkhead N.E.U., no later than the renewal of the ship's test after 1.1.2035
3.04 No. 2 Boundary surfaces of bunkers with residential and passenger rooms E.U, no later than the renewal of the ship's test after 1.1.2035
No. 7 Maximum permissible sound pressure level Renewal of the ship's best after 1.1.2015
Chapter 4
4.01 No. 2 Safety distance, freeboard, minimum freeboard Renewal of the ship's best after 1.1.2015
4.02
and 4.03
Chapter 7
7.01 No. 2 Self-noise level N.E.U., no later than the renewal of the ship's best after 1.1.2015
7.05 No. 2 Control of signal lights Renewal of the ship's best
Chapter 8
8.08 No. 3 and 4 Minimum delivery rate and Lenzpipe diameter Renewal of the ship's best after 1.1.2015
8.10 No. 2 Driving noise N.E.U., no later than the renewal of the ship's best after 1.1.2015
Chapter 9
9.01 Requirements for electrical installations N.E.U., no later than the renewal of the ship's best after 1.1.2015
9.03 Protection against contact, penetration of foreign bodies and water N.E.U., no later than the renewal of the ship's best after 1.1.2015
9.06 Maximum voltages allowed N.E.U., no later than the renewal of the ship's best after 1.1.2015
9.10 Generators and motors N.E.U., no later than the renewal of the ship's best after 1.1.2015
9.11 No. 2 Accumulation of accumulators N.E.U., no later than the renewal of the ship's best after 1.1.2015
9.12 Switchgear N.E.U., no later than the renewal of the ship's best after 1.1.2015
9.14 Installation Material N.E.U., no later than the renewal of the ship's best after 1.1.2015
9.15 Cable N.E.U., no later than the renewal of the ship's best after 1.1.2015
9.17 Signal lights N.E.U., no later than the renewal of the ship's best after 1.1.2015
Chapter 12
12.02 No. 5 Noise and vibration in apartments Renewal of the ship's best after 1.1.2015
Chapter 15
15.02 No. 5, Margin line if no bulkhead deck E.U., no later than the renewal of the ship's best after 1.1.2045
6 sentence 1,
7 to 11 and No 13
15.02 No. 16 Waterproof windows E.U., no later than the renewal of the ship's best after 1.1.2045
15.04 Safety distance, freeboard, countersunk marks E.U., no later than the renewal of the ship's best after 1.1.2045
15.05 Number of passengers Renewal of the ship's best after 1.1.2045
15.10 No. 4, No 6, Emergency power plant E.U., no later than the renewal of the ship's best after 1.1.2045
No. 7, No. 8
and No 11
2.
Section 15.11 (3), first sentence, and No 6, shall apply to day-to-day ships whose keel was laid on 1 April 1976 or earlier until the first renewal of the ship's best after 1 January 2045, subject to the proviso that only those relating to escape routes shall apply: Paints, varnishes and other products for surface treatment, as well as cover coverings, must be flame retardant, and smoke or toxic substances must not be produced in exceptional quantities.
3.
Section 15.11 No 12 shall be applied to day-to-day ships whose keel was laid on 1 April 1976 or earlier until the first renewal of the ship's best after 1 January 2045 only with the proviso that it shall be sufficient if, instead of a load bearing, the ship is Steel construction of the stairs, the stairs used as escape routes are designed so that in the event of fire they can be used for about as long as stairs with a supporting steel construction.
Unofficial table of contents

§ 24.04 Other derogations

1.
In the case of vehicles whose minimum freeboard has been fixed in accordance with § 4.04 of the version of the Rhine-ship examination regulations in force on 31 March 1983, the Commission of Inquiry may, at the request of the owner, the freeboard in accordance with § 4.03 of the date of 1 January 1995 to the current version.
2.
Vehicles whose keel was laid before 1 July 1983 do not need to comply with Chapter 9, but must at least comply with the version of Chapter 6, which is valid on 31 March 1983.
3.
Section 15.06 nos. 3 (a) to (e) and Section 15.12 (3) (a) of the Regulation on the sole length of the tube shall only apply to passenger ships whose keel was laid after 30 September 1984, and in the case of rebuilding of the affected persons. Areas, no later than the renewal of the ship's best after 1 January 2045.
4.
If, after the expiry of the transitional provisions, the application of the provisions referred to in this Chapter is practically difficult to implement or causes unreasonable costs, the Commission of Inquiry may, on the basis of recommendations from the Central Commission, Derogations from these rules shall be permitted for the navigation of the Rhine. These deviations shall be entered in the ship test.
5.
Where this provision refers to the procurement requirements of equipment to a European or international standard, such equipment may, after recasting or revising this standard, be subject to a maximum of 20 years. having been recast or revised in accordance with the standard.
Unofficial table of contents

§ 24.05 (without content)

Unofficial table of contents

§ 24.06 Deviations for vehicles not falling under § 24.01

1.
In the case of vehicles for which a ship test under this Regulation is to be issued for the first time as from 1 January 1995, the following provisions shall apply if they have not been built or converted on 31 December 1994.
2.
The vehicles must comply with the version of the Rhine Navigation Ordination, which is valid on the day of issue of the ship's best ship. By way of derogation from the first sentence, passenger ships which, as from 1 January 2006 and before 1 January 2007, are for the first time granted a ship test pursuant to this Regulation, may be able to comply with the provisions of Chapter 15 of this Regulation, as amended on 31 December 2005 .
3.
The vehicles must be adapted to the provisions which have entered into force after the first grant of their vessel, in accordance with the transitional provisions set out in the table below.
4.
§ 24.04 no. 4 and 5 shall apply accordingly.
5.
In the table below:

- "N.E.U.": This provision shall not apply to vehicles which are already in operation unless the parts concerned are replaced or converted, d. (c) The provision shall apply only to new buildings and to replacement or conversion of the parts or areas concerned. If existing parts are replaced by replacement parts with the same technique and type of power, this does not mean a replacement "E" within the meaning of these transitional provisions.
- "Renewal of the ship's test": The regulation shall be fulfilled at the next renewal of the ship's validity period following the date indicated.


§ § and No. Contents the deadline or Remarks Entry into force
Chapter 3
3.03 No. 7 Pre-ships with Ankernischen This provision shall apply from 1.1.2001 to N.E.U., no later than the renewal of the ship's best after 1.1.2041 1.10.1999
3.04 No. 3 sentence 2 Insulation in machinery spaces N.E.U., no later than the renewal of the ship's best 1.4.2003
3, sentence 3 and sentence 4 Openings and closure organs N.E.U. at the latest upon renewal of the ship's best 1.10.2003
Chapter 6
6.02 No. 1 Doubling of control valves in hydraulic drive systems N.E.U., no later than the renewal of the ship's best after 1.1.2020 1.4.2007
Separate lead of the pipeline for the second drive system in hydraulic drive systems N.E.U., no later than the renewal of the ship's best after 1.1.2020 1.4.2007
6.07 Point 2 (a) Level alarm of the hydraulic tanks and alarm of the operating pressure N.E.U., no later than the renewal of the ship's test after 1.1.2010 1.4.2007
Chapter 7
7.04 No. 3 Display Unless there is a radar single-tax stand: N.E.U., no later than when the ship's best is granted or renewed after 1.1.2010 1.4.2007
9 sentence 3 Operation by means of a lever N.E.U., no later than the renewal of the ship's test after 1.1.2010 1.4.2007
Sentence 4 Inadmissibility of the display direction of the thrust beam N.E.U., no later than the renewal of the ship's test after 1.1.2010 1.4.2007
7.05 No. 1 Signal lights, their housings and accessories and light sources signal lights, their housings, accessories and light sources, which comply with the requirements of 30 November 2009 on the colour and light intensity of the onboard lights as well as the approval of signalling lights in the Rhine navigation system, may continue to be used. 1.12.2009
7.06 No. 1 Navigation radar installations which were approved before 1 January 1990 Navigation radar systems approved before 1 January 1990 and installed before 1 January 2000 may be installed until the renewal of the ship's best after 31 December 2009, but at the latest until 31 December 2011, and if a valid installation certificate (1989-II-35, VkBl. 1989, pp. 830 no. 127, Appendix 3) is available. 1.12.2009
Turning indicators approved before 1 January 1990 Turning indicators, approved before 1 January 1990 and installed before 1 January 2000, may be installed and operated until the renewal of the ship's best after 1 January 2015, if a valid certificate of incorporation (1989-II-35, VkBl. 1989, pp. 830, No 127, Appendix 3). 1.12.2009
Navigation radar systems and turning indicators approved from 1 January 1990 Navigation radar systems and turning indicators, which shall apply from 1 January 1990 on the basis of the provisions relating to the minimum requirements and conditions for testing of navigation radar systems in the Rhine navigation system and of the provisions relating to the navigation system Minimum requirements and test conditions for turning indicators in the navigation of the Rhine may continue to be installed and, if a valid installation certificate is based on the requirements for the installation and the function testing of Navigation radar systems and turning indicators in the Rhine navigation system (1989-II-35, VkBl. 1989 p. 830 No 127, Appendix 3), or the Annex M, Part III, to this Regulation. 1.12.2009
7.06 No. 3 Inland AIS Devices IMO Class A transponders, which have been proven to be installed before 1.4.2008, are approved until 31 December 2011 1.4.2008
Chapter 8
8.02 No. 4 Shielding of line connections N.E.U., no later than the renewal of the ship's test after 1.1.2025 1.4.2007
No. 5 Mantle tube systems N.E.U., no later than the renewal of the ship's test after 1.1.2025 1.4.2007
No. 6 Isolation of machine parts N.E.U., no later than the renewal of the ship's best 1.4.2003
8.03 No. 4 Display and out-of-operation of automatic speed reduction N.E.U., no later than the renewal of the ship's test after 1.1.2010 1.4.2004
No. 6 Devices for automatic speed reduction N.E.U., no later than the renewal of the ship's test after 1.1.2010 1.4.2004
8.05 Nr.7 Set 1 Actuation of the quick-release valves on the tank from deck, even if the affected rooms are closed N.E.U., no later than the renewal of the ship's best after 1.1.2015 1.4.2008
8.05 9 sentence 2 Peilers must be readable up to the highest level N.E.U., no later than the renewal of the ship's test after 1.1.2010 1.4.1999
No. 13 Level monitoring not only for the drive machines, but also for the other engines required for driving N.E.U., no later than the renewal of the ship's best after 1.1.2015 1.4.1999
8.06 Lubricating oil tanks, pipes and accessories N.E.U., no later than the renewal of the ship's test after 1.1.2045 1.4.2007
8.07 Tanks for oils used in power transmission systems, switching, propulsion and heating systems, lines and accessories N.E.U., no later than the renewal of the ship's test after 1.1.2045 1.4.2007
Chapter 8a
The provisions shall not apply
a)
for engines installed on board prior to 1 January 2003, and
b)
for replacement engines (*) , which will be installed on board ships operating on 1 January 2002, until 31 December 2011.
1.1.2002
8a.02 No. 2 Limits For engines installed on board prior to 1.7.2007, the limits of the following table shall apply: 1.7.2007


(*)
An exchange motor is a used, instated engine, which is similar to the engine it replaces with respect to power, speed and installation conditions.


PN
[kW]
CO
[g/kWh]
HC
[g/kWh]
NOx
[g/kWh]
PT
[g/kWh]
37 ≤ PN < 75 6.5 1.3 9.2 0.85
75 ≤ PN < 130 5.0 1.3 9.2 0.70
PN ≥ 130 5.0 1.3 n ≥ 2800 min -1 = 9,2 0.54
500 ≤ n < 2800 min -1 = 45-n (-0, 2)


§ § and No. Contents the deadline or Remarks Entry into force
Chapter 10
10.02 1 sentence 2
point (b)
Containers made of steel or other shock-resistant and non-combustible material with at least 10 l of contents N.E.U., no later than the renewal of the ship's best 1.12.2011
No. 2
point (a)
Certificate for wire ropes and other ropes First rope to be replaced on the ship: N.E.U., no later than 1.1.2008
Second and third rope: 1.1.2013
1.4.2003
10.03 No. 1 European Standard For replacement, at the latest 1.1.2010 1.4.2002
No. 2 Suitability for fire classes A, B and C For replacement, at the latest 1.1.2010 1.4.2002
No. 4 Filling mass of CO2 and space content For replacement, no later than 1.1.2007 1.4.2002
10.03a Permanently installed fire extinguishing systems in apartments, tax houses and passenger rooms N.E.U. at the latest upon renewal of the ship's best after 1.1.2035 1.4.2002
10.03b Permanently installed fire extinguishing systems in machinery, boiler and pump rooms (**) , no later than the renewal of the ship's test after 1.1.2035 1.4.2002
10.04 Application of the European Standard on boats N.E.U., no later than the renewal of the ship's best after 1.1.2015 1.10.2003
10.05 No. 2 Inflatable life jackets N.E.U., no later than the renewal of the ship's test after 1 January 2010. Life jackets on board on 30 September 2003 can continue to be used until the renewal of the ship's best after 1 January 2010. 1.10.2003
Chapter 11
11.12 No. 2, 4, 5 and 9 Factory shield, protective devices, documents on board N.E.U., no later than the renewal of the ship's best after 1.1.2015 1.12.2011
11.13 Storage of flammable liquids N.E.U., no later than the renewal of the ship's best 1.10.2002
Chapter 12
12.05 (dropped)
Chapter 15
15.01 1 (c) Non-application of § 8.08 No. 2 sentence 2 N.E.U., no later than the renewal of the ship's best 1.1.2006
Point d Non-application of § 9.14 No. 3 sentence 2 at rated voltages above 50 V N.E.U., no later than the renewal of the ship's test after 1.1.2010 1.1.2006
Point 2 (c) Prohibition of oil heating furnaces with evaporating burners according to § 13.04 N.E.U., no later than the renewal of the ship's best 1.1.2006
Point d Prohibition of heating with solid fuels according to § 13.07 N.E.U., no later than the renewal of the ship's test after 1.1.2010 1.1.2006
Point e Prohibition of liquefied gas plants under Chapter 14 N.E.U., no later than the renewal of the ship's best after 1.1.2045. The transitional provision shall apply only if there are warning devices in accordance with Section 15.15 (9). 1.1.2006
15.02 No. 2 Number and arrangement of the Scots N.E.U., no later than the renewal of the ship's test after 1.1.2045 1.1.2006
5 sentence 2 Margin line if no bulkhead deck For passenger ships placed on Kiel before 1 January 1996, the regulation shall apply to N.E.U., no later than the renewal of the ship's best after 1.1.2045. 1.1.2006
No. 15 Height of the double floors, width of the pilgrims N.E.U., no later than the renewal of the ship's test after 1.1.2045 1.1.2006
15.03 No. 1 to 6 Intactstability N.E.U. and, in the case of an increase in the number of passengers registered, no later than the renewal of the ship's best after 1.1.2045 1.1.2006
7 and 8 Leakage stability N.E.U., no later than the renewal of the ship's test after 1.1.2045 1.1.2006
No. 9 Leakage stability N.E.U., no later than the renewal of the ship's test after 1.1.2045 1.1.2006
Vertical extension of the bottom ledge N.E.U., no later than the renewal of the ship's test after 1.1.2045

For ships with a watertight deck at a distance of at least 0.50 m and less than 0.60 m from the ship's floor, which for the first time have received a ship test before 31.12.2005, N.E.U. shall apply.
1.12.2011
2-Department Status N.E.U. 1.1.2006
Numbers 10 to 13 Leakage stability N.E.U., no later than the renewal of the ship's test after 1.1.2045 1.1.2006
15.05 Point 2 (a) Number of passengers for which a collection area according to § 15.06 No. 8 has been proven N.E.U., no later than the renewal of the ship's test after 1.1.2045 1.1.2006
point (b) Number of passengers on the basis of the stability calculation according to § 15.03 N.E.U., no later than the renewal of the ship's test after 1.1.2045 1.1.2006
15.06 1 sentence 1 Passenger compartments below the bulkhead deck and in front of the rear bulkhead N.E.U., no later than the renewal of the ship's test after 1.1.2045 1.1.2006
Set 2 Requirements for cover areas that are included N.E.U., no later than the renewal of the ship's test after 1.1.2045 1.12.2011
No. 2 Cabinets and rooms according to § 11.13 for flammable liquids N.E.U., no later than the renewal of the ship's best 1.1.2006
Point 3 (c) sentence 1 Clear height of outputs N.E.U., no later than the renewal of the ship's test after 1.1.2045 1.1.2006
Set 2 Width of doors of passenger cabins and other small rooms For the measure of 0.7 m, N.E.U. shall apply, at the latest upon renewal of the ship's test after 1.1.2045. 1.1.2006
Point f, sentence 1 Dimension of emergency exits N.E.U., no later than the renewal of the ship's test after 1.1.2045 1.1.2006
point (g) Exits intended for use by persons with reduced mobility N.E.U., no later than the renewal of the ship's test after 1.1.2045 1.1.2006
4 (d) Doors intended for use by persons with reduced mobility N.E.U., no later than the renewal of the ship's test after 1.1.2045 1.1.2006
No. 5 Connection request requirements N.E.U., no later than the renewal of the ship's test after 1.1.2045 1.1.2006
6 (b) Escape routes to collection areas N.E.U., no later than the renewal of the ship's test after 1.1.2045 1.1.2006
point (c) Escape routes not through machinery spaces N.E.U., no later than the renewal of the ship's best after 1.1.2007 1.1.2006
Escape routes not by kitchens N.E.U., no later than the renewal of the ship's best after 1.1.2015
Point d No climbing iron corridors, ladders or similar in escape routes N.E.U., no later than the renewal of the ship's test after 1.1.2045 1.1.2006
No. 7 Appropriate safety guidance system N.E.U., no later than the renewal of the ship's best after 1.1.2015 1.1.2006
No. 8 Collection requirements N.E.U., no later than the renewal of the ship's test after 1.1.2045 1.1.2006
Point 9 (a) to (c), point (e) and last sentence Requirements for stairs and podeste in the passenger area N.E.U., no later than the renewal of the ship's test after 1.1.2045 1.1.2006
Point 10 (a), first sentence Railings according to standard EN 711: 1995 N.E.U., no later than the renewal of the ship's test after 1.1.2045 1.1.2006
Set 2 Height of armor dresses and decks of decks used by persons with reduced mobility N.E.U., no later than the renewal of the ship's test after 1.1.2045 1.1.2006
Point (b) sentence 2 Clear width of the openings used for the onboard movement of persons with reduced mobility N.E.U., no later than the renewal of the ship's test after 1.1.2045 1.1.2006
No. 12 Land webs according to standard EN 14206: 2003 N.E.U., no later than the renewal of the ship's best 1.1.2006
No. 13 Traffic areas and walls of traffic areas intended for use by persons with reduced mobility N.E.U., no later than the renewal of the ship's test after 1.1.2045 1.1.2006
14 sentence 1 Properties of glass doors, glass walls on traffic areas and window panes N.E.U., no later than the renewal of the ship's test after 1.1.2045 1.1.2006
No. 15 Requirements for superstructures, which consist entirely or whose roofs are made up of panoramic pans N.E.U., no later than the renewal of the ship's test after 1.1.2045 1.1.2006
Requirements for Einhausungen N.E.U., no later than the renewal of the ship's best 1.12.2011
No. 16 Drinking water systems according to § 12.05 N.E.U., no later than 31.12.2006 1.1.2006
17 sentence 2 Requirements for toilets for persons with reduced mobility N.E.U., no later than the renewal of the ship's test after 1.1.2045 1.1.2006
No. 18 Ventilation system for cabins without windows to open N.E.U., no later than the renewal of the ship's test after 1.1.2045 1.1.2006
15.07 Requirements for the drive system N.E.U., no later than the renewal of the ship's best after 1.1.2015 1.1.2006
15.08 No. 2 Requirement for loudspeaker systems in the passenger area For passenger ships less than 40 metres in length or for a maximum of 75 persons, the regulation shall apply to N.E.U., and no later than the renewal of the ship's best after 1 January 2010. 1.1.2006
No. 3 Requirements for the alarm system For day-to-day ships, the regulation shall apply to N.E.U., no later than the renewal of the ship's best after 1 January 2010. 1.1.2006
Point 3 (c) Alarm system for alerting the crew and the on-board personnel by the ship's management For cabin ships, the rule applies to N.E.U., no later than the renewal of the ship's best. 1.1.2006
No. 4 Level alarm for each watertight compartment N.E.U., no later than the renewal of the ship's test after 1.1.2010 1.1.2006
No. 5 Two motor-driven Lenzpumps N.E.U., no later than the renewal of the ship's test after 1.1.2010 1.1.2006
No. 6 Fixed Lenzsystem N.E.U., no later than the renewal of the ship's best after 1.1.2015 1.1.2006
No. 7 Opening of the cooling rooms from the inside N.E.U., no later than the renewal of the ship's best 1.1.2006
No. 8 Ventilation system for CO2-tank systems in rooms N.E.U., no later than the renewal of the ship's test after 1.1.2010 1.1.2006
No. 9 Verbandboxes N.E.U., no later than the renewal of the ship's best 1.1.2006
15.09 1 sentence 1 Rescue rings N.E.U., no later than the renewal of the ship's best 1.1.2006
No. 2 Single-rescuer N.E.U., no later than the renewal of the ship's best 1.1.2006
No. 3 Facilities for a safe transition N.E.U., no later than the renewal of the ship's test after 1.1.2010 1.1.2006
No. 4 Individual rescues for 100% of passengers in accordance with EN 395:1998, EN 396:1998, EN ISO 12402-3:2006 or EN ISO 12402-4:2006 N.E.U., no later than the renewal of the ship's best after 1.1.2007 1.1.2006
Type of rescue equipment As an alternative to individual rescue vehicles, passenger ships equipped with appropriate collective rescue equipment before 1 January 2005 shall be counted as an alternative to the individual rescuers.

In the case of passenger ships equipped with collective rescuers in accordance with section 15.09 no. 6 before 1 January 2005, these shall be counted as an alternative to the individual rescue funds until the renewal of the ship's best after 1 January 2010.
1.1.2006
No. 9 Inspection of the rescue equipment according to the manufacturer's instructions N.E.U., no later than the renewal of the ship's best 1.1.2006
No. 10 Dinghy with motor and searchlight N.E.U., no later than the renewal of the ship's test after 1.1.2010 1.1.2006
No. 11 Stretcher N.E.U., no later than the renewal of the ship's best 1.1.2006
15.10 No. 2 Section 9.16 No. 3 also applies to aisles and lounges for passengers. N.E.U., no later than the renewal of the ship's best after 1.1.2015 1.1.2006
No. 3 Sufficient emergency lighting N.E.U., no later than the renewal of the ship's best after 1.1.2015 1.1.2006
No. 4 Emergency power plant For day-out ships with LWL of 25 m or less, the regulation shall apply to N.E.U., no later than the renewal of the ship's test after 1 January 2015. 1.1.2006
point (f) Emergency power for headlights according to § 10.02 No. 2 (i) N.E.U., no later than the renewal of the ship's best after 1.1.2015 1.1.2006
point (i) Emergency electricity for elevators and lifts according to § 15.06 No. 9 sentence 2 N.E.U., no later than the renewal of the ship's best after 1.1.2015 1.1.2006
No. 6 Sentence 1 Divisions according to § 15.11 No. 2 N.E.U., no later than the renewal of the ship's best after 1.1.2015 1.1.2006
Sentence 2 and 3 Installation of cables N.E.U., no later than the renewal of the ship's best after 1.1.2015 1.1.2006
Sentence 4 Emergency power plant above the diving line N.E.U., no later than the renewal of the ship's best after 1.1.2015 1.1.2006
15.11 No. 1 Fire protection technical suitability of materials and components N.E.U., no later than the renewal of the ship's test after 1.1.2045 1.1.2006
No. 2 Separation Surface Execution N.E.U., no later than the renewal of the ship's test after 1.1.2045 1.1.2006
No. 3 In rooms, other than machinery and storage rooms, surface treatments and covering coverings, as well as articles in accordance with the second sentence, must be flame-retardant. N.E.U., no later than the renewal of the ship's best after 1.1.2015 1.1.2006
No. 4 Ceilings and wall coverings made of non-combustible materials N.E.U., no later than the renewal of the ship's test after 1.1.2045 1.1.2006
No. 5 Furniture and fittings in collection areas made of non-combustible materials N.E.U., no later than the renewal of the ship's test after 1.1.2045 1.1.2006
No. 6 Fire test procedures according to the code N.E.U., no later than the renewal of the ship's test after 1.1.2045 1.1.2006
No. 7 Insulating materials in accommodation spaces not flammable N.E.U., no later than the renewal of the ship's test after 1.1.2045 1.1.2006
No 7a Planning or similar mobile devices N.E.U., no later than the renewal of the ship's best 1.12.2011
8 (a), (b), (c) sentence 2 and (d) Requirements for doors in parting surfaces N.E.U., no later than the renewal of the ship's test after 1.1.2045 1.1.2006
No. 9 Walls according to point 2 from deck to deck On cabin ships without pressure water spray system, ends of the walls between cabins: N.E.U., no later than the renewal of the ship's best after 1.1.2010 1.1.2006
No. 10 Parting surfaces N.E.U., no later than the renewal of the ship's test after 1.1.2045 1.1.2006
No. 12 Staircases made of steel or other non-combustible material of equivalent value N.E.U., no later than the renewal of the ship's test after 1.1.2045 1.1.2006
No. 13 Contempt of the interior stairs by walls according to point 2 N.E.U., no later than the renewal of the ship's test after 1.1.2045 1.1.2006
No. 14 Ventilation systems and air supply systems N.E.U., no later than the renewal of the ship's test after 1.1.2045 1.1.2006
No. 15 Ventilation systems in kitchens, kitchen stovets with deductions N.E.U., no later than the renewal of the ship's test after 1.1.2045 1.1.2006
No. 16 Control stations, stair shafts, collection areas and smoke exhaust systems N.E.U., no later than the renewal of the ship's test after 1.1.2045 1.1.2006
No. 17 Fire alarm system For day-trip vessels: N.E.U., no later than the renewal of the ship's best after 1.1.2010 1.1.2006
15.12 1 (c) Portable fire extinguishers in kitchens N.E.U., no later than the renewal of the ship's best 1.1.2006
Point 2 (a) 2. Fire pump N.E.U., no later than the renewal of the ship's test after 1.1.2010 1.1.2006
No. 4 Hydranting Valves N.E.U., no later than the renewal of the ship's best 1.1.2006
No. 5 Axially connected reels N.E.U., no later than the renewal of the ship's best 1.1.2006
No. 6 Materials; protection against becoming less effective N.E.U., no later than the renewal of the ship's test after 1.1.2010 1.1.2006
No. 7 Avoidance of the possibility of freezing pipes and hydrants N.E.U., no later than the renewal of the ship's test after 1.1.2010 1.1.2006
8 (b) Independent operation of fire pumps N.E.U., no later than the renewal of the ship's test after 1.1.2010 1.1.2006
Point d List of fire pumps N.E.U., no later than the renewal of the ship's test after 1.1.2010 1.1.2006
No. 9 Fire extinguishing system in machinery spaces N.E.U., no later than the renewal of the ship's best after 1 January 2015. The transitional provision shall not apply to passenger ships which were laid down in Kiel after 31 December 1995 and whose hull is made of wood, aluminium or plastic and whose machinery spaces are not made of a material according to § 3.04 nos. 3 and 4 have been produced. 1.1.2006
15.13 Security Organization For day-trip vessels: N.E.U., no later than the renewal of the ship's best 1.1.2006
15.14 No. 1 Waste water collection tanks or on-board sewage treatment plants For cabin ships with 50 or less beds and for day-out ships: N.E.U., no later than the renewal of the ship's best after 1.1.2045 1.1.2006
No. 2 Requirements for wastewater collection tanks For cabin ships with 50 or less beds and for day-out ships with 50 or less passengers: N.E.U., no later than the renewal of the ship's best after 1.1.2045 1.1.2006
15.15 No. 1 Leakage stability N.E.U., no later than the renewal of the ship's test after 1.1.2045 1.1.2006
No. 5 Presence of a submarine, platform or comparable facility For passenger ships approved for a maximum of 250 passengers or 50 beds: N.E.U., no later than the renewal of the ship's best after 1.1.2010 1.1.2006
No. 6 Presence of a submarine, platform or comparable facility For passenger ships approved for a maximum of 250 passengers or 50 beds: N.E.U., no later than the renewal of the ship's best after 1.1.2010 1.1.2006
No. 9 Warning devices for liquefied gas plants N.E.U., no later than the renewal of the certificate according to § 14.15 1.1.2006
Chapter 22a
22a.05 No. 2 Additional requirements for vehicles with L of more than 110 m, which want to drive above Mannheim In the case of vehicles which have a special permit issued by a competent authority on 30 September 2001, the provisions on the route section for which the special permit has been issued shall not apply. 1.10.2001
Chapter 22b
22b.03 No. 3 Commissioning of the second independent drive system or the manual drive N.E.U., no later than the renewal of the ship's test after 1.1.2025 1.4.2005


(**)
1.
CO2 fire-extinguishing systems permanently installed from 1 January 1995 to 31 March 2003 remain approved until the renewal of the ship's test after 1 January 2035, if they are subject to the provisions of Section 10.03 (5) of the Rhine Ship Examination Regulations in force on 31 March 2002 .
2.
Recommendations issued by the Central Commission for the Navigation of the Rhine from 1 January 1995 to 31 March 2002 in respect of § 10.03 (5) of the Regulations on the Navigation of the Rhine in force on 31 March 2002 remain in force until the renewal of the ship's test after 1 January 2002. 2035 valid.
3.
Section 10.03b No 2 (a) shall apply until the renewal of the ship's test after 1 January 2035 only if these installations are installed in ships, the keel of which shall be in accordance with the provisions of the first subparagraph. The report was adopted in October 1992.
6.
For new construction of vehicles with lengths of more than 110 m, the keel of which is before the 1. It is possible to dispense with the fulfilment of § 22a.05 No. 2 (d) for the journey between Mannheim and Karlsruhe. This restriction shall be entered in the ship test under point 10.
Unofficial table of contents

§ 24.07 (without content)

Unofficial table of contents

§ 24.08 Transitional provision on § 2.18

1.
Official vessel numbers issued before 1 April 2007 shall be issued on 1 April 2007 by presetting the number "0" to European ship numbers.
2.
The European ship's number shall be entered in the ship test and in the list in accordance with Annex C, no later than the renewal of the ship's test after 31 March 2007, and shall be placed on the vehicle.
Unofficial table of contents

§ 24.09 Transitional provisions on the occasion of the transfer from the ADNR to the ADN

Certificates approved in accordance with Decision 2001-II-27 and in the Regulation recast of the Regulation on the transport of dangerous goods on the Rhine and recast of the Regulation on the transport of dangerous goods the Mosel of 12 July 2003 (BGBl. 648), the Regulation on the Carriage of Dangerous Goods on the Rhine (ADNR) has been issued and the expiry date of which has not been exceeded, shall be deemed to be the ADN marketing authorisation certificate referred to in section 1.02 (2) (b). Unofficial table of contents

Appendix A (pattern) Application for investigation

The investigation of the vehicle described below shall be carried out at the Commission of Inquiry
for a first investigation-Special investigation-Follow-up-Voluntary Investigation- _ (*)
request.
1 Name and address of the owner:
2 Name of vehicle
3 Place and number of registration:
4 Hometown:
5 Common European ship number or official vessel number:
6 Type of vehicle:
7 (*) Special possibilities:
8 Name and place of the building shipyard:
9 Year of construction: Anniversary of the Anniversary
10 Load-bearing capacity/water displacement (*) -m 3 (*)
11 Number of engines for main ship propulsion
12 Total main drive power output of the motor vehicle
13 Number of main propellers
14 The ship test is requested for the journey:
- on the Rhine (*)
- between ....................................... and ................................... (*)
15 The vehicle
- has not been studied yet (*)
- was the last time examined (*)
in ....................................... at ...................................................
16 (*) The vehicle has a certificate issued by the recognised classification society in accordance with § 2.12 no. 2.
issued on
valid until
17 (*) The vessel shall have a certificate of approval issued in accordance with the requirements of the ADN
from
by
valid until
18 Location proposed for the investigation, date and time:
19 Addresses to which the reply and possible communications are to be addressed:
20 The following annexes shall be annexed to this application:
a) (*) Ship's letter,
b) (*) a certificate of the allocation of the single European ship number or the official vessel number,
c) (*) Eichschein,
d) (*) Certificate of the steam boilers and other pressure vessels,
e) (*) Certificate of registration for the transport of dangerous goods on the Rhine,
f) (*) Attest of the preliminary investigation,
g) (*) Certificate according to § 2.12, issued by the recognised classification society,
h) (*) Plan of electrical installations and control systems,
i) (*) Certificate of the fixed fire-extinguishing systems,
k) (*) Certificate of liquefied gas installations,
l) (*) Plans and calculation documents for passenger ships,
m) (*) other accounting documents and evidence,
n) (*) Type-approval certificate,
o (*) Engine parameter protocol and instructions of the manufacturer to control the exhaust gas-relevant components and engine parameters.
, the
(Signature of the owner or his representative)
21 Name and address to which the invoice is to be addressed:


Notes

To Number
6
In the case of ships:
Towing boat, dragboat, boat, tanker, tanker, tanker, tanker, barge, tanker, passenger ship, sea shiff or other species to be described.
In the case of floating devices, precise information on the type of equipment.
For vehicles, information of the main building material.
7
Indication of whether the vehicle is to be used for other purposes than its design: as suitable as a towing boat, as a dragboat, as a clutch vehicle, as a push-rod, as a towing vehicle, as a passenger ship.
10
If the vehicle is not calibrated, it is estimated.
21
l)
In the case of passenger ships, the plans (cover plans, longitudinal section, main cross-section) provide information on the dimensions and design of the ship; they shall be accompanied by sketches of the areas to be measured in a scale suitable for the entry of the dimensions.
(*)
Delete as appropriate
Unofficial table of contents

Appendix B

The model shall apply in accordance with Annex V, Part II Unofficial table of contents

Annex C

The model shall apply in accordance with Annex VI, Part II Unofficial table of contents

Appendix D

1.
In the case of dry goods vessels, the model referred to in Annex V, Part VIII, shall apply:
2.
In the case of tankers, the model referred to in Annex V, Part IX
Unofficial table of contents

Appendix E (omitted)

Unofficial table of contents

Appendix F (dropped)

Unofficial table of contents

Appendix G

The model shall apply in accordance with Annex V, Part VI Unofficial table of contents

Annex H

The provisions of Annex XI Annex 1 shall apply: Unofficial table of contents

Annex I Safety marks

Image 1
Access to non-authorised persons shall be prohibited
Colour: red/white/black
Image 2
Fire, open light and
Smoking banned
Colour: red/white/black
Image 3
Note on a portable fire extinguisher
Colour: red/white
Image 4
Warning Before
General danger
Colour: black/yellow
Image 5
Delete hose
Colour: red/white
Picture 6
Fire extinguishing equipment
Colour: red/white
Image 7
Use hearing protection
Colour: blue/white
Image 8
Verbandskasten
Colour: green/white
Image 9
Tank quick-release valve
Colour: brown/white
The pictograms used may vary slightly or be more detailed than the representations in this Appendix, provided that the meaning is not changed and no differences and adaptations make the meaning unintellible. Unofficial table of contents

Annex J-applies only to vessels with a ship test,
Emission of gaseous pollutants and particulate matter
-Complementary provisions and models of certificates,

Contents

Part I

Additional provisions

1.
Marking of engines
2.
General requirements with regard to the design and maintenance of engines
3.
Checks
4.
Assessment of conformity of production
5.
Engine families and motor groups


Part II

Information document (model)

Annex 1 - Essential characteristics of the strain motor/engine type (pattern)
Annex 2 - Essential characteristics of the motor family/engine group (pattern)
Annex 3 - Essential characteristics of the engines in the engine family/engine group (pattern)


Part III

Type-approval certificate (pattern)

Annex 1 - Test Results (Pattern)


Part IV

Numbering scheme for type approvals

Part V

Establishment of type approvals for engine types, engine families and motor groups

Part VI

Installation of manufactured engines (samples)

Part VII

Data sheet for engines with type approval (pattern)

Part VIII

Engine parameter log (pattern)

Annex J, Part IPart I

Additional provisions

1.
Marking of engines
1.1
The engine approved as a technical unit shall bear the following indications (marking):
1.1.1
the trade mark or trade name of the manufacturer of the engine;
1.1.2
engine type, (where applicable) engine family or engine group and unique identification number (serial number),
1.1.3
the number of the type-approval referred to in Part IV of this Annex,
1.1.4
Engine Year of Construction
1.2
The marking in accordance with section 1.1 must be preserved throughout the useful life of the engine and must be clearly legible and indelible. Where stickers or signs are used, they shall be fitted in such a way that, in addition, the attachment is preserved during the useful life of the engine and that the stickers/signs are not removed without destruction or unmistakable can be.
1.3
The marking must be attached to a motor vehicle part which is necessary for the normal operation of the engine and which normally does not require any replacement during the useful life of the engine.
1.3.1
The marking must be fitted in such a way that it is clearly visible after the engine has been completed with all the auxiliary equipment required for the operation of the engine.
1.3.2
If necessary, the engine must have an additional removable shield made of a durable material, which must contain all the information referred to in section 1.1, and which shall be fitted in such a way that the information referred to in section 1.1 after installation of the engine in a vehicle are easily visible and easily accessible.
1.4
The marking in accordance with section 1.1 must enable a clear determination of the production sequence.
1.5
All parts of an engine that can have an impact on the emissions of gaseous pollutants and particulate matter must be clearly identified and identified.
1.6
When leaving production, the engines must be marked with the marking in accordance with section 1.1 and section 1.5.
1.7
The exact location of the marking in accordance with section 1.1 shall be indicated in the type-approval certificate section 1.
2.
General requirements with regard to the design and maintenance of engines
2.1
The parts which may have an impact on the emission of gaseous and particulate pollutants shall be designed, constructed and fitted in such a way that the engine, under normal operating conditions, meets the requirements of Chapter 8a. is sufficient.
2.2
The manufacturer must make technical arrangements to ensure the effective limitation of the emissions mentioned during the normal useful life of the engine and under normal operating conditions as referred to in Chapter 8a. These provisions shall be deemed to have been complied with if the provisions of section 8a.02 no. 2 and section 4.3.2.1 of this Appendix are complied with.
2.3
Where an exhaust gas catalytic converter and/or a particulate filter is used, the manufacturer must demonstrate by means of stability tests and, by means of appropriate records, that a proper functioning of these aftertreatment facilities is performed during the The useful life of the engine is to be expected. The manufacturer shall be obliged to treat the records in accordance with Section 4.2.3. A planned replacement of the device after a certain operating time of the engine is permissible. Any adjustment, repair, disassembly, cleaning or replacement of the engine components or systems at regular intervals, with the aim of preventing a malfunction of the engine associated with the exhaust gas aftertreatment device, shall be carried out only to the extent technically necessary to ensure the proper functioning of the emission control system. The specifications relating to a correspondingly planned maintenance must be included in the operating instructions intended for the customer and must be approved. The section of the operating instructions relating to the maintenance or replacement of the post-treatment facility (s) shall be accompanied by the information package.
2.4
The engines must be designed to allow simple control of the components, the adjustable features and the engine parameters that affect their emissions performance. The manufacturer shall include instructions for checking the components and engine parameters relevant to the exhaust gas according to § 8a.01 no. 17 to the information document.
3.
Checks
3.1
Pollutant emissions
3.1.1
The procedure for the measurement of the emission of gaseous and particulate pollutants from the engine to be tested shall be laid down in Directive No 16. Other than the measurement procedures laid down in this Directive, the procedure may be: be approved by the competent authority where equivalence is demonstrated. If a motor type, engine family or group of engines are tested in accordance with a different standard or test cycle than those approved in those provisions, , the manufacturer must demonstrate to the competent authority ensure that the weighted average exhaust gas and particulate emissions of the engine comply with the corresponding limit values of the table in § 8a.02 No. 2.
3.1.2
The emissions of engines with adjustable characteristics shall not exceed the limit values over the whole physically possible adjustable range of these characteristics. A feature of a motor shall be deemed to be adjustable if it is accessible in a normal way, or is not permanently sealed. The competent authority may require that adjustable characteristics for certification be adjusted to certain values within the adjustable range in order to ensure compliance with the provisions.
3.1.3
Where a motor family or engine group as defined in section 5 in conjunction with Part II of this Annex covers more than one performance range, the emission values of the parent engine (type-approval) and of all the engines within that range shall be: Motor family or group of engines (conformity of production) comply with the more stringent requirements for the higher performance range. The applicant shall be free to confine himself to individual performance areas in the definition of motor families and motor groups and to submit the application for authorisation accordingly.
3.2
Type checks
3.2.1
In the case of type-approval of engine families or groups of engines, the test shall be required only for the trunk motor (s) of this engine family or group of engines.
3.2.2
If the results of the type testing of an engine show that its exhaust gas and particulate emissions do not comply with the limit values of the table in § 8a.02 No. 2, a device for reducing emissions can be installed. When such a device is installed, this is considered to be an essential engine component and must be noted in the information document of the engine. A type-approval certificate must be issued again prior to issuing a type-approval certificate. The emission reduction facility shall be recorded in the information document together with all other documents required by the Authority. In the description folder of the engine, the procedures for the installation and the intermediate check must also be noted for the device in order to ensure the correct operation thereof.
3.2.3
If additional substances such as ammonia, urea, steam, water or fuel additives are used to ensure that the exhaust gas and particulate emissions of the engine comply with the limit values set out in the table in § 8a.02 No. 2, measures shall be taken to: Monitoring of the consumption of these substances is required. The information folder must contain sufficient information so as to be able to demonstrate without any problems that the consumption of these additional substances is equivalent to compliance with the limit values of the table in § 8a.02 No. 2.
3.3
Installation and intermediate tests
3.3.1
The installation of the engine in vehicles may only be carried out with the restrictions set out in connection with the scope of the type-approval. In addition, the intake underpressure and the exhaust gas back pressure may be specified in Part II, Annex 1, or Do not exceed 3 Nos. 1.17 and 1.18 for the approved engine.
3.3.2
In the case of engines belonging to a motor family, the installation on board of such engines shall not include any adjustment or modification which might affect the emissions of the exhaust gas and particulate matter or which may be outside the range of adjustment envisaged are to be carried out. Changes in the settings according to 3.1.2 are considered to be settings within the intended setting range.
3.3.3
In the case of engines belonging to a group of engines, adjustments or modifications which may be allowed in accordance with the type test may be carried out on board or on board.
3.3.4
If adjustment changes or modifications have been made to the engine after type-approval, these are to be noted exactly in the engine parameter log.
3.3.5
In the case of engines where no settings or modifications to the original specifications of the manufacturer have been made, a valid type-approval certificate is normally sufficient to demonstrate that the exhaust gas and Particulate emissions from the engine comply with the limit values of the table in § 8a.02 No. 2.
3.3.6
If the installation and intermediate tests have shown that the engines installed on board are within the limits of the parameters, components and adjustable characteristics of the engine, it is to be assumed that: the exhaust gas and particulate emissions of the engines comply with the limit values of the table in § 8a.02 No. 2.
3.3.7
The competent authority may, at its own discretion, reduce the installation or intermediate inspection of an engine for which a type-approval certificate has been issued in accordance with those provisions. However, the whole test shall be carried out for at least one cylinder and/or engine of a motor family or group of engines and shall be reduced only if it is to be expected that all other cylinders and/or motors shall be the same Operating behavior such as the cylinder and/or engine examined.
4.
Assessment of conformity of production
4.1
In examining the existence of the necessary modalities and procedures for effective control of conformity of production prior to the granting of the type-approval, the competent authority shall assume that the manufacturer shall, at the time of registration, in accordance with the harmonised standard EN 29002 (the scope of which includes the production of the engines concerned) or an equivalent accreditation standard. The manufacturer shall provide detailed information on the registration and shall undertake to inform the competent authority of any change in the validity or scope of the registration. In order to ensure that the requirements of § 8a.02 No. 2 are continuously met, appropriate checks on production must be carried out.
4.2
The holder of the type-approval must:
4.2.1
ensure that procedures for the effective control of the quality of the product are available;
4.2.2
have access to test facilities required for checking compliance with the type approved in each case;
4.2.3
ensure that the test results are recorded and that the records and accompanying documents remain available through a period of time to be agreed with the competent authority;
4.2.4
examine in detail the results of each type of test in order to be able to demonstrate and ensure the stability of the engine characteristics, taking into account the usual scatter in series production;
4.2.5
ensure that all samples of engines or test parts which have received the appearance of a non-conformity during a given test give rise to a further sample collection and testing. All necessary measures must be taken to restore the conformity of production.
4.3
The authority which granted the type-approval may review the procedures for checking the conformity at any time in the various production facilities.
4.3.1
The test and production documents shall be made available to the examiner for each test.
4.3.2
If the quality of the tests appears to be unsatisfactory or if it appears appropriate to verify the validity of the information provided pursuant to Section 3.2, the following procedure shall apply:
4.3.2.1
An engine shall be taken from the series and subjected to the test referred to in section 3.1. The emissions of exhaust gas and particulate matter determined may not exceed the values set out in the table in § 8a.02 No. 2.
4.3.2.2
If a motor removed from the series does not meet the requirements laid down in section 4.3.2.1, the manufacturer may require sample measurements on some of the series of engines of the same type, the sample being taken from the original motor. must be included. The manufacturer shall determine the extent "n" of the sample in agreement with the competent authority. With the exception of the engine originally extracted, the engines shall be subjected to an inspection. The arithmetic mean () the results obtained with the sample shall then be determined for each individual pollutant. Serial production shall be deemed to be compliant if the following condition is met:


Referred to as

k: a statistical factor which depends on "n" and is given in the table below:


N 2 3 4 5 6 7 8 9 10
K 0.973 0.613 0.489 0.421 0.376 0.342 0.317 0.296 0.279
N 11 12 13 14 15 16 17 18 19
K 0.265 0.352 0.242 0.233 0.224 0.216 0.210 0.203 0.198


St: , where x is any individual result obtained with the sample n

L: the permitted limit value in accordance with § 8a.02 No. 2 for each pollutant investigated
4.3.3
The competent authority shall carry out the tests on engines which have been partially or fully retracted in accordance with the manufacturer &apos; s information.
4.3.4
Normally, the tests of conformity of production to which the competent authority is entitled shall be carried out once a year. In the event of non-compliance with the provisions of section 4.3.2, the competent authority shall ensure that all necessary measures are taken to restore the conformity of production without delay.

5.
Engine families and motor groups
5.1
Procedure for the selection of a motor family
5.1.1
The engine family can be determined on the basis of basic design characteristics that are common to all engines of these families. In some cases, an interaction between the characteristics is possible. These effects must also be taken into account in order to ensure that only engines with similar exhaust emission characteristics are associated with a particular engine family.
5.1.2
Engines may be assigned to one and the same engine family if they are in accordance with the essential characteristics listed below:
5.1.2.1
Working method:
-
Two-stroke,
-
Four-stroke;
5.1.2.2
Coolant:
-
Air,
-
Water,
-
oil;
5.1.2.3
Cylinder capacity of the individual cylinder:
-
the total sprinkling of engines shall not exceed 15%;
-
Number of cylinders in engines with exhaust gas aftertreatment equipment;
5.1.2.2
Coolant:
-
Air,
-
Water,
-
oil;
5.1.2.3
Cylinder capacity of the individual cylinder:
-
the total sprinkling of engines shall not exceed 15%;
-
Number of cylinders in engines with exhaust gas aftertreatment equipment;
5.1.2.4
Type of air intake:
-
Suction motors,
-
turbocharged engines;
5.1.2.5
Type/composition of combustion chamber:
-
Antechamber,
-
Vortex Chamber,
-
Direct injection
5.1.2.6
Valves and channels-arrangement, size and number:
-
Cylinder head
-
Cylinder wall;
5.1.2.7
Fuel system:
-
pump-line nozzle,
-
Series injection pump,
-
distributor injection pump,
-
single injection,
-
pump-nozzle system,
-
common rail;
5.1.2.8
Other characteristics:
-
exhaust gas recirculation,
-
Water injection/emulsion,
-
air injection,
-
Charge air cooling;
5.1.2.9
Exhaust gas aftertreatment:
-
oxidation catalyst,
-
reduction catalyst,
-
Thermoreactor,
-
Particulate filter.
5.1.3
If the engines in the family have other variable characteristics which may affect exhaust gas and particulate emissions, these characteristics must also be identified and taken into account when selecting the parent engine.
5.2
Method for selecting a motor group
5.2.1
The engine group can be determined based on basic design characteristics common to all engines of these groups. In some cases, an interaction between the characteristics is possible. These effects must also be taken into account in order to ensure that only engines with similar exhaust emission characteristics are associated with a particular engine group.
5.2.2
A motor group is defined by further subsequent basic characteristics, in addition to those referred to in Section 5.1.2 for engine families:
5.2.2.1
drilling and lifting dimensions;
5.2.2.2
Methods and design characteristics of the recharging and exhaust systems:
-
constant pressure,
-
pulsating system;
5.2.2.3
the design characteristics of the combustion chamber, which affect exhaust gas and particulate emissions;
5.2.2.4
Design characteristics of the fuel injection system, the piston and the injection cam, which can determine the basic characteristics that affect exhaust gas and particulate emissions, and
5.2.2.5
maximum rated power per cylinder at the maximum rated speed. The maximum range of power reduction within the engine group must be declared by the manufacturer and approved by the competent authority.
5.2.3
Engines may only be considered as belonging to a motor group if the characteristics referred to in section 5.2.2 agree on all relevant engines. However, the competent authority may accept a designation as a motor group if only one of these characteristics does not apply to all engines of an intended engine group. To this end, the engine manufacturer must demonstrate in the information folder that, despite the deviation of one of these characteristics, the exhaust gas and particulate emissions of all engines within the engine group continue to exceed the limit values of the table in § 8a.02 No. 2 .
5.2.4
The competent authority may allow the following settings and modifications to engines of a motor group:
5.2.4.1
Settings for adjustment to the on-board conditions:
-
Injection timing to compensate for different fuel characteristics,
-
Injection timing for the optimization of the maximum cylinder pressure,
-
different fuel supply to the individual cylinders;
5.2.4.2
Modifications for engine optimisation for the purpose of use:
-
Turbochargers,
-
Injection pump components:
-
Plunspecifications,
-
Discharge valve specifications,
-
injection nozzles,
-
Cam profiles:
-
Inlet/outlet valve,
-
Injection cam,
-
Combustion space.
5.2.4.3
Changes that go beyond the above mentioned settings and modifications require a special justification.
5.2.5
The competent authority shall be required to submit all the documents deemed necessary for the authorisation of the settings and modifications mentioned in 5.2.4. The competent authority may also require the repetition of individual or all parts of the type test, the installation or the intermediate testing of the engine.
5.3
Stock engine selection
5.3.1
The competent authority shall authorise the selection of the parent engine of the engine family or engine group before carrying out the tests. A main criterion in the selection of the parent engine is the highest fuel delivery rate per work cycle. In addition, the method must be based on the choice of engine, which has characteristics and characteristics that experience the highest exhaust emissions (expressed in g/kWh). For this, detailed knowledge of the engines within the engine family or engine group is necessary. In some circumstances, the competent authority may conclude that it is appropriate to determine the worst emission value of the engine family or engine group by testing a second engine. Consequently, the competent authority may use a further engine for testing, the characteristics of which indicate that it has the highest emission levels of all engines of this engine family or group of engines.
5.3.2
If the engines of a motor family or group of engines have other variable characteristics to which an influence on exhaust emissions can be attributed, these characteristics shall also be retained and shall be used in the selection of the parent engine consideration.


Annex J, Part II
(Pattern) Part II
INFORMATION DOCUMENT No (1) ...
for type-approval, concerning measures to reduce the emission of gaseous
Pollutants and particulate pollutants from diesel engines intended for installation in
Vehicles of the Rheinschifffahrt are intended

Stem motor/engine type (2) : ..........

0. General
0.1 Make (company name of manufacturer): ..........
0.2 Manufacturer-side name for the engine type (s), the parent engine and, where applicable, engines of the engine family/engine group (2) : ..........
0.3 Manufacturer-side type coding according to the information on the engine: ..........
0.4 Intended use of the engine (3) : ..........
0.5 Name and address of manufacturer: ..........
Where appropriate, name and address of the manufacturer &apos; s representative: ..........
0.6 Location, coding and manner of affixing the engine identification number: ..........
0.7 Location and type of affixing of the type-approval number:
0.08 Address (s) of production site (s): ..........
Annexes
1.
Essential characteristics of the strain motor/engine type
2.
Essential characteristics of the motor family/engine group
3.
Essential characteristics of the engines in the motor family/engine group
4.
Characteristics of the vehicle parts connected to the engine (where applicable)
5.
Instructions of the manufacturer to carry out the control of the components of the adjustable features and the engine parameters
6.
Photographs of the parent engine
7.
Other installations (if necessary, carry out further installations)


Date, signature of the engine manufacturer
...................... ...............................
(1)
The number of the information document shall be given by the competent authority.
(2)
Delete as appropriate.
(3)
e.g. Ship propulsion-propeller driver, ship's main drive-constant speed.


Annex J, Part II, Annex 1
(pattern)


ESSENTIAL CHARACTERISTICS OF THE STEM MOTOR/ENGINE TYPE

1. Description of the engine
1.1 Manufacturer: ..........
1.2 Engine identification number of the manufacturer: ..........
1.3 Mode of operation: four-stroke/two-stroke (1)
1.4 Bore: .......... Mm
1.5 Hub: .......... Mm
1.6 Number and arrangement of cylinders: ..........
1.7 Hubraum: .......... cm.sup.3
1.8 Rated power: .......... kW at rated speed: .......... min-1
1.9 Speed: .......... min-1 with maximum torque: .......... Nm
1.10 Volumetric compression ratio (2) : ..........
1.11 Description of the incinerator: ..........
1.12 Drawing (s) of the combustion chamber and of the piston head ..........
1.13 Minimum cross-section of inlet and outlet channels: .......... Mm 2
1.14 Cooling system
1.14.1 Liquid cooling
1.14.1.1 Type of liquid: ..........
1.14.1.2 Coolant pump (s): ja/no (1)
1.14.1.3 Identification data or mark (s) and type (s) (if applicable): ..........
1.14.1.4 Transmission ratio (se) of the drive (if applicable): ..........
1.14.2 Air cooling
1.14.2.1 Blower: yes/no (1)
1.14.2.2 Identification data or mark (s) and type (s) (if applicable): ..........
1.14.2.3 Transmission ratio (se) of the drive (if applicable): ..........
1.15 Temperature approved by the manufacturer
1.15.1 Liquid cooling: highest temperature at the engine outlet: .......... C
1.15.2 Air cooling: Reference point: ..........
Maximum temperature at the reference point: ..........


C
1.15.3 Maximum charge air temperature at the outlet of the intermediate cooler (if applicable): .......... C
1.15.4 Maximum exhaust gas temperature at the connection point between exhaust manifold (s) and exhaust manifold (s): .......... C
1.15.5 Lubricant temperature: at least ..........
at most ..........
C
C
1.16 Supercharger: yes/no (1)
1.16.1 Brand: ..........
1.16.2 Type: ..........
1.16.3 Description of the system (e.g. B. maximum charge pressure, pressure relief valve (wastegate),
(if applicable): ..........
1.16.4 Intercooler: yes/no (1)
1.17 Intake system: maximum permissible intake pressure at rated engine speed and full load: .......... kPa
1.18 Exhaust system: Maximum permissible exhaust gas back pressure at rated engine speed and full load: .......... kPa
2. Additional facilities for the reduction of pollutants
(if it exists and does not fall under another digit)
-Description and/or sketch (s): ..........
3. Fuel system
3.1 Fuel pump
Print (2) or characteristic: .......... kPa
3.2 Injection system
3.2.1 Pump
3.2.1.1 Brand (s): ..........
3.2.1.2 Type (s): ..........
3.2.1.3 Injection quantity: .......... and .......... mm³ (2) per stroke or stroke at .......... min-1 of the pump
(rated speed) or .......... min-1 (maximum torque) or characteristic curve.
Indication of the method used: on the motor/on the pump test stand (1)
3.2.1.4 Injection Time
3.2.1.4.1 Adjustment curve of the injection adjuster (2) : ..........
3.2.1.4.2 Injection timing setting (2) : ..........
3.2.2 Injection lines
3.2.2.1 Length: .......... Mm
3.2.2.2 Inside diameter: .......... Mm
3.2.3 Injection nozzle (s)
3.2.3.1 Brand (s): ..........
3.2.3.2 Type (s): ..........
3.2.3.3 Open Print (2) or characteristic: kPa
3.2.4 Regulator
3.2.4.1 Brand (s): ..........
3.2.4.2 Type (s): ..........
3.2.4.3 Full-load adjustment speed (2) : .......... min -1
3.2.4.4 Maximum speed without load (2) : .......... min -1
3.2.4.5 Idle speed (2) : .......... min -1
3.3 Cold start device
3.3.1 Brand (s): ..........
3.3.2 Type (s): ..........
3.3.3 Description: ..........
4. Valve Setting
4.1 Maximum valve strokes and opening and closing angles, relative to the dead points,
or the following information: ..........
4.2 Reference and/or adjustment ranges (1)
(1)
Delete as appropriate.
(2)
Specify tolerance.


Annex J, Part II, Annex 2
(pattern) ESSENTIAL CHARACTERISTICS OF THE MOTOR FAMILY/MOTOR GROUP (1)

1. Common characteristics (1) :
1.1 Working method: ..........
1.2 Coolant: ..........
1.3 Air intake method: ..........
1.4 Type/composition of combustion chamber: ..........
1.5 Valves and slot design-arrangement, size and number:
1.6 Fuel system: ..........
1.7 Motors-Function systems:
Proof of identity according to sketch (s) Number:
-Charge air cooling: ..........
-exhaust gas recirculation (2) : ..........
-Water injection/emulsion (2) : ..........
-air injection (2) : ..........
1.8 Exhaust aftertreatment system (2) : ..........
Proof of the same (or the lowest) ratio of the same:
System capacity/fuel delivery per hub according to graph (er) number: ..........
2. Lineup of the engine family/engine group (1)
2.1 Name of motor family/engine group (1) : ..........
2.2 Specification of engines of this family/group (1) :
Master motor (3)
Engine Label
Number of cylinders
Nominal speed (min -1 )
Delivery rate per stroke (mm) ³ )
Rated Power (kW)
Rotation speed at maximum torque (min -1 )
Delivery rate per stroke (mm) ³ )
Maximum torque (Nm)
Low idle speed (min -1 )
Cylinder displacement (% of the trunk-motor) 100
(1)
To be completed, taking into account the rules laid down in Part I, Part I, Part I, Part I, Part I of the Rhine.
(2)
"n.z." for "not applicable".
(3)
See Appendix 1 for a detailed description.


Annex J, Part II, Annex 3
(Pattern) Essential characteristics of engines in the engine family/engine group (1)

1. Description of the engine
1.1 Manufacturer: ..........
1.2 Engine identification number of the manufacturer: ..........
1.3 Mode of operation: four-stroke/two-stroke (2)
1.4 Bore: .......... Mm
1.5 Hub: .......... Mm
1.6 Number and arrangement of cylinders: ..........
1.7 Hubraum: .......... cm.sup.3
1.8 Rated power: .......... kW at rated speed: .......... min-1
1.9 Speed: .......... min-1 with maximum torque: .......... Nm
1.10 Volumetric compression ratio (3) : ..........
1.11 Description of the incinerator: ..........
1.12 Drawing (s) of the combustion chamber and of the piston head ..........
1.13 Minimum cross-section of inlet and outlet channels: ..........
1.14 Cooling system
1.14.1 Liquid cooling
1.14.1.1 Type of liquid: ..........
1.14.1.2 Coolant pump (s): ja/no (2)
1.14.1.3 Identification data or mark (s) and type (s) (if applicable): ..........
1.14.1.4 Transmission ratio (se) of the drive (if applicable): ..........
1.14.2 Air cooling
1.14.2.1 Blower: yes/no (2)
1.14.2.2 Identification data or mark (s) and type (s) (if applicable): ..........
1.14.2.3 Transmission ratio (se) of the drive (if applicable): ..........
1.15 Temperature approved by the manufacturer
1.15.1 Liquid cooling: highest temperature at the engine outlet: .......... C
1.15.2 Air cooling: Reference point: ..........
Maximum temperature at the reference point: ..........


C
1.15.3 Maximum charge air temperature at the outlet of the intermediate cooler (if applicable): .......... C
1.15.4 Maximum exhaust gas temperature at the connection point between exhaust manifold (s) and exhaust manifold (s): .......... C
1.15.5 Lubricant temperature: at least ..........
at most ..........
C
C
(1)
Separately for each engine of the engine family/engine group. Tabular enumerations are allowed.
(2)
Delete as appropriate.
(3)
Specify tolerance.
1.16 Supercharger: yes/no (1)
1.16.1 Brand: ..........
1.16.2 Type: ..........
1.16.3 Description of the system (e.g. B. maximum charge pressure, pressure relief valve (wastegate),
(if applicable): ..........
1.16.4 Intercooler: yes/no (1)
1.17 Intake system: maximum permissible intake pressure at rated engine speed and full load: .......... kPa
1.18 Exhaust system: Maximum permissible exhaust gas back pressure at rated engine speed and full load: .......... kPa
2. Additional facilities for the reduction of pollutants
(if it exists and does not fall under another digit)
-Description and/or sketch (s): ..........
3. Fuel system
3.1 Fuel pump
Print (2) or characteristic: .......... kPa
3.2 Injection system
3.2.1 Pump
3.2.1.1 Brand (s): ..........
3.2.1.2 Type (s): ..........
3.2.1.3 Injection quantity: .......... and .......... mm³ (2) per stroke or stroke at .......... min-1 of the pump
(rated speed) or .......... min-1 (maximum torque) or characteristic curve.
Indication of the method used: on the motor/on the pump test stand (1)
3.2.1.4 Injection Time
3.2.1.4.1 Adjustment curve of the injection adjuster (2) : ..........
3.2.1.4.2 Injection timing setting (2) : ..........
3.2.2 Injection lines
3.2.2.1 Length: .......... Mm
3.2.2.2 Inside diameter: .......... Mm
3.2.3 Injection nozzle (s)
3.2.3.1 Brand (s): ..........
3.2.3.2 Type (s): ..........
3.2.3.3 Open Print (2) or characteristic: kPa
3.2.4 Regulator
3.2.4.1 Brand (s): ..........
3.2.4.2 Type (s): ..........
3.2.4.3 Full-load adjustment speed (2) : .......... min -1
3.2.4.4 Maximum speed without load (2) : .......... min -1
3.2.4.5 Idle speed (2) : .......... min -1
3.3 Cold start device
3.3.1 Brand (s): ..........
3.3.2 Type (s): ..........
3.3.3 Description: ..........
4. Valve Setting
4.1 Maximum valve strokes and opening and closing angles, relative to the dead points,
or the following information: ..........
4.2 Reference and/or adjustment ranges (1)
(1)
Delete as appropriate.
(2)
Specify tolerance.


Annex J, Part III
(pattern) Part III
Type-approval certificate

Seal of the competent authority
Type approval number: .......... Extension No: ..........


Notification on
-
Grant/Extension/Denation/withdrawal (1) of type-approval
for a type of engine, engine family or group of engines with regard to the emission of pollutants in accordance with the Rhine-Rhine Search Order

(Where applicable) reason for enlargement: ..........


SECTION I
0.
General
0.1
Make (company name of manufacturer): ..........
0.2
Manufacturer-side name for the engine type (s), the parent engine and, where applicable, the engines of the engine family/engine group (1) : ..........
0.3
Manufacturer-side type coding according to the specifications on the engine/motors: ..........
Location: ..........
Type of attachment: ..........
0.4
Use of the engine (2) : ..........
0.5
Name and address of manufacturer: ..........
Where appropriate, name and address of the manufacturer &apos; s representative: ..........
0.6
Location, coding and manner of affixing the engine identification number: ..........
0.7
Location and type of affixing of the type-approval number: ..........
0.8
Address (s) of production site (s): ..........
(1)
Delete as appropriate.
(2)
e.g. Ship propulsion-propeller curve, ship propulsion-constant speed.
SECTION II
1.
Where applicable, use restrictions ..........
1.1
Special features which must be taken into account when installing the engine/engines in the vehicle: ..........
1.1.1
Maximum allowable intake pressure: .......... kPa
1.1.2
Maximum permissible exhaust gas back pressure: .......... kPa
2.
Technical service responsible for carrying out the tests (1) : ..........
3.
Date of audit report (2) : ..........
4.
Number of the audit report: ..........
5.
The undersigned hereby certifies the accuracy of the manufacturer's information in the attached information document of the engine/engines mentioned above, and the validity of the attached test results in relation to the engine type or the trunk engine. The test copy (s) has been selected by the manufacturer with the approval of the competent authority and presented as a model of the (strain) engine (3) :
Type-approval shall be granted/extended/withheld/withdrawn (3) :
Location: ..........
Date: ..........
Signature: ..........


Annexes: Description folder
Test results (see Annex 1)
(1)
If the tests are carried out by the competent authority itself, "no" shall be given.
(2)
Including, where appropriate, a correlation study on sampling systems deviating from the reference systems, in accordance with the Rheinschiffsuntersuchungsordnung Annex J, Part I, Section 3.1.1.
(3)
Delete as appropriate.


Annex J, Part III, Annex I
(samples) test results

0. General
0.1 Make (company name of manufacturer): ..........
0.2 Manufacturer-side name for the engine type (s), the parent engine and, where applicable, engines of the engine family/engine group (1) : ..........
1. Information on the conduct of the test (s) (2)
1.1 Test Cycle
Description of the test cycle (3) : ..........
1.2 Engine performance
1.2.1 Engine speeds:
Idle speed: .......... min -1
Nominal speed: .......... min -1
1.2.2 Rated power: .......... kW
1.3 Emission Values
Results of the emission test Limits
CO: .......... g/kWh CO: .......... g/kWh
HC: .......... g/kWh HC: .......... g/kWh
NOx .......... g/kWh NOx .......... g/kWh
Particles: .......... g/kWh Particles: .......... g/kWh
1.4 Competent authority or technical service
Place, date: .......... Signature: ..........
(1)
Delete as appropriate.
(2)
In the case of more than one test cycle for each individual.
(3)
Enter the test cycle as a basis in accordance with the provisions of the Directive on the Rhine Navigation Ordination No. 16, Part II, Section 3.6.


Annex J, Part IV
(Pattern) Part IV
Type-approvals numbering scheme

1. Systematics
The number consists of 5 sections separated by the character "*".
Section 1: The capital letter "R", followed by the measure of the Member State which issued the authorisation:
1
for Germany
2
for France
4
for the Netherlands
6
for Belgium
14
for Switzerland
Section 2: The identifier of the request level. It is to be assumed that in the future the requirements for the emission of gaseous and particulate pollutants will be strengthened. The different stages of the requirements are referred to by Roman numerals. The initial requirements shall be indicated by point I.
Section 3: The designation of the test cycles. Since engines can be type-approved for different applications on the basis of the respective test cycles, the designations of the relevant test cycles are to be specified here.
Section 4: A four-digit serial number (with leading zeros) for the number of the basic permit. The order begins with 0001.
Section 5: A double-digit sequential number (with advanced zero) for the extension. The order begins with 01 for each number of a basic permit.
2 Examples
a)
Third authorisation granted by the Netherlands in accordance with Stage I, and the application of the engine for the ship propulsion-propeller curve (to date, without extension):
R 4 * I* E3 * 0003 * 00
b)
Second extension to the fourth permit granted by Germany in accordance with Stage II, for ship propulsion-constant speed and-ship propulsion propeller curve:
R 1 * II* E2E3 * 0004 * 02


Annex J, Part V
(Pattern) Part V
List of type approvals for engine types, engine families and motor groups

Seal of the competent authority
List No: ..........
Period of .......... to ..........


1 2 3 4 5 6 7
Make (1) Manufacturer Name (1) Type-approval number Date of type-approval Enlargement, refusal to depart (2) Reason for enlargement, refusal or withdrawal Date of extension, denial of withdrawal (2)
(1)
Corresponding to type-approval certificate.
(2)
Enter applicable.


Annex J, Part VI
(Pattern) Part VI
Production of manufactured engines

Seal of the competent authority
List No: ..........
for the period of .......... to ..........
The engine types, engine families, engine groups and type-approval numbers of the engines manufactured within the above period in accordance with the provisions of the Rhine Navigation Ordination Regulations shall be given the following information:
Make (company name of manufacturer): ..........
Manufacturer-side name for the engine type (s), the parent engine and, where applicable, engines of the engine family/engine group (1) :
Type-approval number: ..........
Issue Date ..........
Date of the first exhibition (at night's reins): ..........
Name of motor family/engine group (2) : ..........
Name of motor family/engine group (2) : ..........
Engine of the engine family/engine group: 1: ... 2: ... n: ...
Engine identification number: ...001 ...001 ...001
...002 ...002 ...002
. . .
. . .
. . .
... m ... p ... q
(1)
Delete as appropriate.
(2)
If necessary, omit; the example shows a motor family with "n" different motors, of which units
of the engine 1 with the identification numbers ... 001 to ..... m,
of the engine 2 with the identification numbers ... 001 to ..... p,
of the engine n with the identification numbers ... 001 to ..... q
have been produced.


Annex J, Part VII
(Pattern) Part VII
Data sheet for engines with type approval

Seal of the competent authority


Engine description Emissions (g/kWh)
Lfd. No. Date Type Approval Type Approval Number Factory brand Engine Type/Engine Family/Engine Group Coolants (1) Number of cylinders Total-hubraum (cm 3 ) Rated Power (kW) Rated speed (min) -1 ) Fry-nung (2) After-behand-lung (3) Test Cycle CO HC NOX PT
(1)
Liquid or air.
(2)
Abbreviations to be used: DI = direct injection, PC = vort/vortex chamber, NA = suction motor, TC = turbo charging, TCA = turbocharging with intermediate cooling. Examples: DI NA, DI TC, DI TCA, PC NA, PC TC, PC TCA.
(3)
Abbreviations to be used: CAT = catalyst, PT = particulate filter, EGR = exhaust gas recirculation.


Annex J, Part VIII
(Pattern) Part VIII
Engine parameter log

0. General
0.1 Engine information
0.1.1 Make ..........
0.1.2 Manufacturer-side name: ..........
0.1.3 Type-approval number: ..........
0.1.4 Engine identification number: ..........
0.2 Documentation
The engine parameters must be checked and the test results to be documented. The documentation shall be made on separate sheets, which shall be numbered separately, signed by the examiner and attached to this protocol.
0.3 Audit
The exam is based on the instructions (1) of the manufacturer to carry out the control of the components, the adjustable features and the engine parameters. In justified individual cases, the auditor can, according to his own assessment, look at the control of certain engine parameters.
0.4 This engine parameter protocol, including the attached records as a whole, ...... (2) Pages.
(1)
See Rheinschiffsuntersuchungsordnung Annex J, Part I, Section 2.4, Section 8a.11 No. 3.
(2)
To be completed by the reviewer.


1. Engine parameters
This will certify that the tested engine does not deviate inadmissibly from the given parameters.
1.1 Installation Check
Name and address of the examining body: ...........
Name of the tester: ..........
Place and date: ..........
Signature: ..........
Audit recognised by
competent authority: ..........
Place and date: ..........
Signature: ..........
Seal of the competent authority


1.2 □ Intermediate Check (1) □ Special Check (1)
Name and address of the examining body: ..........
Name of the tester: ..........
Place and date: ..........
Signature: ..........
Audit recognised by
competent authority: ..........
Place and date: ..........
Signature: ..........
Seal of the competent authority
(1)
Tick the appropriate one.


1.2 □ Intermediate Check □ Special Check (1)
Name and address of the examining body: ..........
Name of the tester: ..........
Place and date: ..........
Signature: ..........
Audit recognised by
competent authority: ..........
Place and date: ..........
Signature: ..........
Seal of the competent authority


1.2 □ Intermediate Check (1) □ Special Check (1)
Name and address of the examining body: ..........
Name of the tester: ..........
Place and date: ..........
Signature: ..........
Audit recognised by
competent authority: ..........
Place and date: ..........
Signature: ..........
Seal of the competent authority
(1)
Tick the appropriate one.


Annex J, Part VIII, Annex I
(pattern) engine parameter log asset

Ship Name: .......... Single European ship number: ..........
□ Installation Check (1) □ Intermediate Check (1) □ Special Check (1)
Manufacturer: .......... Engine type: ..........
(manufacturer's trademark/trade name/trade name of the manufacturer) (motor family/-group/manufacturer-side name)
Rated power (kW): .......... Nominal speed (min -1 ): .......... Number of cylinders: ..........
Use of the engine: ..........
(vessel's main propulsion/generator/bow thrust/auxiliary engine, etc.)
Type-approval number: .......... Engine Year: ..........
Engine identification number: .......... Installation location: ..........
(Serial Number/Unique Identification Number)
The engine and its exhaust-related components were identified by the type plate. The test was carried out on the basis of the "instructions of the manufacturer to carry out the control of the exhaust gas-relevant components and engine parameters".
A)
Component testing Additional exhaust gas-relevant components, which are listed in the "instructions of the manufacturer to carry out the control of exhaust gas-relevant components and engine parameters", are to be entered.
Component Component Number Determined Match (1)
Camshaft/piston □ Yes □ No □ Not applicable
Injection valve □ Yes □ No □ Not applicable
Record/Software # □ Yes □ No □ Not applicable
Injection pump □ Yes □ No □ Not applicable
Cylinder head □ Yes □ No □ Not applicable
Exhaust gas turbocharger □ Yes □ No □ Not applicable
Charge air cooler □ Yes □ No □ Not applicable
B)
Testing of adjustable features and engine parameters
Parameters Agent Value Match (1)
Injection timing, duration of injection □ Yes □ No
C)
Testing of the intake system and exhaust system
Compliance with the approved values has been verified by a measurement.
Suction under pressure: ......... kPa at rated speed and full load.
Exhaust gas back pressure: ......... kPa at rated speed and full load.
A visual inspection of the intake system and of the exhaust system was carried out. No abnormalities were found to be concluded for non-compliance with the approved values.
D)
Remarks:
(The following different settings, modifications or modifications to the installed diesel engine have been detected.)
Name of the tester:
Place and date:
Signature:
(1)
Tick the appropriate one.
Unofficial table of contents

Appendix K (dropped)

Unofficial table of contents

Annex L Scheme of the single European ship number (ENI)

A A A X X X X X
Code of the competent authority granting the European ship number [Continuous Number]
In the case of this scheme, 'AAA' shall be the three-digit code awarded by the competent authority which issued the European vessel number, in accordance with the following numerical ranges:

001-019 France
020-039 Netherlands
040-059 Germany
060-069 Belgium
070-079 Switzerland
080-099 reserved for vehicles from countries which are not parties to the Mannheim file and for which a Rhine ship test has been issued before 1 April 2007
100-119 Norway
120-139 Denmark
140-159 United Kingdom
160-169 Iceland
170-179 Ireland
180-189 Portugal:
190-199 reserved
200-219 Luxembourg
220-239 Finland
240-259 Poland
260-269 Estonia
270-279 Lithuania
280-289 Latvia
290-299 reserved
300-309 Austria
310-319 Liechtenstein
320-329 Czech Republic
330-339 Slovakia
340-349 reserved
350-359 Croatia
360-369 Serbia
370-379 Bosnia and Herzegovina
380-399 Hungary
400-419 Russian Federation
420-439 Ukraine
440-449 Belarus
450-459 Moldova
460-469 Romania
470-479 Bulgaria
480-489 Georgia
490-499 reserved
500-519 Turkey
520-539 Greece
540-549 Cyprus
550-559 Albania
560-569 The former Yugoslav Republic of Macedonia
570-579 Slovenia
580-589 Montenegro
590-599 reserved
600-619 Italy
620-639 Spain
640-649 Andorra
650-659 Malta
660-669 Monaco
670-679 San Marino
680-699 reserved
700-719 Sweden
720-739 Canada
740-759 United States of America
760-769 Israel
770-799 reserved
800-809 Azerbaijan
810-819 Kazakhstan
820-829 Kyrgyzstan
830-839 Tajikistan
840-849 Turkmenistan
850-859 Uzbekistan
860-869 Iran
870-999 reserved
"xxxxx" shall be the five-digit serial number issued by the competent authority Unofficial table of contents

Appendix M Navigation radar systems and turning indicators in the Rhine navigation

(Fundstelle: BGBl. I 2012, 2823 to 2837)

(Text see: BinSchUO2008AnhIIAnl M) Unofficial table of contents

Annex N Requirements for Inland AIS equipment and regulations concerning the installation and functional testing of domestic AIS equipment

Annex N, Part I
-applies only to vessels with a ship test,

A.
Requirements for domestic AIS equipment inland AIS equipment must comply with the requirements of the test standards set out in Decision 2007-I-15. Compliance shall be demonstrated by a type-approval test of a competent authority.
B.
Installation and functional testing of domestic AIS equipment on board The installation of domestic AIS equipment on board shall be subject to the following conditions:
1.
The installation of the domestic AIS equipment may only be carried out by a specialist company, which is recognized by the competent authority.
2.
The domestic AIS device must be installed in the wheelhouse or at another accessible location.
3.
It must be visually recognizable whether the device is in operation. The device must be continuously supplied with electrical energy via a fail-safe circuit with its own protection and must be connected directly to this power supply.
4.
The antennas of the Inland AIS devices shall be installed and connected to the equipment in such a way that they function safely under all normal operating conditions. Other devices may only be connected if the interfaces of both devices are compatible.
5.
Before the first entry into service after installation, in the case of renewals or renewals of the ship test (except in accordance with § 2.09 No. 2 of the Rhine ship investigation order) and after each conversion on the ship, which is responsible for the operating conditions of these devices must be carried out by the competent authority or by a recognised technical firm, in the form of an installation and function test.
6.
The recognised specialist company, which has carried out the installation and function testing, shall issue a certificate in accordance with Annex N, Part II, on the specific characteristics and the proper functioning of the domestic AIS device.
7.
The certificate shall be kept on board all the time.
8.
A user manual is to be handed out on board. This is to be noted in the certificate of installation.
C.
Information to the Central Commission for the Rhine-borne Navigation of the Rhine and Belgium shall be notified to the Central Commission without delay
a)
any designation of a competent authority,
b)
any grant or withdrawal of a type-approval for domestic AIS equipment,
c)
any recognition of a specialist company for the installation of domestic AIS equipment or withdrawal of such recognition
with.


Annex N, Part II
-applies only to vessels with a ship test,
(pattern)

Certificate of installation and function of domestic AIS equipment

Type/Name of the ship:
Common European ship number or official vessel number:
Ship Owner
Name:
Address:
Phone:


Inland AIS Device

Type Manufacturer Approval number Serial Number


It hereby certifies that the Inland AIS equipment of this vehicle is subject to the requirements of Appendix N, Part I, Rhine ship examination regulations, requirements for domestic AIS equipment and regulations concerning the installation and the functional testing of domestic AIS devices, and that an instruction manual for remaining on the vehicle has been handed out.

Recognized specialist company

Name:
Address:
Phone:
Stamp Place Date
Signature


Competent authority for the recognition of the specialist company
Name:
Address:
Phone:


Annex N, Part III
-applies only to vessels with a ship test,
(pattern)

1. List of the post-Rhine ship inspection list for the authorisation
Authorities responsible for domestic AIS equipment

Country Name Address Phone number Email address
Belgium
Germany
France
Netherlands
Switzerland
If no authority is specified, no competent authority has been designated by the State concerned.

2. List of domestic AIS equipment approved after the Rheinschiffsinvestigation

lfd. No. Type Manufacturer Holder of type-approval Date of approval competent authority Admissions No.


List of the domestic AIS appliances approved after the Rhine ship inspection on the basis of equivalent type-approvals

lfd. No. Type Manufacturer Holder of type-approval Date of approval competent authority Admissions No.


4. List of specialist firms recognised for the installation or exchange of domestic AIS equipment after the Rheinschiffsinvestigation

Belgium
lfd. No. Name Address Phone number Email address
If a specialist company is not specified, no recognition has been given to companies in that country.

Germany
lfd. No. Name Address Phone number Email address
If a specialist company is not specified, no recognition has been given to companies in that country.

France
lfd. No. Name Address Phone number Email address
If a specialist company is not specified, no recognition has been given to companies in that country.

Netherlands
lfd. No. Name Address Phone number Email address
If a specialist company is not specified, no recognition has been given to companies in that country.

Switzerland
lfd. No. Name Address Phone number Email address
If a specialist company is not specified, no recognition has been given to companies in that country. Unofficial table of contents

Appendix O List of certificates recognised as equivalent to the ship test in accordance with § 1.03, and conditions for their recognition

(Without content) Unofficial table of contents

Installation P Data for identification of a vehicle

1.
Single European ship number according to § 2.18 (Annex V, Part I or II, No 3 and Annex VI, Part I or II, 5. Column)
2.
Name of the vehicle (Annex V, Part I or II, No 1 and Annex VI, Part I or II, 4. Column)
3.
Type of vehicle according to § 1.01 points 1 to 25 (Annex V, Part I or II, No 2)
4.
Length of all according to § 1.01 No. 56 (Annex V, Part I or II, No 17a)
5.
Breadth of everything according to § 1.01 No. 59 (Annex V, Part I or II, No 18a)
6.
Draught according to § 1.01 No. 62 (Annex V, Part I or II, No 19)
7.
Data source (= Rheinschiffsattest/ Community certificate)
8.
Carrying capacity (Annex V, Part I or II, No 21, and Annex VI, Part I or II, 13. Column) for vehicles used for the carriage of goods
9.
Water displacement according to § 1.01 No. 46 (Annex V, Part I or II, No 21 and Annex VI, Part I or II, 13). Column) for vehicles not used for the carriage of goods
10.
Operator (owner or his authorised representative, § 2.02
11.
Issuing Commission of Inquiry (Annex V, Part I or II, and Annex VI, Part I or II)
12.
Number of the Rhine ship's best/Community certificate (Annex V, Part I or II and Annex VI, Part I or II, 1. Column)
13.
Expiry of the validity (Annex V, Part I or II, No 11, and Annex VI, Part I or II, 17. Column)
14.
Creator of the record
If present
1.
National ship number
2.
Type of vehicle according to the standard/technical specification for electronic messages in inland waterway transport
3.
Single or double-hull construction according to ADN/ADNR
4.
Page height according to § 1.01 No. 61
5.
Gross room number (for seagoing ships)
6.
IMO number (for seagoing ships)
7.
Call sign (for seagoing ships)
8.
MMSI Number
9.
ATIS Code
10.
Type, number, issuing authority and expiry date of other documents
Unofficial table of contents

Appendix Q Service instructions according to § 1.07

No. 1 Requirements for evaver and turning properties
No. 2 Minimum speed, stop properties, and reverse drive requirements
No. 3 Requirements for coupling systems and coupling devices of vehicles to move a rigid bandage or to continue moving in a rigid dressing
No. 4 No content
No. 5 Noise measurements
No. 6 No content
No. 7 Special anchor with reduced anchor mass
No. 8 Strength of watertight ship windows
No. 9 Requirements for sprinkler systems
No. 10 Samples of the certificate for liquefied gas installations on canal penials
No. 11 Exhibition of the Community Certificate
No. 12 Fuel tanks on floating devices
No. 13 Minimum thickness of the outer skin on towed beets
No. 14 No content
No. 15 Movement from own power
No. 16 No content
No. 17 Appropriate fire alarm systems
No. 18 Identification of the swimming ability, trimming position and stability of separate ship parts
No. 19 Replacement engines
N ° 20 Equipment of ships conforming to standard S1 or S2
No. 21 Requirements for safety guidance systems
No. 22 Consideration of the special security needs of persons with reduced mobility
No. 23 No content
N ° 24 Appropriate gas warning system
No. 25 Cable

Note: The Central Office of the Ship Investigation Commission/Shipyards may, for vehicles running on waterways in zones 3 and 4, for the areas listed in Annex IV, derogations from those in the following service instructions. The Central Office of the Ship Investigation Commission/Shipyards may, for vehicles operating on waterways in zones 1 and 2, meet higher requirements in respect of the areas listed in Annex III. to the relevant values specified in the following service instructions .

Service instruction No 1
Requirements for evaver and turning properties

(§ § 5.09 and 5.10 i. V. m. § 5.02 (1), 5.03 (1), 5.04 and 16.06 of Annex II)

1
General and boundary conditions for the implementation of the evaver maneuver
1.1
According to § 5.09, ships and associations must be able to depart in good time and the evasive properties must be proven by evasive manoeuvres on a test journey line according to § 5.03. This is demonstrated by simulated evasive maneuvers according to the backboard and the starboard with predetermined variables, in which limit values for the required time requirements must be observed for certain rotational speeds of the pivoting and of the support.

The requirements set out in point 2 shall be met, in compliance with a minimum water depth of at least 20% of the drauge, but at least 0.50 m.
2.
Implementation of the evaage maneuver and measurement acquisition

(Schematic presentation in Annex 1 to this service statement)
2.1
The evasive maneuver shall be carried out as follows:

At the beginning of the maneuver (time to = 0 s, rotation speed r = 0 ° /min, rudder angle δo = 0 °, constant engine speed setting) by rudder, a evawing movement of the To initiate a ship or a bandage on the back board or the starboard. The rudder angle δ or the position of the control element δa in the case of active control devices is to be set in accordance with the information under 2.3 at the beginning of the avoidance maneuver. The set rudder angle δ (e.g. 20 ° starboard) is to be maintained until the value of the rotational speed r1 referred to in 2.2 is reached for the respective ship size or the size of the band. When the rotational speed r1 is reached, the time t1 is to be taken up and the counter-rudder with the selected rudder angle δ (for example, the time t1) For example 20 ° backboard) to stop the pivoting movement and to pivot it in the opposite direction, d. h. to return the speed to the value r2 = 0 and to increase the speed again to the value specified in 2.2. The time t2, when the rotational speed r2 = 0 is reached, is to be recorded. When the rotational speed r3 after 2.2 is reached, counter-rudder is to be provided with the same rudder angle δ in order to terminate the rotational movement. The time t3 is to be recorded. When the rotational speed r4 = 0 has been reached, the time t4 is to be taken up and subsequently the ship or the bandage is to be brought to the starting course with freely selectable rowing movements.
2.2
The following limit values for the attainment of the rotational speed r4 as a function of the ship or belt sizes and the water depth h are to be complied with:

Ship or tape size
L x B
Rotational speed to keep
r1 = r3 [° /min]
Limit values to be observed for the time t4 [s] in shallow and deep water
δ = 20 ° δ = 45 ° 1.2 ≤ h/T ≤ 1.4 1.4 < h/T ≤ 2 h/T > 2
1 All motor ships; single-lane shipwreaws ≤ 110 x 11.45 20 ° /min 28 ° /min 150 ship 110 s 110 s
2 Single-track ship federations up to 193 x 11,45 or two-lane ship associations up to 110 x 22,90 12 ° /min 18 ° /min 180 ship 130 s 110 s
3 Two-lane shipwreaws ≤ 193 x 22.90 8 ° /min 12 ° /min 180 ship 130 s 110 s
4 Two-track ship associations up to 270 x 22,90 or three-lane ship associations up to 193 x 34.35 6 ° /min 8 ° /min (*) (*) (*)
(*)
after the decision of the nautical expert
The time requirement t1, t2, t3 and t4 for the attainment of the rotational speed r1, r2, r3 and r4 is to be noted in the measurement protocol in accordance with Annex 2 to this service instruction. The values t4 shall not exceed the limit values set out in the table.
2.3
At least four evasive maneuvers are to be carried out, and one evasive maneuver
-
after starboard with a rudder angle δ=20 °
-
after bord with a rudder angle δ=20 °
-
by starboard with a rudder angle δ=45 °
-
After bord with a rudder angle δ=45 °.
If necessary (e.g. For example, in the event of uncertainty about the measured values or unsatisfactory progress, the evasive maneuvers should be repeated. The rotational speeds and limit values for the time required in accordance with 2.2 must be maintained. For active control devices or special rudder types, the position of the control member δa or the rudder angle δa is, if necessary, at the discretion of the expert, taking into account the design of the control device deviating from δ = 20 ° and δ = 45 °.
2.4
For the determination of the speed of rotation, a turning indicator must be located on board, which corresponds to the requirements concerning the minimum requirements and test conditions for turning indicators in the Rhine navigation.
2.5
The state of charge in the evasive maneuver shall be as far as possible 70% to 100% of the maximum load-bearing capacity in accordance with § 5.04. If the test drive is carried out with a lower loading, then the admission for the descent and for the mountain ride shall be restricted to this loading.

The course of the evasive maneuvers and the names used may be taken from the schematic illustration of Annex 1 to this service instruction.
3.
Turning properties

The turning properties of ships and associations with L of not more than 86 m and B of no more than 22.90 m are sufficient in the sense of § 5.10 i. V. m. Section 5.02 Number 1, if the limit values for the stopping bug to the valley after the service instruction number 2 have been complied with in the case of a turning maneuver at an initial speed of 13 km/h against water. In this case, the flotation water conditions according to 1.1 must be maintained.
4.
Other requirements
4.1
Irrespective of the requirements referred to in points 1 to 3,
a)
in the case of control devices with manual drive, one revolution of the manual control wheel corresponds to at least 3 ° rudder output and
b)
in the case of control devices with a motor drive, with the largest immersion of the rudder, a mean angular velocity of the rudder of 4 ° per second can be achieved over the entire range of the possible rowing stroke.
This requirement is also to be tested at full speed with a rowing movement over the 35 ° backboard area after 35 ° control board. In addition, it is necessary to check whether the ruder maintains the outermost position at full drive power. In the case of active control devices or special rowing designs, this provision shall be applied in the appropriate manner.
4.2
Where, in order to achieve the manoeuvrability properties, additional equipment is required in accordance with Article 5.05, these must comply with the requirements of Chapter 6 and, in the case of the vessel's maximum number 52, enter the following endorsement: ' The Flank ruder (*) /Bow Controls (*) /other facilities (*) is (*) /are (*) in order to achieve the manoeuvring characteristics referred to in Chapter 5. "
(*)

Delete as appropriate.
5.
Recording of measured values and logging

Measurement, logging and recording of the test data shall be carried out in accordance with the procedure set out in Annex 2 to this Service.
Appendix 1

to service directive No 1

Schematic representation of the evaver maneuver



Appendix 2

to service directive No 1
Evasive maneuvers and turning properties
Commission of Inquiry: .......................................................................................................................................................................................................................................................
Date: ................................................................................................................................................................................................................................................................ .........................
Name: ................................................................................................................................................................................................................................................................ ..........................
Name of the vehicle: ............................................................................................................................................................................................................................................................
Owner: ................................................................................................................................................................................................................................................................ ...............
Type of vehicle Route: ............................................................................................................................................
or association: .............................................................................................. Level [m]: ..........................................................................................................................................
L x B [m x m]: .............................................................................................. Water depth h [m]: ............................................................................................................................
TAttempt [m]: ................................................................................................ h/T: ...................................................................................................................................................
Flow rate [m/s]: ...............................................................................................
Loading % of maximum
(when trying) [t]: .............................................................................................. Load capacity: .................................................................................................................................
Turning speed indicator
Type: ................................................................................................................................................................................................................................................................ ..............................
Rudder type: common type/special design (*)
Active Control Unit: yes/no (*)
Evasive maneuver metrics:
Turning properties (*)
Location at the beginning of the turning maneuver ................................................................................................................... km
Location at the end of the turning maneuver .................................................................................................................................. km
Rudder Machine
Type of drive: Hand/motorized (*)
Rudder rash per revolution (*) : ................................................................................................................................................................................................. o
Angular velocity of the rudder over the entire range (*) : ............................................................................................................................................
Rudder angular velocity over the range (*) 35 ° BB after 35 ° StB: .........................................................................................................................


(*)

Delete as appropriate.


Service instruction No 2
Minimum speed, stop properties, and reverse drive requirements

(§ § 5.06, 5.07 and 5.08 i. V. m. § 5.02 (1), 5.03 (1), 5.04 and 16.06 of Annex II)

1.
Minimum speed in accordance with § 5.06The speed against water is sufficient within the meaning of § 5.06 (1) if it is at least 13 km/h. In this case, as in the case of the determination of the stop properties:
a)
the conditions for the deep-water depth in accordance with 2.1 are complied with
b)
Measurement, logging, recording and evaluation of the test data are carried out.
2.
Stopping properties and reverse driving properties according to § 5.07 and § 5.08
2.1
Ships and associations may stop in time to valley to valley within the meaning of § 5.07 (1) if the stopping bug to valley against ground at an initial speed of 13 km/h against water, a floating water depth of at least 20% of the draughts; at least 0.50 m. The following limit values shall be complied with:
a)
In flowing waters (at flow speed 1,5 m/s), the standstill against water must be at a distance, measured against land, of the maximum 550 m for ships and associations with a
-
Length L > 110 m or
-
Width B > 11,45 moder480 m for ships and associations with a
-
Length L ≤ 110 m and
-
Width B ≤ 11.45 m
shall be reached. The stop maneuver ends when there is a standstill against land.
b)
In silent waters (flow speed less than 0.2 m/s), the standstill against water must be at a distance, measured against land, of the maximum 350 m for ships and associations with a
-
Length L > 110 m or
-
Width B > 11,45 moder305 m for ships and associations with a
-
Length L ≤ 110 m and
-
Width B ≤ 11.45 m
shall be reached. In addition, in silent waters, the reverse driving characteristics must also be demonstrated by means of a reverse driving test. In the case of reverse travel, a speed of at least 6.5 km/h has to be achieved.
Measurement, logging and recording of experimental data in accordance with (a) or (b) shall be carried out in accordance with the procedure described in Annex 1 to this Directive. Throughout the experiment, the ship or the association shall be sufficient to be maneuverable.
2.2
According to § 5.04, the loading condition in the test shall be as 70-100% as possible of maximum load-bearing capacity. This loading condition shall be assessed in accordance with Annex 2 to this Service Directive. If the ship or the association has a lower loading than 70% in the case of an attempt, the approved displacement for the descent shall be determined in accordance with the existing loading, provided that the limit values in accordance with 2.1 are complied with.
2.3
If, in the case of an attempt, the actual values of the initial speed and the flow rate do not correspond to the conditions laid down in 2.1, the results obtained shall be the results obtained in accordance with the procedure referred to in Annex 2 to this Directive The deviation from the predetermined initial speed of 13 km/h may not exceed + 1 km/h, in the flowing water the flow speed must be between 1.3 and 2.2 m/s, otherwise the tests shall be: Repeat.
2.4
The maximum displacement permitted in the descent or the resulting maximum loading or the maximum cross-section of the vessels and associations shall be determined on the basis of the tests and shall be entered in the ship test.


Appendix 1

to service directive No 2

Measurement, logging and recording of test data during stop maneuvers

1.
Stop manoeuvres

The vessels and associations referred to in Chapter 5 shall carry out a stop manoeuvre on a test journey in flowing or silent waters in order to demonstrate that they will continue to valley with the aid of their propulsion system without using anchorage . The stop maneuver is basically to be carried out in accordance with the sequence shown in FIG. 1. It starts with a constant speed-which should be as exactly as exactly 13 km/h in relation to water-with the change from "ahead" to "backward" (point A at the command "stop") and ends when the standstill against land is reached. (point E: v = 0 against land or point D = point E: v = 0 against water and against land at stop maneuvers in silent waters).

In the case of stopping maneuvers in flowing waters, the location and time of reaching a standstill against water must also be recorded (ship moves with flow velocity point D: v = 0 against water).

The measured values are to be recorded in a measurement protocol corresponding to the presentation in Table 1. Prior to the execution of the stop maneuver, the required fixed information must be recorded in the head of the measurement protocol.

The average flow rate (vSTR) of the water in the area of the running water is to be determined-as far as is known-as a function of the level or by measuring the movement of a float and to be noted in the measurement protocol.

In principle, it is also permissible to use calibrated measuring vanes for detecting the ship's speed against water during the stop maneuver, if the movement sequence and the measurement data can thus be detected in the sense described above.
2.
Recording of measured values and logging (Table 1)

First, the initial speed against water is to be determined for the stopping maneuver. This can be done by measuring the time intervals between two landmarks in each case. In flowing waters, their average flow velocity must be taken into account.

The stop maneuver starts with the command "Stop" A when passing a landmark. The passing of the land mark shall be determined and recorded perpendicular to the longitudinal axis of the ship. The passing of all further landmarks during the stop maneuver is to be determined in the same way and the respective land mark (e.g. B. Kilometration) and the time of passing in the measurement log.

The measured values should be recorded as far as possible at a distance of 50 m. The respective point in time of reaching the points B and C-as far as can be determined-as well as points D and E are to be noted and the respective location to be estimated. The speed data provided in the measurement protocol do not have to be recorded, but should be recorded for better adjustment of the initial speed.
3.
Execution of the stop maneuver

The sequence of the stop maneuver according to FIG. 1 is to be represented in the diagram. For this purpose, first the path-time curve is to be drawn using the data of the measuring protocol, and the points A to E are to be marked. Subsequently, the values of the average speed can be determined between two measuring points in each case and the speed-time curve can be drawn.

This is done as follows (see Figure 1):

By forming the quotient of a path difference and the associated time difference Δs/Δt, the mean ship speed for precisely this time difference is determined.

For example:

For the time interval from 0 second to 10 seconds, the distance from 0 m to 50 m is covered.

Δs/Δt = 50 m/10 s = 5,0 m/s = 18,0 km/h

This value is plotted as the mean speed over the abscissa value of 5 seconds. In the second time interval of 10 seconds to 20 seconds, 45 m are covered.

Δs/Δt = 45 m/10 s = 4.5 m/s = 16,2 km/h

At the brand D, the ship is relative to the water, d. h. the flow is approx. 5 km/h.
Picture 1 Flow of the stop maneuver


Names in Figure 1:
A Command "Stop"
B Propeller stands
C Propeller rotates backwards
D v = 0 against water
E v = 0 against country
C Ship Speed
vL v against country
R Measured path against land
T measured time


Investigation Type of vessel Route: .........................................................
Commission: .................... or association: ...................................... Level [m]: .......................................................
Date: ........................... L x B [m]: .......................................................... Water depth [m]: ................................
Name: ........................... L x B [m]: .......................................................... Counterfeit [m/km]: .. ..............................
Trip No: ....................... Loading V STR [km/h]: ..........................
(when trying) [t]: ........................................................ [m/s]: ..........................
% of maximum load capacity: ....................... Maximum
Motorized drive power PB [kW]: ................ Displacement [ m3 ]: ............................
Drive system according to Appendix 2, Table 2: .........

Place
R
[Strom-km]
Time
[secs]
Δs
[m]
Δt
[secs]
vIL
[km/h]
Speed
N
[min-1] [ min -1 ]
Remarks
Table 1: Measurement protocol stop maneuvers
Appendix 2

to service directive No 2

Evaluation of the results of the stop maneuver

1.
The measured values set out in Annex 1 to Service Directive No 2 shall be used to establish compliance with the limit values. If the conditions during the stop maneuver differ materially from the specified standard conditions, or if there are doubts as to the compliance with the limit values, the measurement results must be evaluated. For this purpose, the method described below can be used for the calculation of stop maneuvers.
2.
The theoretical stopping distances under standard conditions according to point 2.1 of the service instruction no. 2 (sSOLL) and in the conditions during the stop maneuver (sIST) are calculated and brought into relation with the measured stop path (sMESSUNG). The corrected stop path of the stop maneuver under normal conditions (SNORM) results as follows:

Point (a) or (b) of the Service Directive n ° 2.
If the stop maneuver has been carried out with a loading of 70-100% of the maximum load bearing capacity according to point 2.2 of the service instruction no. 2, the water displacement (DSOLL = DIST) is for the determination of sNORM in the calculation of sSOLL and sIST. The determination of the standard according to the formula 2.1, that the respective limit value is exceeded or fallen below, is to be reduced by variation of DSOLL the value of sSOLL to the extent that the value of sSOLL is reduced or to enlarge the limit value (sNORM = respective limit value). The highest displacement permitted in the descent shall be determined thereafter.
3.
In accordance with the limit values laid down in point 2.1 (a) and (b) of service directive No 2, only the stopping distances shall be:
-
Phase I ("full ahead" to "fully backward"): sIund
-
Phase II (End of "Redirecting" to "standstill relative to water"): sII
for calculation (see Figure 1). The total stopping distance is then given by formula 3.1 sges = sI + sII
4.
The individual stop paths are calculated as follows:


Calculation of stop maneuvers
Picture 2 Graph
In the formulae 4.1 to 4.7:
The coefficients for the formulae 4.1, 4.2, 4.3, 4.4, 4.5, 4.6 and 4.7 can be taken from the following tables:
Table 1:
k factors for
a)
Motorships and single-track shipbuilders
b)
Two-track shipbuilders
c)
Three-lane shipbuilders


a) b) c) Dimension
k1 0.95 0.95 0.95 -
k2 0.115 0.120 0.125 kg-s 2
M 4
k3 1.20 1.15 1.10 -
k4 0.48 0.48 0.48 -
k6 0.90 0.85 0.80 -
k7 0.58 0.55 0.52 -
Table 2:
Coefficient f for the ratio of the pull-back force backwards to the motor drive power

Drive system F Dimension
Modern nozzles with a rounded rear edge 0.118 kN/kW
Older nozzles with sharp trailing edge 0.112 kN/kW
Propeller without nozzles 0.096 kN/kW
Rudder propeller with nozzles (usual: sharp trailing edge) 0.157 kN/kW
Rudder propeller without nozzles 0.113 kN/kW
Table 3:
Diagram for the determination of RT/v2 as a function of D1/3 (B + 2T)



Annex to Appendix 2

Service instruction No 2




Examples of application of Appendix 2
(Evaluation of the results of the stop maneuver)

Example I
1. Data of the association and its vehicles
Formation: Goods motor ship with a laterally coupled thrust guide
(Europe IIa)
L [m] B [m] Tmax [m] Tgf (*) max [t] Dmax [m3] PB [kW]
GMS 110.0 11.4 3.5 2 900 3 731 1 500
SL 76.5 11.4 3.7 2 600 2 743 -
Federation 110.0 22.8 3.7 5 500 6 474 1 500
GMS drive system: Modern nozzles with rounded rear edge
(*)

Tgf = Load-bearing capacity

2. Readings from stop maneuvers
Flow rate: = 1,4 m/s ≈ 5,1 km/h
Ship speed (against water): = 3,5 m/s ≈ 12,5 km/h
Ship speed (against land): = 4,9 m/s ≈ 17.6 km/h
Change-over time (measured) (points A to C): = 16 s
Stop way against water (point A to D): = 340 m
From loading condition (if necessary) Estimation): = 5 179 m 3 ≈ 0.8 Dmax
existing draught of the association: = 2.96 m ≈ 0.8 Tmax

3. Limit value according to point 2.1 (a) or (b) for comparison with SNORM
Since B > 11,45 m and since the association is located in flowing waters, the following shall apply to him in accordance with point 2.1 (a):
S NORM ≤ 550 m

4. Determination of the corrected stop path under standard conditions
- from measurement in accordance with Annex 1 (see point 2 above):
SMESSUNG = 340 m
- to be calculated:

4.1 Coefficients for the calculation from Appendix 2

4.2 Calculation of SIST

4.3 Calculation of SSOLL
Output values:

4.4 Testing for compliance with the permissible stopping distance under standard conditions SNORM according to Formula 2.1 of Appendix 2
Assessment:
Acceptable limit value is significantly below the threshold value, d. h.
- Admission for descent is possible without further ado in the pre-loaded loading condition (0,8-Dmax),
- greater loading, which may be determined in accordance with point 5.

5. Possible enlargement of DIST in the valley trip
Conclusion:
Since (DSOLL) border > Dmax (8 756 > 6 474) of the association, this formation (it-he 1) can be approved for the full discharge in the valley ride.


Example II
1. Data of the association and its vehicles
Formation: Large motor ship pushing with
2 lighters ahead and
1 lighter sideways.
L [m] B [m] Tmax [m] Tgf (*) max [t] Dmax [m3] PB [kW]
GMS 110.0 11.4 3.5 2 900 3 731 1 500
SL 76.5 11.4 3.7 2 600 2 743 -
Federation 186.5 22.8 3.7 10 700 11 960 1 500
GMS drive system: Modern nozzles with rounded rear edge
(*)

Tgf = Load-bearing capacity

2. Readings from stop maneuvers

3. Limit value as specified in point 2.1 (a) or (b) of the service directive for comparison with SNORM
Since B > 11,45 m and since the association is located in flowing waters, the following applies to him in accordance with point 2.1 (a) of the Service Directive No. 2:
S NORM ≤ 550 m

4. Determination of the corrected stop path under standard conditions

4.1 Coefficients for the calculation according to Appendix 2

4.2

4.3 Calculation of SSOLL
Output values:

4.4 Testing for compliance with the permissible stopping distance under standard conditions SNORM
according to Formula 2.1 of Appendix 2
Assessment: The permissible limit value is clearly exceeded, and therefore authorisation for the descent can only be granted with reduced loading, which can be determined in accordance with point 5.

5. Permissible D* in the valley journey according to Formula 2.1 of Appendix 2
It follows:
Conclusion:
Since the permissible displacement D* only 7 950 m 3 , is approximate
Permissible load-bearing capacity is in this formation (see 1)
0.66 10 700 = 7 112 t


Service Order No 3
Requirements for coupling systems and coupling devices of vehicles to move a rigid bandage or to continue moving in a rigid dressing

(§ § 16.01, 16.02, 16.06 and 16.07 of Annex II)

In addition to the requirements of Chapter 16 of Annex II, the relevant provisions are also to be observed in accordance with the regulations of the Rheinschiffspolizeiverordnung (§ § 6.21, 8.03, 8.05).
1.
General requirements
1.1
Each coupling system must ensure the rigid connection of the vehicles of an association, i.e. the coupling device must prevent movements of the vehicles relative to one another in the longitudinal or transverse direction under the intended use conditions, that the formation can be regarded as a "nautical entity."
1.2
The coupling system and its elements must be operated easily and safely, so that the vehicles can be coupled quickly and without endangering the personnel.
1.3
The coupling system and its connecting elements must be able to absorb the forces occurring under the intended operating conditions satisfactorily and introduce them into the ship's hull.
1.4
A sufficient number of coupling points must be present.
2.
Coupling forces and dimensioning of the coupling device

The coupling devices of the associations and formations to be assigned shall be dimensioned in the light of a sufficient level of safety. This shall be deemed to be fulfilled if at least the coupling forces determined in accordance with 2.1, 2.2 or 2.3 have been used as breaking forces for the dimensioning of the coupling elements of the longitudinal connections.
2.1
Coupling point between the drawers and the Schubleichtern or other vehicles:

2.2
The coupling point between the ship and the pushed vehicles:

2.3
Coupling points between pushed vehicles:



The largest coupling force in front of a sliding vehicle at the coupling point between the first pushed vehicles and the vehicles pre-coupled is 1200 kN, even if, according to the formula in 2.3, a greater value is required. results.

For the coupling points of all other longitudinal connections between pushed vehicles, the coupling force determined in accordance with the formula in 2.3 for the dimensioning of the coupling devices must be used as a basis.



In these formulas:

2.4.1
At least two coupling points must be provided for the coupling of the individual vehicles in the longitudinal direction. Each coupling point is to be dimensioned for the coupling force determined in accordance with 2.1, 2.2 or 2.3. When using rigid connecting elements, a single coupling point can be allowed, provided that it ensures a secure connection of the vehicles.

The breaking force of the wire ropes must be selected in accordance with the rope guidance provided. Wire ropes must not exceed three times and must be selected according to their intended use.
2.4.2
In the case of thrust boats with only one pushed lighter, the formula in 2.2 can be used for the determination of the coupling force if these drawers are approved for the advancement of several of these lighters.
2.4.3
Poller or equivalent devices must be able to absorb the coupling forces which occur and must be present in sufficient numbers.
3.
Special requirements for joint couplings

Joint couplings must be designed in such a way that the rigid connection of the vehicles can be ensured. Compliance with the requirements of Chapter 5 shall be checked for test drives with a rigid association in accordance with § 16.06.

The drive of the articulated coupling for kinking has to allow a perfect return from the bent state. The requirements of § § 6.02 to 6.04 apply analogously, i.e. when using motor drives, a replacement must be available for this power source and its energy source in the event of failure.

Operation and monitoring of the joint coupling must be possible from the control position (at least the movement on the knees), the requirements of § § 7.03 and 7.05 apply mutagenly.


Service instruction No 4

(no content)

Service instruction No 5
Noise measurements

(§ 3.04 (7), 7.01 (2), 7.03 (6), 7.09 (3), 8.10, 11.09 (3), 12.02 (5), 17.02 (3) (b) and 17 (03) (1) of Annex II)

1.
General

For the purpose of checking the maximum sound pressure levels set out in Annex II, measurement quantities, measuring methods and the conditions for the quantitative, reproducible recording of the sound pressure levels shall be determined in accordance with points 2 and 3.
2.
Meters

The measuring instrument must comply with the requirements of a class 1 device according to EN 60651: 1994.

Before and after each measurement series, a class 1 calibrator according to EN 60942: 1998 must be plugged onto the microphone in order to calibrate the measuring system. The conformity of the calibrator with the requirements in accordance with EN 60942: 1998 must be checked once a year. The conformity of the measuring equipment with the requirements according to EN 60651: 1994 must be checked every two years.
3.
Noise measurements
3.1
On watercraft

The measurements shall be carried out in accordance with ISO 2923: 2003 Sections 5 to 8. However, only the A-weighted sound pressure levels are to be measured.
3.2
The airborne sound emitted by watercraft

The noise emission of watercraft on inland waters and in ports shall be recorded by measurements in accordance with EN ISO 2922: 2000 Sections 7 to 11. In the measurement, the machine room doors and windows must be closed.
4.
Documentation

The measurements shall be documented in accordance with the "Noise measurements protocol" (Appendix).


Annex

to service directive No 5


Log noise measurements

-on watercraft in accordance with ISO 2923:2003
-the airborne sound emitted by watercraft in accordance with EN ISO 2922:2000 (*)
A Vehicle data
1. Vehicle type and name: ....................................................................
Single European ship number: ..............................................................
2. Owner: ..................................................................................
3. Main drive
3.1 Main machine (s)
No. Manufacturer Type Year of construction Performance
(kW)
Speed
(min -1 )
Two-stroke/-
Four-stroke
Charging
yes/no
1
2
3
4
3.2 Transmission:
Manufacturer: .............................. Type: .................. Subsetting: 1: ............
3.3 Propeller
Number: .............. Vane number: ......... Diameter: ..... mm nozzle: ja/no (*)
3.4 Rudder Plant
Type: ...............................................................................................
4. Auxiliary aggregates:
No. to drive Manufacturer Type Year of construction Power (kW) Speed (min) -1 )
1
2
3
4
5. Sound protection measures carried out: ........................................................
......................................................................................................
6. Remarks: ........................................................................................
......................................................................................................
(*)

Delete as appropriate.
B Measuring instruments used
1. Sound level meter
Manufacturer: ................... Type: ................... Last Review: .................
2. Octav-/Terzband analyser
Manufacturer: ................... Type: ................... Last Review: .................
3. Calibrator
Manufacturer: ................... Type: ................... Last Review: .................
4. Accessories:
........................................................................................................
5. Remarks: ..................................................................................
........................................................................................................
C Measurement State-Vehicle
1. Information during the measurement: ..........................................................
2. Loading/displacement: ............ t/m³ (*) (corresponds to approx. .....% of the maximum value)
3. Speed main machine: ........... min-1 (corresponds to approx. .....% of the maximum value)
4. Co-running Aggregate No: ................................
5. Remarks: ..................................................................................
........................................................................................................
D Measurement conditions-Environment
1. Measuring distance ............................................................ to mountain/to valley (*)
2. Water depth: ............. m (level ................ = .............. m)
3. Weather: ........................... Temperature: ........... ° C Wind power: ........ BF
4. External noises: no/yes (*), which .......................................................
5. Remarks: ...............................................................................
........................................................................................................
........................................................................................................
E Measurement Implementation
1. Measurement by: ..............................................................................
2. on: ..............................................................................................
3. Remarks: ................................................................................
..................................................................................................
4. Signature: .................................................................................
(*)

Delete as appropriate.
F.1 Measurement results
Noise measurement on watercraft
No. Measure Doors Window Metric
dB (A)
Remarks
Open geschl. Open geschl.
F.2 Measurement results
Noise measurement of airborne noise emitted by watercraft
No. Measure DB metric
(A)
Remarks


Service instruction No 6

(no content)

Service instruction No 7
Special anchor with reduced anchor mass

(Section 10.01 (5) of Annex II)

Part I:Authorized special anchors

The special anchors approved by the competent authorities with a reduced anchor mass according to § 10.01 (5) are listed in the following table.

No. Anchor Approved reduction of anchor mass in% Competent authority
1. HA-DU 30% Germany
2. D' Hone Spezial 30% Germany
3. Pool 1 (hohl) 35% Germany
4. Pool 2 (full) 40% Germany
5. De Biesbosch-Danforth 50% Germany
6. Vicinay-Danforth 50% France
7. Vicinay AC 14 25% France
8. Vicinay Type 1 45% France
9. Vicinay Type 2 45% France
10. Vicinay Type 3 40% France
11. Stockes 35% France
12. D' Hone-Danforth 50% Germany
13. Schmitt high holding anchor 40% Netherlands


Part 2:

Testing and approval of special anchors with reduced anchor mass

(reduction of the anchor masses determined in accordance with § 10.01 Nrn. 1-4 of Annex II)
1.
Chapter 1-Approval procedure
1.1
Special anchors with reduced anchor mass in accordance with section 10.01 (5) of Annex II shall be approved by the competent authority. For the special anchor, it determines the permitted reduction of the anchor mass in accordance with the method explained in the following.
1.2
An authorisation as a special anchor is only possible if the determined reduction of the anchor mass is equal to or greater than 15%.
1.3
Applications for authorisation as a specialist anchor in accordance with point 1.1 shall be submitted to the competent authority of one of the Rhine-countries or of Belgium. The application shall be accompanied by a 10-fold copy:
a)
an overview of the dimensions and mass of the special anchor in which the main dimensions and the type designation are included for each anchor size that can be supplied,
b)
a braking force diagram for the comparator A according to point 2.2 and the special anchor B to be assigned, which is drawn up by an institution designated by the competent authority and provided with an assessment by the institution.
1.4
The competent authority shall inform the Central Commission for the Navigation of the Rhine of any requests for reductions in the mass of the anchor which it intends to authorise after trials. It shall then notify the approved specialist anchor, indicating the type designation and the approved reduction of the anchor mass, to the Central Commission for the Navigation of the Rhine. It shall not grant the applicant the authorisation until 3 months after the notification to the Central Commission for the Navigation of the Rhine subject to the reservation that it does not collect any objection.
2.
Chapter 2-Examination procedure
2.1
In the braking force diagrams referred to in point 1.3, the braking forces of the comparator A and of the special armature B to be supplied must be indicated as a function of the speed on the basis of tests as set out in points 2.2 to 2.5. Annex 1 shows a possibility for the performance of braking power tests.
2.2
The comparison anchor A used in the tests shall be a conventional clipping anchor corresponding to the sketch below and to the following information and the anchor mass of which shall be at least 400 kg.



The dimensions indicated and the mass shall be within ± 5%, but the area of each of the flunks shall be at least 0.15 m 2 .
2.3
The mass of the special anchor B used in the experiments may differ by at most 10% from the mass of the comparison anchor A. If the tolerances are greater, the forces must be converted proportionally to the mass.
2.4
The braking force diagrams must be set up linearly for the speed range (v) of 0 to 5 km/h (above ground). To this end, three experiments on the mountain for the comparison anchors A and the special anchors B must be carried out on a river section with coarse gravel and a river section with fine sand to be determined by the competent authority. On the Rhine, the route can be used as a reference route for the trials with grobem gravel, the route at Rhine km 401/402 and for experiments with fine sand the route at Rheinkilometres 480/481.
2.5
The anchors to be tested must be towed with a steel cable for each experiment, the length of which shall be equal to 10 times the height of the mooring point above the anchorage base between the anchor and the fixed point on the towing vehicle or device.
2.6
The percentage of the reduction in the mass of the anchor is calculated by the following formula:



Where:

R the percentage of the reduction in the anchor mass of the special anchor B, in relation to the comparison anchor A;
PA the mass of the comparator A;
PB the mass of the special anchor B;
FA the holding force of the comparison anchor A at v = 0.5 km/h;
FB the holding force of the special anchor B at v = 0.5 km/h;
AA the surface on the brake force diagram, formed from
-
the parallels to the ordinate axis at v = 0
-
the parallels to the ordinate axis at v = 5 km/h
-
the parallels to the abscissa axis at the holding force F = 0
-
the braking force curve for the comparison anchor A.




AB same definition as for AA, but using the braking force curve for the special anchor B.
2.7
The percentage allowed shall be that of the six values calculated and averaged in accordance with point 2.6.


Annex
on the provisions relating to:
Testing and approval of special anchors

Example of an anchor test method with a single-track two-member thrust vermand


Service instruction No 8
Strength of watertight ship windows

(Section 15.02, point 16 of Annex II)

1.
General

According to Article 15.02 (16) of Annex II, water-tight windows may be below the margin line if they cannot be opened, have sufficient strength and comply with the requirements of Section 15.06 (14).
2.
Construction of watertight ship window

The requirements laid down in Article 15.02 (16) of Annex II shall be deemed to be fulfilled if the construction of a watertight ship window is in accordance with the following provisions.
2.1
Only pre-strained glass according to ISO 614, issue 04/94 may be used.
2.2
Round ship windows must conform to ISO 1751, edition 04/94 Series B: medium-heavy windows type: not to open/fixed windows.
2.3
Corner ship windows must conform to ISO 3903, edition 04/94 Series E: heavy windows type: not to open/fixed windows.
2.4
Windows may be used instead of ISO-type windows, the design of which is at least equivalent to the requirements set out in points 2.1 to 2.3.


Service instruction No 9
Requirements for automatic pressure water spray systems

(Section 10.03a, point 1 of Annex II)

Suitable automatic pressure water spray systems within the meaning of section 10.03a (1) shall comply with the following conditions:
1.
The automatic pressure water spray system must be ready for use at all times when persons on board are on board. Additional measures may not be required by the crew in order to trigger the installation.
2.
The installation must be constantly under the necessary pressure. Pipe lines must always be filled with water up to the spray nozzles. The plant must have a continuously operating water supply. No disruptive impurities may be placed in the plant. For the monitoring and testing of the installation, appropriate display instruments and test equipment must be installed (e.g. manometer, water level indicator for pressure tanks, test line for the pump).
3.
The pump for the water supply of the spray nozzles must start automatically in the event of a pressure drop in the system. The pump shall be capable of being so capable of continuous operation, with the simultaneous actuation of all spray nozzles necessary for spraying the area of the largest room to be protected, in sufficient quantities and with the necessary pressure, with Water supply. The pump may only supply the automatic pressure water spray system. In the event of failure of the pump, the spray nozzles must be able to be adequately supplied with water by means of another pump present on board.
4.
The spraying system shall be divided into sections, each section shall not include more than 50 spray nozzles.
5.
The number and arrangement of the spray nozzles must ensure an effective water distribution in the rooms to be protected.
6.
Spray nozzles have to respond at a temperature of 68 ° C to 79 ° C.
7.
The arrangement of parts of the automatic pressure water spray system in the rooms to be protected shall be limited to the minimum required. No such investment parts may be installed in the main machinery spaces.
8.
At one or more appropriate places, at least one of which must be permanently occupied by personnel, optical and acoustic detectors shall be present to indicate the triggering of the automatic pressure water spray system for each section.
9.
There must be two independent energy sources for the supply of energy to the entire self-employed pressurised water spray system, which must not be situated in the same room. Each energy source must be able to operate the plant alone.
10.
An installation plan of the automatic pressurized water spray system must be submitted for examination before the examination commission has been installed. From this plan, the types and performance data of the machines and apparatus used must be produced. A plant which has been tested and approved by a recognised classification society and which complies with at least the above provisions may be approved without further examination.
11.
The presence of a self-operating pressurized water spray system shall be entered in the ship test under point 43.


Service instruction No 10
Samples of the certificate for liquefied gas installations on canal penials

(Section 19.02 (7) of Annex II)

Certificate for liquefied gas plants

1. Name of vehicle 2. Single European
Ship number
3. Place and number of the
Registration
4. Name and address of the owner
The liquid gas system (s) present on the vehicle is/are (*) by the expert (*) .................
.....................................................................................................................................................................................
have been examined and complied with (*) in accordance with its acceptance report of .......................................... (*)
the prescribed conditions.
The asset (s) comprise (s) (*) the following consumables:
Annex Lfd. No. Type Brand Type Location
This certificate shall be valid until ............................................................................................................................
..........................................................................., the .......................................................
(Place) (date)
.........................................................................................
Commission of inquiry
......................................
Expert (*)
Seal .......................................................................................
(Signature)
(*)

Delete as appropriate.


Extension of the certificate for liquefied gas installation (s)
The validity of the certificate for liquefied gas plant (s)
from ............................................................ valid up to ..............................................................
is
-on the basis of the verification by the expert ............................................................
-according to the acceptance report ............................................................ of ..............................................................
extended up to ........................................................................................................................
................................................................................................, the .........................
(Place) (date)
................................................................................................
Seal Commission of inquiry
..................................................................................................
(Signature)
Extension of the certificate for liquefied gas installation (s)
The validity of the certificate for liquefied gas plant (s)
from ............................................................ valid up to ..............................................................
is
-on the basis of the verification by the expert ............................................................
-according to the acceptance report ............................................................ of ..............................................................
extended up to ........................................................................................................................
................................................................................................, the .........................
(Place) (date)
................................................................................................
Seal Commission of inquiry
..................................................................................................
(Signature)
Extension of the certificate for liquefied gas installation (s)
The validity of the certificate for liquefied gas plant (s)
from ............................................................ valid up to ..............................................................
is
-on the basis of the verification by the expert ............................................................
-according to the acceptance report ............................................................ of ..............................................................
extended up to ........................................................................................................................
................................................................................................, the .........................
(Place) (date)
................................................................................................
Seal Commission of inquiry
..................................................................................................
(Signature)


Service instruction No 11
Exhibition of the ship test

1.
General
1.1
Forms

Only the forms approved by the competent authority may be used for the purpose of issuing the ship &apos; s test. The form sheets are only filled in on one side.

When a ship test is re-issued, all pages 1 to 13 must be issued, even if no entries are made on individual sheets.
1.2
Font

The ship test is to be filled with typewriter or printer. The entry of hand in printed lettering shall only be made in individual cases. The font must be document-real. Only black or blue is allowed as the font color for all entries. Any deletions of information used must be in red.
2.
Eintragungen
2.1
Deletions of the alternatives indicated

The information provided with *) should not be deleted as appropriate.
2.2
Numbers without entries

If no indication is required or is possible for any of the numbers 1 to 48, the field shall be filled with a line running over the entire length of the field.
2.3
Completion of the last page of the ship test

As long as no supplementary sheets are required on page 13 (see 3.2.3), the sentence "Continuation on page *)" shall be deleted on page 13 below.
2.4
Changes
2.4.1
First change by hand on one side

A page can only be changed once, but several changes are possible at the same time. An indication that needs to be changed is to be deleted red. An alternative that has been deleted up to now (see 2.1), or a number that had not previously had an entry (see 2.3), is to be emphasized with a red line. The new entry is not in the changed field, but on the same page under "Changes ...", the line "This page has been replaced" is deleted.
2.4.2
Other changes by hand on one page

For further changes, the page will be replaced and the necessary changes as well as previous changes will be entered in the corresponding numbers. In the "Changes" field, the line "Changes under number" is deleted.

The old side will be with the Commission of Inquiry, which was originally issued by the ship test.
2.4.3
Changes by EDP

In the event of changes by EDP, the page will be replaced and the necessary changes as well as previous changes will be entered in the corresponding numbers. In the "Changes" field, the line "Changes under number" is deleted.

The old side will be with the Commission of Inquiry, which was originally issued by the ship test.
2.5
Overadhesive

It is not allowed to glue any entries or impressions (e.g. with further information on a number).
3.
Exchange and supplement of pages
3.1
Exchange

The first page of the ship test must not be replaced. In addition, the procedure for the exchange of pages shall apply in accordance with 2.4.2 or 2.4.3.
3.2
Supplement

If the space on pages 10, 12 or 13 of the ship test is no longer sufficient for further entries, it will be supplemented by adding additional pages.
3.2.1
Renewal/confirmation of validity

If a further extension is required after the sixth extension on page 10, the note "Continuation on page 10a" will be written at the bottom of page 10, a Form page 10 will be marked as "Page 10a" and inserted after page 10. In number 49 at the top of page 10a, the corresponding entry is made. Page 10a is indicated below with the note "Continuation on page 11".
3.2.2
Extension of the certificate for liquefied gas installations

The procedure is analogous to 3.2.1, the side 12a is inserted behind the side 12.
3.2.3
Annex to the ship test

On page 13, the sentence "End of the ship test" is deleted in red at the bottom, the sentence "Continued on page *)" was highlighted in red, and the number "13a" was written behind it. This change will be sealed, a Form Page 13 will be marked as "Page 13a" and inserted after page 13. For this page 13a, the provisions in 2.2 and 2.3 apply analogously.

In the case of further annexes (page 13b, 13c, etc.), the procedure is followed.
4.
Explanation of the numbers in detail

Numbers that do not require any further explanation will not be mentioned below.
2.
If applicable, the terms specified in § 1.01 shall be used. Other types of ships shall be entered with their usual name.
15.
This number shall be completed only in the case of ships where at least one of the aptitudes 1.1 or 1.2 or 3 in point 14 is not deleted, otherwise the table shall be deleted altogether.
15.1
In the table, the number (n) of the listed formations is to be entered in the column "formation sketch", and free lines are to be deleted.

Other formations can be marked under "More formations" and are given the designation 18, 19, 20, etc.

If the suitability for pushing in the previous ship test cannot be seen as to which formations are permitted, the endorsement from the previous ship test may be transferred to point 52. In the 1. Row "Authorised Information" shall be entered: "See point 52".
15.2
Couplings

In this case, only the coupling between the pushing vehicle and the pushed part of the belt is entered.
17.-20.
Data according to the calibration certificate, for 17. -19. to two decimal places, for 20. without decimal place. Length over everything and breadth over everything gives the largest dimensions of the vehicle, including all fixed pre-and protruding parts; length L and width B indicate the largest dimensions of the hull (see also § 1.01-Definitions).
21.
Carrying capacity of goods vessels in tonnes according to the certificate for the largest approved draught as specified in point 19.

Displacement of other vehicles in m 3 . If there is no calibration certificate, it is possible to determine the displacement from the product of the degree of absolute displacement of the displacement with the length LWL, the width BWL and the mean draught at maximum immersion.
23.
Number of existing sleeping places in the passenger beds (including Folding beds and the like).
24.
Only the water-tight transverse bulkheads, which go from the side wall to the side wall, are taken into account.
26.
If applicable, the following terms shall be used:
-
Hand-operated hatch covers;
-
hand-operated roll-hatch;
-
Hand-operated hatch vans;
-
Mechanically operated Lukenwagen;
-
Mechanically operated hatches.


Other types of roofs are to be entered with their professional name.

If not all loading rooms have a hatch roof, these rooms are to be specified, possibly in paragraph 52.
28.
No decimal place.
30, 31. and 33
Each winch housing counts as a winch, irrespective of the number of anchors or towed wire ropes that are used within the same housing.
34.
"Other plants" are to be used, which do not use rudder leaves (e.g. rudder propellers, cycloidal propellers, blasting plants).

In this case, electric auxiliary drives are also entered for manual drive.

In the case of the bow control system, remote control is understood to be exclusively a remote control of the control position from the control house.
35.
Only the set values according to § 8.08 (2) and (3), Section 15.01 (1) (c) and Section 15.08 (5) shall be entered, only in the case of vehicles with keel laid down after 1.4.1976.
36.
For clarification, a sketch may be necessary.
37.
Only the nominal masses according to § 10.01 (1) to (4) shall be disclosed without any reduction.
38.
Only the minimum lengths according to § 10.01 (10) and the minimum breaking strength according to § 10.01 (11) shall be specified.

If the chains have different breaking forces, both values are to be given in the case of "breaking force per chain".
39., 40
Only the minimum lengths and breakage forces shall be specified in accordance with the new calculation in accordance with Section 10.02 (2).
42.
The Commission of Inquiry may supplement the list of necessary equipment; however, it must be objects which are essential for the relevant vehicle type or area of use for ship safety; the addition is in point 52.

Left column, row 3 and row 4: for passenger ships, the first item of equipment listed is to be crossed and for the second one, the length of the land web determined by the Commission of Inquiry shall be indicated. In the case of all other vehicles, the second item of equipment listed is to be completely deleted; however, if the Commission of Inquiry has allowed a shorter landing stage than is provided for in Section 10.02 (2) (d), only the first half of the equipment shall be eligible for and to indicate the length of the land web.

Left column, line 6: here is the number of the bandage boxes prescribed in accordance with § 10.02 (2) (f) and § 15.08 (9).

Left column, line 10: here is the number of fire-resistant containers prescribed in accordance with section 10.02 (1) (d) to (f).
43.
Portable fire extinguishers, which are used in accordance with the provisions of other safety regulations, e.g. ADNR, which are required, are not collected here.
44.
Line 3: in Community products to be extended before 1 January 2010, the addition 'in accordance with EN 395: 1998 or 396: 1998' shall be deleted if there are no lifejackets on board which correspond to those standards.

Line 4: if Community products are renewed after 1 January 2015 or a new dinghy is taken on board, the words 'with 1 set of rowing belts, 1 fixed-line box, 1 scoop' shall be crossed. The addition "in accordance with EN 1914: 1997" shall be deleted if there is no dinghy corresponding to this standard on board.
46.
As a rule, a 24-hour operation cannot be entered when sleeping places are missing or if the noise level is too high.
50.
Experts shall sign only if he has also completed the page 11.
52.
Additional requirements, facilitations, explanations of entries in individual numbers or similar items are entered here.
5.
Transitional arrangements for vehicles with a Community certificate
5.1
Existing Community certificates

In addition to the exception of Section 2.09 (2), extensions shall no longer be entered into the existing Community certificates.
5.2
Exchange in a post-examination

In the case of a post-examination of a vehicle which does not yet have a Community certificate in accordance with the model of Annex V, Part 1, such a display shall be issued. § 2.09 Number 4 and § 2.17 apply.


Service instruction No 12
Fuel tanks on floating devices

(Sections 8.05 (1) and 17.02 (1) (d) of Annex II)

In accordance with section 8.05 (1), the fuel tanks must belong to the hull or be permanently installed in the ship.

On floating devices, the tanks for the fuel supply of the working machinery need not be manufactured as part of the hull or be permanently installed in the ship, but may be carried out as a transportable container, if: The following conditions are met:
1.
The capacity of these containers shall not exceed 1 000 litres.
2.
The containers must be able to be adequately fastened and grounded.
3.
The containers must be made of steel of sufficient wall thickness and must be placed in a leaking tub. This must be carried out in such a way that expelling fuel cannot enter the waterway. The leakage trough can be dispensed with in the case of double-walled containers with leakage protection or leakage warning, and when filling is ensured only by means of an automatic tap valve. Where a container tested and approved in accordance with the provisions of a Rhine State or of Belgium is used, the conditions laid down in point 3 shall be deemed to be fulfilled.
An appropriate note shall be entered in the ship's test.

Service instruction No 13
Minimum thickness of the outer skin of towed beets

(Section 3.02 (1) of Annex II)

In the case of post-investigations in accordance with § 2.09 of trawls which are exclusively towed, the Commission of Inquiry may allow minor deviations from § 3.02 (1) (b) with regard to the minimum thickness of the outer skin plating. The deviation shall not exceed 10%, and the minimum thickness of the outer skin shall not be less than 3 mm.

The deviations must be entered in the ship test at point 52.

In point 14 of the ship's test, only the suitability number 6.2 may be "sexted as a vehicle without a machine drive".

The aptitude number 1 to 5.3 and 6.1 shall be deleted.

Service instruction No 14

(no content)

Service instruction No 15
Movement from own power

(Sections 10.03b (2) (a), 15.07 (1) and 22a.05 (1) (a) of Annex II)

1.
Minimum requirement for advance movement

The movement of its own power within the meaning of § § 10.03b (2) (a), 15.07 (1) and 22a.05 (1) (a) shall be deemed to be sufficient if the ship or the concreting of the ship by the ship is a Speed of 6.5 km/h in relation to water, a rotational speed of 20 °/min can be initiated and can be supported at a driving speed with respect to water of 6.5 km/h.
2.
Test drives

In the event of a review of the minimum requirements, § § 5.03 and 5.04 must be complied with.


Service instruction No 16
Emission of gaseous and particulate pollutants-Test methods

(Chapter 8a of Annex II)

table of contents

Part I
Definitions, symbols and abbreviations

1 Definitions, symbols and abbreviations
2 Symbols and abbreviations
2.1 Symbols for the audit characteristics
2.2 Symbols for the chemical components
2.3 Abbreviations


Part II
Test method

1 Introduction
2 Test conditions
2.1 General conditions
2.2 Conditions for the testing of the engine
2.3 Engine intake system
2.4 Engine exhaust system
2.5 Cooling system
2.6 Lubricating oil
2.7 Test fuel
2.8 Determination of the settings of the dynamometer
3 Conduct of the audit
3.1 Preparation of the sampling filters
3.2 Installation of measuring instruments
3.3 Commissioning of the dilution system and the engine
3.4 Adjustment of the dilution ratio
3.5 Checking the analysers
3.6 Test cycles and weighting factors
3.7 Re-examination of the analysers


Appendix 1Measurement and sampling procedures

1 Dynamometer
2 Exhaust gas flow
3 Measurement accuracy
4 Determination of gaseous constituents
5 Particle determination


Appendix 2

1 Calibration of the analyzers
1.1 Introduction
1.2 Calibration gases
1.3 Application of the analysis and sampling devices
1.4 Leak testing
1.5 Calibration procedure
1.6 Verification of the calibration
1.7 Checking the effectiveness of the NOx converter
1.8 FID setting
1.9 Transverse sensitivities for NDIR and CLD analysers
1.10 Calibration Intervals
2 Calibration of the particle measurement system
2.1 Introduction
2.2 Throughput measurement
2.3 Verification of the dilution ratio
2.4 Checking the partial flow conditions
2.5 Calibration Intervals


System 3Evaluation of the measured values and calculations

1 Evaluation of measured values for gaseous emissions
2 Particulate emissions
3 Calculation of gaseous emissions
4 Calculation of the particulate emission


Part III
Technical data of the reference fuel for the type-approval tests and the verification of conformity of reference fuel for inland waterway vessels

Part IV
Analysis and sampling system

1 Determination of gaseous emissions
2 Determination of particles
2.1 Dilution system
2.2 Particulate sampling system


Part I

Definitions, symbols and abbreviations
1
Definitions

For the purposes of this Directive:
1.1
"gaseous pollutants" means carbon monoxide, hydrocarbons (expressed as C1:H1, 85) and nitrogen oxides, the latter expressed as nitrogen dioxide (NO2) equivalents;
1.2
"particulate pollutants" means substances which are separated at a temperature of not more than 325 K (52 ° C) after dilution of the exhaust gases of the diesel engine with filtered pure air on a particular filter medium;
1.3
"nominal power" means the power in kilowatts (kW) according to ISO 3046, taken on the test bench at the end of the crankshaft or a corresponding component and determined in accordance with the ISO 3046 method for the measurement of the performance of internal combustion engines for Motor vehicles according to Directive 80 /1269/EEC (1) , excluding, however, the power of the engine cooling fan (2) and the test conditions and the reference fuel of this Directive;
1.4
"nominal speed" means the maximum speed limited by the controller, at full load, in accordance with the manufacturer &apos; s specifications;
1.5
"partial load ratio" means the percentage of the maximum torque available at a given engine speed;
1.6
"rotational speed at maximum torque" means the engine speed at which the highest torque is available, according to the manufacturer's specifications;
1.7
"intermediate speed" means the engine speed referred to in Part II, section 3.6.5 (test cycle C1) of this Directive, which satisfies one of the following conditions:
a)
In the case of engines designed for operation in a specified speed range on a full-load torque curve, the intermediate speed shall be the specified speed at maximum torque, if it is within a range of 60 to 75% of the maximum torque. Nominal speed.
b)
If the specified speed at maximum torque is less than 60% of the rated speed, then the intermediate speed corresponds to 60% of the rated speed.
c)
If the specified speed at maximum torque is more than 75% of the rated speed, then the intermediate speed corresponds to 75% of the rated speed.
d)
In the case of engines which are not designed to operate over a speed range on the full-load torque curve under steady-state conditions, the intermediate speed is normally between 60% and 70% of the maximum rated speed.
2
Symbols and abbreviations
2.1
Symbols for the audit characteristics

Icon Device Term
Ap M 2 Cross-sectional area of the isokinetic sampling probe
AT M 2 Cross-sectional area of the exhaust pipe
aver weighted averages
M 3 /h for: volume flow rate;
kg/h Mass throughput
C1 - C1-Equivalent carbon washer
conc ppm Concentration (with added inventory name)
Vol.%
concc ppm Background corrected concentration
Vol.%
concd ppm Concentration of dilution air
Vol.%
DF - Dilution factor
fa - atmospheric factor in the laboratory
FFH - fuel-specific factor for the calculation of the wet concentrations on the basis of the hydrogen-carbon ratio of the dry concentrations
GAIRW kg/h Mass flow rate of the intake air, moist
GAIRD kg/h Mass flow rate of the intake air, dry
GDILW kg/h Dilution air mass flow rate, moist
GEDFW kg/h equivalent mass flow rate of the diluted exhaust gas, moist
GEXHW kg/h Exhaust gas mass flow rate, moist
GFUEL kg/h Fuel Mass Throughput
GTOTW kg/h Mass flow rate of diluted exhaust gas, moist
Href g/kg Reference value of absolute humidity 10,71 g/kg in the calculation of moisture correction factors for NOx and particles
Ha g/kg absolute humidity of the intake air
Hd g/kg absolute humidity of the dilution air
I - lower index for a single verification point
KH - Humidity correction factor for NOx
Kp - Humidity correction factor for particles
KW, a - Correction factor for conversion from the dry to the wet reference condition of the intake air
KW, d - Correction factor for the conversion from the dry to the moist reference condition of the dilution air
KW, e - Correction factor for the conversion from the dry to the moist reference state of the diluted exhaust gas
KW, r - Correction factor for the conversion from the dry to the wet reference state of the raw gas
L % Percentage torque, based on maximum torque at test speed
Mass g/h lower index of pollutant mass flow
MDIL G Mass of the dilution air sample passed through the particulate sampling filters
MSAM G Mass of the sample of the diluted exhaust gas glided through the particles sampling filter
Md mg separated particles-sampling mass of the dilution air
Mf mg separated particles-sample mass
pa kPa Saturation vapour pressure of the engine intake air (ISO 3046:
Psy = PSY ambient pressure during the test)
pB kPa barometric pressure (ISO 3046:
Px = PX ambient air pressure at the place of installation;
Py = PY ambient air pressure during the test)
pd kPa Saturation vapour pressure of the dilution air
ps kPa dry atmospheric pressure
P KW non-corrected nominal power
PAE KW , the total power consumption indicated by auxiliary equipment for the test and not required in accordance with Part I, Section 1.3 of this Directive
PM KW measured maximum performance at test speed under test conditions (see Appendix 1 of the type-approval certificate)
Pm KW power measured at the different levels of the test
q - Dilution ratio
R - Quotient of the cross-sectional areas of the isokinetic probe and the exhaust pipe
Ra % relative humidity of the intake air
Rd % relative humidity of the dilution air
Rf - FID response factor
S KW Dynamometer setting value
Ta C absolute temperature of the intake air
TD C absolute dew point temperature
Tref C Reference temperature (combustion air: 298 K)
TSC C Air temperature behind charge air cooler
TSCref C Reference temperature of the air temperature behind charge air cooler
VAIRD M 3 /h Volume flow rate of the intake air, dry
VAIRW M 3 /h Volume flow rate of the intake air, moist
VDIL M 3 Volume of dilution air passed through the particulate sampling filters
VDILW M 3 /h Volume flow rate of dilution air, moist
V EDFW M 3 /h equivalent volume flow rate of the diluted exhaust gas, moist
VEXHD M 3 /h Volume flow rate of the exhaust gas, dry
VEXHW M 3 /h Volume flow rate of the exhaust gas, moist
VSAM M 3 Volume of sample by particulate sampling filter
VTOTW M 3 /h Volume flow rate of diluted exhaust gas, moist
WF - Weighting factor
WFE - effective weighting factor
2.2
Symbols for the chemical components

CO Carbon monoxide
CO2 Carbon dioxide
HC Hydrocarbons
NOx Oxides of nitrogen
NO Nitrogen monoxide
NO2 Nitrogen dioxide
O2 Oxygen
C2H6 Ethan
PT Particles
DOP Dioctyl phthalate
CH4 Methane
C3H8 Propane
H2O Water
PTFE Polytetrafluoroethylene
2.3
FID Flame ionization detector
HFID heated flame ionization detector
NDIR Non-dispersive infra-red sorption analyser
CLD Chemiluminescence detector
HCLD heated chemiluminescence detector
PDP Displacement pump
CFV Venturi tube with critical flow
(1)
1. OJ L375, 31.12.1980, p. 46. Directive as last amended by Directive 89 /491/EEC (OJ L 136, 31.5.1989, p OJ L 238, 15.8.1989, p. 43).
(2)
This means, in contrast to the requirements of section 5.1.1.1 of Annex I to Directive 80 /1269/EEC, that the engine cooling fan shall not be fitted during the test to determine the rated power of the engine. However, if the manufacturer carries out the test with the engine cooling fan installed, the power absorbed by the blower must be added to the power determined in this way.


Part II

Test method

1
Introduction
1.1
This Directive describes the method for measuring the gaseous and particulate pollutants from the engines to be tested.
1.2
For the type test, the engine is to be built on a test bench and connected to a power brake.
1.3
If the measurement of the gaseous and particulate pollutants from the engines to be tested is necessary in the course of an installation or an intermediate test, the following provisions shall apply mutagenic to the following provisions.
1.4
If there are any doubts as to the requirements of this Directive, the requirements of the harmonised standards DIN EN ISO 8178 must be observed.
2
Test conditions
2.1
General conditions

The volume and volume flow rate shall always be expressed in relation to 273 K (0 ° C) and 101,3 kPa.
2.2
Conditions for the testing of the engine
2.2.1
Atmospheric factor

The absolute temperature Ta (kelvin) of the combustion air at the inlet of the engine and the dry atmospheric pressure ps (in kPa) shall be measured, and the measure fa shall be calculated according to the following formula:

In the case of suction motors and mechanically charged engines:



For turbocharged engines with or without charge air cooling:

2.2.2
Validity of the examination

A test shall be deemed to be valid at fa: 0.98 ≤ fa ≤ 1.02

If, for compelling technical reasons, it is not possible to comply with these limits, it shall be between 0.93 and 1.07. In this case, the particle emission according to EN ISO 8178-1 must be corrected. A correction is not necessary for the gaseous emissions.
2.2.3
Engines with charge air cooling
2.2.3.1
The temperature of the cooling medium and the temperature of the charge air shall be recorded. The cooling system must be set at the speed and the load on the engine provided for the test cycles. The charge air temperature and the pressure drop in the cooler shall not exceed ± 4 K and ± 2 kPa from the information given by the engine manufacturer.
2.2.3.2
The engine to be tested must be capable of operating within the permitted emission limit values at a raw water temperature of 25ºC with the equipment intended for the intended use. A further increase in the water temperature due to the heat exchangers installed on board, e.g. for the cooling water system, must also be taken into account.
2.2.4
Deviations

The competent authorities may allow derogations from the above-mentioned conditions for the testing of the engine.
2.3
Engine intake system

The engine to be tested must be fitted with an intake system, the suction pressure of which is within the limit specified by the manufacturer for a clean air filter in the engine operating state, in the case of which, according to the manufacturer's specifications, the largest air flow rate. A test bench can be used if it reproduces the actual engine operating conditions.
2.4
Engine exhaust system

The engine to be tested must be fitted with an exhaust system, the exhaust gas back pressure of which corresponds to the upper limit specified by the manufacturer in the engine operating conditions, which lead to the specified maximum power.
2.5
Cooling system

The engine to be tested must be fitted with an engine cooling system which allows the normal operating temperatures of the engine to be maintained by the manufacturer.
2.6
Lubricating oil

The characteristics of the lubricating oil used for the test shall be recorded and shall be presented together with the test results.
2.7
Test fuel
2.7.1
It shall be used as a reference fuel as described in Part III of this Directive.
2.7.2
The competent authority may, by way of derogation from 2.7.1, authorise the use of a commercially available fuel. The fuel must comply with the requirements of the harmonized standards DIN EN 590. Compliance with these requirements must be demonstrated.
2.7.3
The cetane number and the sulphur content of the reference fuel used for the test shall be recorded. The records shall be attached to the information folder.
2.7.4
The fuel temperature at the inlet of the injection pump shall be in accordance with the manufacturer &apos; s specifications and shall be indicated in the information folder.
2.8
Determination of the settings of the dynamometer

The intake pressure and the exhaust gas back pressure shall be adjusted in accordance with sections 2.3 and 2.4 to the upper limits specified by the manufacturer.

The maximum torque values are to be determined at the given test speeds by measurement in order to be able to calculate the torque values for the prescribed test stages. In the case of engines which are not designed for operation over a certain speed range on the full-load torque curve, the maximum torque at the respective test speeds shall be indicated by the manufacturer.

The engine setting for each test stage shall be calculated according to the following formula:



At a ratio of



the value of PAE may be verified by the competent authority which grants type-approval.
3
Conduct of the audit
3.1
Preparation of the sampling filters

At least one hour before the test, each individual filter (pair) is to be brought into a weighing chamber in a sealed, but not sealed Petri dish for stabilization. After the stabilization phase, each filter (pair) shall be weighed and the tare weight shall be recorded. Then the filter (pair) is to be stored in a sealed Petri dish or a sealed filter holder until it is used. If the filter (pair) is not used within eight hours of its removal from the weighing chamber, it shall be weighed again prior to its use. The storage period up to the use of the filters may be extended in accordance with the requirements of Appendix 3, section 2.
3.2
Installation of measuring instruments

The equipment and the sampling probes shall be affixed as required in Part IV. If a full flow dilution system is used to dilute the exhaust gases, the exhaust pipe shall be connected to the system.
3.3
Commissioning of the dilution system and the engine

The dilution system shall be started and the engine shall be applied until all temperatures and pressures at full load and rated speed are stable (section 3.6.7).
3.4
Adjustment of the dilution ratio

The particle sampling system must be started and operated on a bypass when using the single filter method (in the case of the multiple filter method optional). The particle background of the dilution air can be determined by passing dilution air through the particulate filters. If filtered dilution air is used, a measurement may take place at any point before, during or after the test. If the dilution air is not filtered, measurements shall be made at least three times (after the start, before stopping and near the middle of the cycle) and the average values shall be determined.

The dilution air shall be adjusted in such a way that the maximum filter surface temperature at each measurement point is 325 K (52 ° C) or less. The total dilution ratio shall not be less than four.

For the single filter method in full flow systems, the sample mass flow rate through the filter must be at a constant ratio to the mass flow rate of the diluted exhaust gas at all test stages. This mass ratio must be maintained with a tolerance of ± 5%, with the exception of the first 10 seconds of each test stage for systems without a bypass. For partial flow dilution systems with single filter method, the mass flow rate through the filter-except for the first 10 seconds of each test stage for systems without bypass-must be constant at each test stage with a tolerance of ± 5% shall be kept.

CO2 or NOx concentration-controlled systems are CO2 and/or NOx concentration-controlled systems. NOx content of the dilution air to be measured at the beginning and end of each test. The CO2 or CO2 measured before the test NOx-Background concentration of the dilution air must not exceed 100 ppm or more from the concentration measured after the test. 5 ppm.

When using an analysis system operating with diluted exhaust gas, the respective background concentrations are to be determined by passing dilution air samples into a sampling bag over the entire test sample.

The continuous background concentration (without bag) can be determined at at least three points (at the beginning, at the end and near the middle of the cycle), and the average of the values can be determined. At the request of the manufacturer, background measurements may be waived.

Other methods of adjusting and checking the dilution ratio, which correspond to the state of the art, may also be applied after consultation with the competent authority.
3.5
Checking the analysers

The devices for emission analysis shall be adjusted to zero and to the measuring range.
3.6
Test cycles and weighting factors
3.6.1
For each engine type and for each parent engine of a motor family or group of engines, one of the test cycles defined in sections 3.6.2 to 3.6.5 shall be applied in order to establish compliance with the emission limit values.
3.6.2
For marine engines with constant speed, used for the main propulsion of the ship, including diesel-electric propulsion, and for systems with variable pitch propellers, test cycle E2 is to be applied in accordance with Table 1.

Table 1 Test cycle for "main vessel propulsion at a constant speed" (including installations with diesel-electric drive and variable pitch propellers)


Test Cycle E2 Speed 100% 100% 100% 100%
Torque 100% 75% 50% 25%
Weighting factor 0.2 0.5 0.15 0.15
3.6.3
Test cycle E3 is to be applied in accordance with Table 2 for ship's main propulsion and marine auxiliary propulsion systems operated under the Propeller Act.

Table 2 Test cycle for "Ship main drives with propeller characteristics and propeller characteristic ship auxiliary drives"


Test Cycle E3 Speed 100% 91% 80% 63%
Performance 100% 75% 50% 25%
Weighting factor 0.2 0.5 0.15 0.15
3.6.4
For auxiliary engines with constant speed, test cycle D2 shall be applied in accordance with Table 3.

Table 3 Test cycle for "auxiliary motors with constant speed"


Test Cycle D2 Speed 100% 100% 100% 100% 100%
Torque 100% 75% 50% 25% 10%
Weighting factor 0.05 0.25 0.3 0.3 0.1
3.6.5
For auxiliary engines with variable speed and variable load, which do not fall within the above category, test cycle C1 is to be applied in accordance with Table 4.

Table 4 Test cycle for "auxiliary motors with variable speed and variable load"


Test Cycle C1 Speed Nominal speed Intermediate speed Idle
Torque 100% 75% 50% 10% 100% 75% 50% 0%
Weighting factor 0.15 0.15 0.15 0.1 0.1 0.1 0.1 0.15
3.6.5.1
The torque values of the test cycle C1 are percentage values which, for the predetermined speed, are the ratio of the torque to be driven to the maximum torque. Specify the torque for the corresponding load point.
3.6.5.2
The intermediate speed for test cycle C1 shall be indicated by the manufacturer in accordance with Part I, section 1.7 of this service instruction.
3.6.6
Where a manufacturer applies for a new test cycle application for an engine for which type-approval has already been granted on the basis of another test cycle defined in sections 3.6.2 to 3.6.5, the competent authority may depart from it for which: to apply the whole certification procedure. In this case, the manufacturer may demonstrate conformity by recalculation, with the measurement results of the test stages of the first type-approval with the weighting factors of the new test cycle for the calculation of the total weighted emissions of the new test cycle application.
3.6.7
Conditioning of the engine The engine and the system are to be warm at rated speed and maximum torque in order to stabilize the engine characteristics in accordance with the manufacturer's recommendations.

Note: The conditioning time is also intended to prevent the influence of deposits in the exhaust system, which come from an earlier test. In addition, a stabilization period is prescribed between the test stages, which stabilization period is used for the most extensive elimination of a mutual influence in the individual test stages.
3.6.8
Check-out

The test shall be carried out in accordance with the order of the test cycles of the test cycles, as indicated in Tables 1 to 4.

After the initial transitional period, at each stage of the test cycle, the prescribed speed shall be kept within the higher value of either ± 1% of the rated speed or ± 3 min-1; this shall not apply to the lower idling speed, the tolerances specified by the manufacturer must be observed. The specified torque shall be maintained in such a way that the average for the period of measurements with a tolerance of ± 2% corresponds to the maximum torque at the test speed.

For each measurement point, a minimum time of ten minutes is required. If longer sampling times are required in the testing of an engine in order to obtain a sufficient mass of particulate matter on the measurement filter, the duration of the test stage may be extended as required.

The duration of the test stages shall be recorded and reported.

The concentration values of the gaseous emissions shall be measured and recorded during the last three minutes of each test stage.

Particulate sampling and measurement of gaseous emissions should not be carried out prior to the entry of the engine stabilisation in accordance with the manufacturer &apos; s instructions, and must be completed at the same time.

The fuel temperature must be measured at the inlet of the fuel injection pump or as specified by the manufacturer. The location of the measurement shall be recorded.
3.6.9
Output signal of the analysers

The output signal of the analysers shall be recorded on a line recorder or with an equivalent data acquisition system, the exhaust gas having to flow through the analysers at least during the last three minutes of each test step. If a sampling bag is used for the measurement of the diluted CO and CO2 (see Appendix 1, section 4.4), the sample shall be placed in the bag during the last three minutes of each test step. The bag sample shall be analysed and the result recorded.
3.6.10
Particulate sampling

The particle sampling may be carried out by the single filter method or by the multiple filter method (Appendix 1, section 5). Since the results of these methods may have slight deviations, the method used must also be used together with the results.

When using the single filter method, the weighting factors associated with the respective test cycle of the test cycle must be taken into account in sampling, by adjusting the sample throughput and/or sampling time accordingly. will/will be

Sampling must be carried out as late as possible at each test stage. Sampling for each test step must take at least 20 seconds for the single filter method and at least 60 seconds for the multiple filter method. For systems that do not have a bypass, sampling must take at least 60 seconds for single-and multiple-filter methods.
3.6.11
Engine conditions

Engine speed and load, intake air temperature, fuel flow rate and air or exhaust gas flow rate shall be measured at each test stage after the engine has been stabilised.

If the measurement of the exhaust gas throughput or the measurement of the combustion air and fuel consumption is not possible, a calculation according to the carbon and oxygen balance method may be carried out (see EN ISO 8178-1 Annex 1).

All additional data required for the calculation shall be recorded (see Appendix 3, sections 1 and 2).
3.7
Re-examination of the analysers

After the emission test, a zero gas and the same calibration gas are used for re-checking. The test shall be deemed to be valid if the difference between the two measurement results is less than 2% of the concentration of the test gas.


Annex 1 to service directive No 16, Part II

Measurement and sampling methods

The gaseous and particulate components of the emissions of the engine to be tested shall be measured using the methods described in Part IV. The description of these methods shall also include a presentation of the recommended analytical systems for gaseous emissions (Part IV, Section 1) and the recommended particulate dilution and sampling systems (Part IV, Section 2).
1
Dynamometer

An engine test bench shall be used which has appropriate characteristics to carry out the test cycles described in Part II, section 3.6. The measuring instruments for torque and speed must allow the measurement of the net power within the specified limit values. Additional calculations may be required.

The measuring instruments shall have such accuracy of measurement that the maximum tolerances of the values specified in Section 3 shall not be exceeded.
2
Exhaust gas flow

The exhaust gas flow shall be determined in accordance with one of the methods referred to in sections 2.1 to 2.4.
2.1
Direct measurement

Direct measurement of the exhaust gas flow through a flow nozzle or an equivalent measuring system (for details see ISO 5167).

Note: Direct measurement of the gas flow rate is a complicated procedure. Precautions must be taken to avoid measurement errors which have an effect on the emission value errors.
2.2
Air and fuel measurement

Measurement of the air flow rate and fuel flow rate.

The equipment used to measure the air and fuel throughput shall be of the measuring accuracy indicated in Section 3.

The calculation of the exhaust gas flow shall be carried out as follows:

GEXHW = GAIRW + GFUEL (for wet exhaust gas dimensions)


or

VEXHD = VAIRD-0,766 × GFUEL (for dry exhaust volume)


or

VEXHW = VAIRW + 0,746 × GFUEL (for humid exhaust volume)
2.3
Carbon balance method

Calculation of the exhaust mass on the basis of fuel consumption and exhaust gas concentrations according to the carbon balance method (see Part II, Appendix 3).
2.4
Total diluted exhaust gas flow

When using a full flow dilution system, the total diluted exhaust gas flow rate (GTOTW, VTOTW) must be measured with a PDP or a CFV (Part IV, section 2.1.2). The accuracy of measurement shall be in accordance with the provisions of Part II, Appendix 2, section 2.2.
3
Measurement accuracy

The calibration of all measuring instruments must be traceable to national or international standards and comply with the following requirements:

Lfd. Number Characteristic Value Permissible deviation (± values are based on maximum values of the engine) Permissible deviation (± values according to ISO 3046) Calibration Distances (months)
1 Engine speed 2% 2% 3
2 Torque 2% 2% 3
3 Performance 2% (1) 3% Not applicable
4 Fuel consumption 2% (1) 3% 6
5 Specific fuel consumption Not applicable 3% Not applicable
6 Airflow 2% (1) 5% 6
7 Exhaust gas flow 4% (1) Not applicable 6
8 Coolant temperature 2 K 2 K 3
9 Lubricant temperature 2 K 2 K 3
10 Exhaust gas back pressure 5% of the maximum 5% 3
11 Vacuum in the inlet manifold 5% of the maximum 5% 3
12 Exhaust Temperature 15 K 15 K 3
13 Air inlet temperature (combustion air) 2 K 2 K 3
14 Atmospheric pressure 0.5% of reading 0.5% 3
15 Humidity of the intake air (relative) 3% Not applicable 1
16 Fuel temperature 2 K 5 K 3
17 Dilution shrimp temperatures 1.5 K Not applicable 3
18 Humidity of the dilution air 3% Not applicable 1
19 Diluted exhaust gas flow 2% of reading Not applicable 24 (partial stream) (full current) (2)
(1)
The calculation of gaseous emissions in accordance with this Directive shall be based in part on different measurement and/or calculation methods. Based on the overall tolerances for the calculation of the exhaust emission, the permissible values for some characteristic values for use in the corresponding equations must be less than the permissible tolerances specified in ISO 3046-3.
(2)
Full-flow systems-The CVS displacement pump or the critical flow Venturi tube shall be after the installation, after substantial maintenance work or after the determination of a corresponding requirement in the review of the Calibrate the CVS system.
4
Determination of gaseous constituents
4.1
General requirements for analyzers

The analysers shall have a measuring range which meets the requirements for accuracy in the measurement of the concentrations of the exhaust gas components (Section 4.1.1). It is recommended that the analysis equipment be operated in such a way that the measured concentration is between 15% and 100% of the full scale.

If the full scale value is 155 ppm (or ppm C) or less, or reading systems (computers, data collectors) with sufficient accuracy and resolution below 15% of full scale, are also used, Concentrations below 15% of full scale allowed. In this case, additional calibrations must be carried out in order to ensure the accuracy of the calibration curves (Appendix 2, section 1.5.5.2).

The electromagnetic compatibility of the devices must be at a level which prevents additional errors as far as possible.
4.1.1
Measurement Error

The total measurement error, including the cross sensitivity to other gases, see Appendix 2, section 1.9, shall not exceed the lower value of either ± 5% of the reading value or 3.5% of the full scale. At concentrations below 100 ppm, the measurement error must not exceed ± 4 ppm.
4.1.2
Repeatability

The repeatability, defined as 2.5 times the standard deviation of 10 repetitive responses to a given calibration gas, shall not exceed ± 1% of full scale concentration for each measurement range used above 155 ppm (or ppm) C) or ± 2% for each measuring range used below 155 ppm (or ppm C).
4.1.3
Noise

The peak-to-peak response of the analysers to zero and calibration gases shall not exceed 2% of full scale in all areas used for a period of ten seconds.
4.1.4
Zero drift

The zero drift for a period of one hour must be less than 2% of the full scale value at the lowest used range. The zero value is defined as the mean response (including noise) to a zero gas in a time period of 30 seconds.
4.1.5
Measurement Range Drift

The measurement range drift for a period of one hour must be less than 2% of the full scale end value at the lowest used range. The measurement range is defined as the difference between the calibration and the zero value. The measurement range calibration rash is defined as a mean impact (including noise) on a measurement range calibration gas in a time period of 30 seconds.
4.2
Gastrocknung

The gas drying device to be used optionally has to influence the concentration of the measured gases as low as possible. The use of chemical dryers to remove water from the sample is not allowed.
4.3
Analyzers

The principles to be applied in the measurement shall be described in sections 4.3.1 to 4.3.5 of this Appendix. A detailed description of the measuring systems is included in Part IV.

The gases to be measured shall be analysed with the following devices. In the case of nonlinear analyzers, the use of linearization circuits is permissible.
4.3.1
Carbon monoxide (CO) analysis

The carbon monoxide analyser shall be a non-dispersive infrared absorption analyser (NDIR).
4.3.2
Carbon dioxide (CO2) analysis

The carbon dioxide analyser shall be a non-dispersive infra-red absorption analyser (NDIR).
4.3.3
Hydrocarbon (HC) analysis

The hydrocarbon analyser must be a heated flame ionization detector (HFID) with detector, valves, piping, etc. which is to be heated in such a way that the gas temperature is maintained at 463 K (190 ° C) ± 10 K.
4.3.4
Nitrogen oxide (NOx) analysis

The nitric oxide analyser shall be a chemiluminescent analyser (CLD) or heated chemiluminescent analyser (HCLD) with a NO2/NO converter, if the measurement is carried out in the dry state of reference. When measured in a wet condition, a HCLD with a converter kept above 333 K (60 ° C) must be used, provided that the water vapour cross-sensitivity test (Appendix 2, section 1.9.2.2) is fulfilled.
4.4
Sampling of emissions of gaseous pollutants

The sampling probes for gaseous emissions shall be so fitted as to be at least 0,5 m or three times the diameter of the exhaust pipe (whichever is the higher) above the exhaust of the exhaust system, where applicable, and are so close to the engine that an exhaust gas temperature of at least 343 K (70 ° C) is ensured at the probe.

In the case of a multi-cylinder engine with a branched exhaust manifold, the inlet of the probe shall be so far in the flow direction that the sample shall be representative of the average gaseous emissions from all cylinders. For a multi-cylinder engine with individual groups of exhaust manifolds, such as In the case of a V-engine, the sampling of individual samples from each group and the calculation of the average gaseous emissions shall be permitted. It is also possible to use other methods which have been shown to correspond to the above methods. For the calculation of the gaseous emissions, the total exhaust gas mass flow rate of the engine shall be based.

If the composition of the exhaust gas is influenced by an exhaust gas post-treatment plant, the exhaust gas sample must be taken from this plant during stage I tests and at the level II tests behind this installation. If a full flow dilution system is used for particle determination, the gaseous emissions can also be determined in the diluted exhaust gas. The sampling probes must be located near the particulate sampling probe in the dilution tunnel (Part IV, Section 2.1.2 for DT, Section 2.2 for PSP). CO and CO2 can optionally also be determined by sampling into a bag and subsequent measurement of the concentration in the sampling bag.
5
Particle determination

The determination of the particles requires a dilution system. Dilution can be carried out using a partial flow or full flow dilution system. The flow rate of the dilution system shall be such that no water condensation occurs in the dilution and sampling system and that the temperature of the diluted exhaust gas immediately above the filter holder is at or below 325 K (52 ° C) can be held. In the case of high humidity, it is permissible to dehumidify the dilution air before entering the dilution system. At an ambient temperature of less than 293 K (20 ° C), pre-heating of the dilution air above the temperature limit value of 303 K (30 ° C) is recommended. However, the dilution air temperature may not exceed 325 K (52 ° C) prior to the introduction of the exhaust gas in the dilution tunnel.

For partial flow dilution systems, the particulate sampling probe must be close to and (directed against the current) above the gaseous emissions probe as defined in section 4.4, and in accordance with Part IV, Section 2.1.1, Figures 4 to 12 (EP and SP).

The partial flow dilution system shall be such that the exhaust gas flow is divided, the smaller part being diluted with air and then used for particle measurement. Accordingly, a very precise determination of the dilution ratio is required. Different methods of division may be used, the type of division having a substantial influence on the sampling devices and methods to be used (Part IV, Section 2.1.1).

For the determination of the particle mass, a particle sampling system, particle sampling filter, a microgram scale and a weighing chamber with a controlled temperature and humidity are required.

The particle sampling can be carried out by two methods:
a)
in the case of the single filter method, a filter pair is used for all test stages of the test cycle (see section 5.1.3). During the sampling phase of the test, attention must be paid to the collection times and the throughputs. On the other hand, only one filter pair is required per test cycle.
b)
in the case of the multiple filter method, a separate filter pair must be used for each individual test stage of the test cycle (see Section 5.1.3). This method allows for a less stringent sampling method, but more filters are used.
5.1
Particulate sampling filters
5.1.1
Filter specification

Fluorocarbon coated glass fibre filters or fluorocarbon membrane filters are required for the certification tests. Other filter materials can be used for special applications. For all filter types, the degree of separation of 0.3 µ m DOP (dioctyl phthalate) must be at least 95% at a gas flow rate of between 35 and 80 cm/s. If correlation tests are carried out between test sites or between a manufacturer and an approval authority, filters of the same quality shall be used.
5.1.2
Filter Size

The particle filters must have a minimum diameter of 47 mm (37 mm effective diameter). Larger diameter filters are allowed (Section 5.1.5).
5.1.3
Main and Post Filters

The diluted exhaust gases are passed through a filter pair (main filter and post-filter) arranged one behind the other during the test run. The post-filter shall not be more than 100 mm behind the main filter and shall not touch it. The filters can be weighed separately or in pairs-the effective sides facing each other.
5.1.4
Filter Flow Rate

A gas flow rate through the filter of 35 to 80 cm/s must be achieved. The pressure drop must increase by not more than 25 kPa between the beginning and the end of the test.
5.1.5
Filter loading

For the single filter method, the recommended minimum filter load is 0.5 mg/1 075 mm 2 effective filter area. The following values are obtained for the most common filter sizes:

Filter Diameter (mm) Recommended diameter of effective filter area (mm) Recommended minimum filter load (mg)
47 37 0.5
70 60 1.3
90 80 2.3
110 100 3.6


In the case of the multiple filter method, the minimum filter load of the sum of all filters is the product of the corresponding above value and the square root of the total number of test stages.
5.2
Specification for the weighing chamber and the analysis scale
5.2.1
Conditions for the weighing chamber

The temperature of the chamber (or room) in which the particulate filters are conditioned and weighed shall be kept at 295 K (22 ° C) ± 3 K for the entire duration of the conditioning and weighing operation. The humidity shall be maintained at a dew point of 282.5 K (9.5 ° C) ± 3 K and at a relative humidity of 45 ± 8%.
5.2.2
Comparison Filter weighing

The ambient air of the weighing chamber (or of the weighing compartment) must be free from any dirt (e.g. dust) which could be deposited on the particulate filters during the stabilization of the particulate filters. Disturbances of the specifications for the weighing compartment as set out in Section 5.2.1 shall be permissible if their duration does not exceed 30 minutes. The weighing compartment shall comply with the prescribed specifications before the staff enters it. At least two unused comparison filters or comparison filter pairs are to be weighed at the same time as the sampling filters, but at most at a distance of four hours from the same. The comparison filters must be of the same size and must be made of the same material as the sampling filters.

If the average weight of the comparison filters (pairs) in the weighings of the sampling filters changes by more than ± 5% (± 7.5% per filter pair) of the recommended minimum filter load (section 5.1.5), all sampling filters shall be deemed to be unusable , and the exhaust emission test must be repeated.

If the stability criteria for the weighing compartment specified in Section 5.2.1 are not met, but the weighing of the comparison filter (pair of filters) complies with the above criteria, the manufacturer may either use the determined weights of the weighing compartment for the weighing compartment. Acknowledge the sampling filter or declare the tests to be invalid, adjusting the control system of the weighing compartment and repeating the test.
5.2.3
Analytic Scale

The analytical balance used to determine the weights of all filters shall have an accuracy (standard deviation) of 20 µ g and a resolution of 10 µ g (1 digit = 10 µ g). In the case of filters with a diameter of less than 70 mm, an accuracy and resolution of 2 μg or less are required. 1 µ g required.
5.2.4
Avoidance of electrostatic reactions

In order to avoid electrostatic reactions, the filters are to be neutralized prior to weighing, for example by means of a polonium neutralizer or devices having a similar effect.
5.3
Additional provisions for particle measurement

All parts of the dilution system and the sampling system from the exhaust pipe up to the filter holder coming into contact with the raw exhaust gases or diluted exhaust gases shall be designed in such a way that the deposition of the particles on it and the alteration of the particles as low as possible. All parts must be made of electrically conductive material, which does not connect with the components of the exhaust gases; it must be grounded to avoid electrostatic reactions.


Appendix 2

on Service Directive No 16, Part II
1
Calibration of the analyzers
1.1
Introduction

Each analyser shall be calibrated as often as necessary in order to meet the accuracy requirements laid down in this Standard. The calibration procedure to be applied to the analyzers according to Appendix 1, section 4.3, is described in this section.
1.2
Calibration gases

The shelf life of all calibration gases must be observed.

The expiry date of the calibration gases indicated by the manufacturer shall be recorded.
1.2.1
Pure gases

The required purity of the gases is obtained from the limit values of the contamination below. The following gases must be available:
-
Purified nitrogen (contamination ≤ 1 ppm C, ≤ 1 ppm CO, ≤ 400 ppm CO2, ≤ 0.1 ppm NO)
-
Purified oxygen (degree of purity > 99.5% by volume O2)
-
Hydrogen Helium Mixture (40 ± 2% hydrogen, remainder helium) (Pollution ≤ 1 ppm C, ≤ 400 ppm CO)
-
Purified synthetic air (contamination ≤ 1 ppm C, ≤ 1 ppm CO, ≤ 400 ppm CO2, ≤ 0.1 ppm NO) (oxygen content 18-21 vol.%).
1.2.2
Calibration gases

Gas mixtures with the following chemical composition must be available:
-
C3H8 and purified synthetic air (see section 1.2.1),
-
CO and purified nitrogen,
-
NO and purified nitrogen (the NO2 quantity contained in this calibration gas must not exceed 5% of the NO content),
-
O2 and purified nitrogen,
-
CO2 and purified nitrogen,
-
CH4 and purified synthetic air,
-
C2H6 and purified synthetic air.


Note: Other gas combinations are permitted provided that the gases do not react with each other.


The actual concentration of a calibration gas shall be within ± 2% of the nominal value. All calibration gas concentrations are to be expressed as a volume fraction (volume percent or ppm as volume fraction).

The gases used for calibration can also be obtained with the aid of a gas divider by the addition of purified N2 or purified synthetic air. The mixing device must be so precise that the concentrations of the calibration gas mixtures can be determined with an accuracy of ± 2%.
1.3
Application of the analysis and sampling devices

For the application of the analytical instruments, the instructions of the equipment manufacturers for the commissioning and operation shall be taken into account. The minimum requirements set out in sections 1.4 to 1.9 shall be complied with.
1.4
Leak testing

The system must be subjected to a leak test. The probe shall be removed from the exhaust system, and the end of the probe must be closed. The pump of the analyser is to be switched on. After a previous stabilization phase, all flowmeters must display zero. If this is not the case, then the withdrawal lines must be checked and the error is to be corrected. The maximum leakage rate on the negative pressure side shall be 0.5% of the actual throughput for the tested part of the system. The analyser and bypass throughputs can be used to estimate the actual throughputs.

A further method is the step change of the concentration at the beginning of the sampling line by switching from zero to calibration gas.

If, after a sufficiently long period of time, the reading value indicates a lower concentration compared to the introduced concentration, this indicates problems with the calibration or tightness.
1.5
Calibration procedure
1.5.1
Measurement System

All equipment shall be calibrated and the calibration curves shall be checked with the aid of calibration gases. The gas flow rate must be the same as for sampling.
1.5.2
Heating Time

The heating-up time is based on the manufacturer's recommendations. If there is no information available, a minimum period of two hours is recommended for the heating of the analysers.
1.5.3
NDIR and HFID analysers

The NDIR analyser shall, if necessary, be adjusted and the flame of the HFID analyser must be optimised (section 1.8.1).
1.5.4
Calibration

Each measurement range used during normal operation shall be calibrated.

The CO, CO2, NOx, CH and O2 analysers shall be set to zero using purified synthetic air (or nitrogen).

The appropriate calibration gases shall be introduced into the analysers and the values shall be recorded, and the calibration curve shall be determined in accordance with Section 1.5.5.

The zero setting must be checked again and the calibration procedure should be repeated if necessary.
1.5.5
Determination of the calibration curve
1.5.5.1
General considerations

The calibration curve of the analyser shall be determined with the aid of at least five calibration points (except zero), which shall be arranged at the same intervals as possible. The nominal value of the highest concentration shall not be less than 90% of the full scale.

The calibration curve is calculated according to the method of the error squares. If the resulting degree of the polynomial is greater than 3, the number of calibration points (including zero) must be at least equal to this degree plus 2.

The calibration curve shall not differ by ± 2% from the nominal value of each calibration gas and at most by ± 1% of the full scale at zero.

On the basis of the calibration curve and the calibration points, it can be determined whether the calibration has been performed correctly. The various characteristics of the analysis equipment shall be indicated, in particular:
a)
Measurement range,
b)
sensitivity,
c)
Date of calibration.
1.5.5.2
Calibration at less than 15% of full scale

The calibration curve of the analyser shall be determined with the aid of at least ten calibration points (except zero), which shall be arranged in such a way that 50% of the calibration points are below 10% of the full scale.

The calibration curve is calculated according to the method of the error squares.

The calibration curve shall not deviate from the nominal value of each calibration point by at most ± 4% and from the full scale end value at zero by ± 1%.
1.5.5.3
Other methods

If it can be shown that the same accuracy can be achieved with other methods (e.g. computers, electronically controlled measuring range switches), they may also be used.
1.6
Verification of the calibration

Each measurement range used during normal operation shall be checked before each analysis as follows:

The calibration is checked by using a zero gas and a measurement range calibration gas whose nominal value is more than 80% of the full scale end value of the measurement range.

If, in the case of the two points examined, the determined value deviates from the specified reference value by not more than ± 4% of the full scale end value, then the setting parameters can be changed. Should this not be the case, a new calibration curve according to section 1.5.4 shall be determined.
1.7
Checking the effectiveness of the NOx converter

The efficiency of the converter, which is used to convert NO2 to NO, is determined as indicated in sections 1.7.1 to 1.7.8 (Figure 1).
1.7.1
Test Order

The efficiency of the converter can be determined with the aid of an ozone generator in accordance with the test arrangement shown in FIG. 1 (see also Appendix 1, section 4.3.5) according to the following method.

Figure 1
Schematic representation of the device for determining the efficiency of the NO2 converter
1.7.2
Calibration

The CLD and the HCLD are in the most used measuring range according to the manufacturer's specifications using zero and span gas (the NO content of which must correspond to approximately 80% of the full scale; the NO2 concentration of the The gas mixture must be less than 5% of the NO.sub.x concentration). The NOx analyser must be set to the NO.sub.x operating state, so that the calibration gas does not flow through the converter. The displayed concentration shall be recorded.
1.7.3
Calculation

The efficiency of the NOx converter is calculated as follows:

a = NOx concentration according to section 1.7.6
b = NOx concentration according to section 1.7.7
c = NO-concentration according to section 1.7.4
d = NO-concentration according to section 1.7.5
1.7.4
Addition of oxygen

Oxygen or zero air is continuously added to the through-flowing gas via a T-connecting piece until the concentration is approximately 20% lower than the indicated calibration concentration according to section 1.7.2. (The analyser is in the NO operating state.)

The indicated concentration c shall be recorded. The ozone generator is switched off during the entire process.
1.7.5
Switching on of the ozone generator

The ozone generator is then switched on to generate as much ozone that the NO.sub.x concentration is reduced to about 20% (minimum 10%) of the calibration concentration according to section 1.7.2. The indicated concentration d shall be recorded. (The analyser is in the NO operating state.)
1.7.6
NOx operating state

The NO analyser is then switched over to the NOx operating state, as a result of which the gas mixture (consisting of NO, NO2, O2 and N2) now flows through the converter. The displayed concentration a shall be recorded. (The analyser is in the NOx operating state.)
1.7.7
Disconnection of the ozone generator

After that, the ozone generator is switched off. The gas mixture according to section 1.7.6 flows through the converter into the display device. The indicated concentration b shall be recorded. (The analyser is in the NOx operating state.)
1.7.8
NO operational state

If, when the ozone generator is switched off, a switch is made to the NO.sub.x operating state, the inflow of oxygen or synthetic air is also shut off. The NOx value displayed on the analyser may then deviate by a maximum of ± 5% from the value measured in accordance with section 1.7.2. (The analyser is in the NO operating state.)
1.7.9
Check intervals

The efficiency of the converter shall be tested prior to any calibration of the NOx analyser.
1.7.10
Pre-written efficiency

The efficiency of the converter must not be less than 90%, but a higher efficiency of more than 95% is expressly recommended.

Note: If, during the operation of the analyser, the NOx converter does not achieve a decrease of 80% to 20% in accordance with section 1.7.2 in the most used measuring range, the largest area to be used for the decrease is to be used.
1.8
FID setting
1.8.1
Optimization of the sensitivity of the detector

The HFID shall be adjusted according to the information given by the device manufacturer. In order to optimize the response behavior for the most used operating range, a calibration gas from propane is to be used in air.

A calibration gas of 350 ± 75 ppm C shall be introduced into the analyser when the fuel gas and air flows are set, which corresponds to the manufacturer &apos; s recommendations. The sensitivity in the case of a particular fuel gas flow is to be determined on the basis of the difference between the calibration gas signal and the zero gas signal. The fuel gas flow is to be adjusted by a ring above and below the manufacturer's indication. The difference between the signal of the calibrating and the zero gas in these fuel gas streams shall be recorded. The difference between the calibration and the zero gas response is to be applied in curve form and the fuel gas stream to be adjusted to the fat side of the curve.
1.8.2
Response factors for hydrocarbons

The analyser shall be calibrated with propane in air and purified synthetic air in accordance with section 1.5.

The response factors are to be determined when an analyser is put into operation and later after essential maintenance work. The response factor (Rf) for a particular hydrocarbon is the ratio of the C1 value shown at the FID to the concentration in the gas bottle, expressed in ppm C1.

The concentration of the test gas must be so high that approximately 80% of the full scale end value is displayed. The concentration must be known with an accuracy of ± 2%, in relation to a gravimetric standard value expressed as a volume. In addition, the gas bottle must be conditioned for 24 hours at 298 K (25 ° C) ± 5 K.

The test gases to be used and the recommended response factors shall be

(a) Methan and purified synthetic air: 1.00 ≤ Rf ≤ 1.15
(b) Propylene and purified synthetic air: 0.90 ≤ Rf ≤ 1.10
(c) toluene and purified synthetic air: 0.90 ≤ Rf ≤ 1.10


These values are based on a response factor (Rf) of 1.00 for propane and purified synthetic air.
1.8.3
Oxygen cross sensitivity testing

The oxygen cross-sensitivity test shall be carried out when an analyser is put into operation and after essential maintenance work.

The response factor shall be defined in section 1.8.2 and shall be determined accordingly. The test gas to be used and the recommended response factor are:
a)
Propane and nitrogen: 0.95 ≤ Rf ≤ 1.05


This value is based on a response factor (Rf) of 1.00 for propane and purified synthetic air.

The oxygen concentration in the burner air of the FID may not differ by ± 1 mol% from the oxygen concentration of the burner air used in the most recent test of oxygen cross-sensitivity. If the difference is greater, the oxygen cross-sensitivity must be checked and the analyser should be adjusted if necessary.
1.9
Transverse sensitivities for NDIR and CLD analysers

The gases, which are contained in the exhaust gas in addition to the gas to be analyzed, can influence the reading value in various ways. A positive cross-sensitivity is obtained in NDIR devices if the interfering gas has the same effect as the measured gas, but to a lesser extent. A negative cross sensitivity is obtained in NDIR devices by the impairing gas broadening the absorption band of the measured gas, and in the case of CLD devices, in that the impairing gas suppresses the radiation. The cross-sensitivity tests referred to in sections 1.9.1 and 1.9.2 shall be carried out before the analyser is put into operation and after essential maintenance work.
1.9.1
Control of the cross sensitivity of the CO analyser

Water and CO2 can influence the performance of the CO analyser. Therefore, a CO2 calibration gas used in the test, with a concentration of 80 to 100% of the full scale of the maximum operating range used in the test, can be bubbled through water at room temperature, with the The output signal of the analyser shall be recorded. The analyser &apos; s output shall not exceed 1% of the full scale in the range of 300 ppm or less, and 3 ppm for areas less than 300 ppm.
1.9.2
Control of cross sensitivity in the case of NOx analyser

Two gases, which require special consideration in CLD (and HCLD) analyzers, are CO2 and water vapour. The cross sensitivity of these gases is proportional to their concentrations and therefore requires testing techniques to determine the cross sensitivity of the maximum concentrations expected during the test.
1.9.2.1
Control of CO2 cross-sensitivity

A CO2 calibration gas with a concentration of 80 to 100% of the full scale end value of the maximum measuring range shall be passed through the NDIR analyser and the CO2 value shall be recorded as A. After that, the gas is to be diluted to about 50% with NO span gas and passed through the NDIR and the (H) CLD, whereby the CO2 value and the NO value as B and/or the NO.sub.x value as B and/or the NO.sub.x value as B, respectively. C shall be recorded. The CO2 is to be shut off and only the NO span gas is to be passed through the (H) CLD and the NO value is to be recorded as D.

The cross sensitivity shall be calculated as follows:

and must not be greater than 3% of full scale.

A the concentration of undiluted CO2 as measured by the NDIR in%
B the diluted CO2 concentration as measured by the NDIR
C the concentration of diluted NO measured with the CLD in ppm
D the concentration of the undiluted NO in ppm measured with the CLD
1.9.2.2
Control of water vapour cross-sensitivity

This check shall only apply to concentration measurements of the moist gas. In calculating the water vapour cross-sensitivity, the dilution of the NO.sub.x calibration gas with water vapour and the scaling of the water vapour concentration of the mixture in comparison with the expected concentration during the test shall be consideration. A NO.sub.x calibration gas having a concentration of 80 to 100% of the full scale end value of the normal operating range is to be passed through the (H) CLD and the NO value to be recorded as D. The NO gas has to be bubbled through water at room temperature and passed through the (H) CLD, and the NO.sub.x value must be indicated as C. The absolute operating pressure in the analyser and the water temperature must be determined and as E or F to be recorded. The saturation vapour pressure of the mixture, which corresponds to the temperature of the water F in the washing bottle, must be determined and recorded as G. The water vapour concentration H (in%) of the mixture shall be calculated as follows:

and record as H. The expected concentration of the diluted NO.sub.x calibration gas (in water vapour) shall be calculated as follows:



and recorded as De. The maximum concentration of water vapour in the exhaust gas (in%) expected in the test on the basis of the concentration of the undiluted CO2 calibration gas (A as measured in accordance with section 1.9.2.1), based on a fuel ratio H/C of 1.8 to 1, as follows:

Hm = 0.9-A
and record it as Hm.

The water vapour cross-sensitivity shall be calculated as follows:

and shall not be more than 3% of the real value.

De-expected concentration of diluted NO (ppm)
C dilute NO concentration (ppm)
Hm maximum water vapour concentration (%)
H actual water vapour concentration (%)


Note: It is important to ensure that the NO2 calibration gas has a very low NO2 concentration during this test, since the absorption of NO2 in water was not taken into account in the transverse sensitivity calculations.
1.10
Calibration Intervals

The analysers shall be calibrated at least every three months and after any repair of the system or change which could affect the calibration, in accordance with section 1.5.
2.
Calibration of the particle measurement system
2.1
Introduction

Each device shall be calibrated as often as necessary in order to comply with the accuracy requirements laid down in this Standard. The calibration procedure to be applied to the equipment referred to in Annex 1, Section 5 and Part IV, is described in this section.
2.2
Throughput measurement

The calibration of the gas flow meters or flow meter shall be due to national or international standards.

The error of the measured value shall not exceed ± 2% of the reading value.

If the gas flow rate is determined by differential pressure measurement, the error of the difference shall be at most so large that the accuracy of GEDF is within ± 4% (see also Part IV, Section 2.1.1 EGA). The calculation can be done by forming the mean square root of the errors of each device.
2.3
Verification of the dilution ratio

Where particulate sampling systems are used without EGA (Part IV, section 2.1.1), the dilution ratio shall be for each new engine installation when the engine is running and using the measurements of the CO2 or NOx concentrations in the raw exhaust gas and in the dilute exhaust gas.

The dilution ratio measured shall not differ by more than ± 10% from the dilution ratio calculated on the basis of the CO2 or NOx concentration measurement.

When using high-precision flow meters (Part II, section 3.4), the inspection can be carried out in a suitable manner without the measurement of the CO2 or NOx concentrations.
2.4
Checking the partial flow conditions

The range of exhaust gas velocity and pressure variations shall be checked and, if necessary, adjusted in accordance with the provisions of Part IV, Section 2.1.1 (EP).
2.5
Calibration Intervals

The flow meters shall be calibrated at least every three months and after any repair of the system or any changes that may affect the calibration.
Annex 3 to service instruction No 16, Part II

Evaluation of the measured values and calculations

1
Evaluation of measured values for gaseous emissions

In order to assess the emissions of gaseous pollutants, the average value of the records of the last 60 seconds of each stage shall be the average concentrations (conc) of HC, CO, NOx and, in the case of the use of the Carbon balance method-to determine from CO2 during each test stage the average values of the records and the corresponding calibration data. A different type of recording can be used if it ensures equivalent data collection.

The average background concentration (concd) may be determined on the basis of the reading of the dilution air in the collection bag or on the basis of the continuous background measurement (made without a collection bag) and the corresponding calibration data. .
2
Particulate emissions

For particle evaluation, the total masses (MSAM, i) or total volumes (VSAM, i) of the sample passed through the filters shall be recorded for each test stage.

The filters shall be returned to the weighing chamber and shall be conditioned and then weighed for at least one hour, but not more than 80 hours. The gross weight of the filters shall be recorded and the net weight (see Part II, section 3.1) shall be deducted. The particle mass (Mf for single filter method, Mf, i in the case of a multiple filter method) is the sum of the particle masses collected on the main and post-filters.

When a background correction is applied, the mass (MDIL) or the volume (VDIL) of the dilution air passed through the filters and the particulate mass (Md) shall be recorded. If more than one measurement has been made, the quotient Md/MDIL or Md/VDIL shall be calculated for each individual measurement and the average of the values shall be determined.

If the used filters cannot be placed in the weighing chamber immediately after the measurement, storage times according to the following table are permissible:

Storage temperatures Storage Time
Environment conditions 8 hours
0 ° C 24 hours
-5 ° C 10 days
-10 ° C unlimited
3
Calculation of gaseous emissions

The test results to be included in the test protocol are determined in the following steps:
3.1
Determination of exhaust gas flow rate

The values of the exhaust gas flow rate (GEXHW, VEXHW or VEXHD) shall be determined for each test stage according to Appendix 1, sections 2.1 to 2.3.

Where a full flow dilution system is used, the total diluted exhaust gas flow rate (GTOTW, VTOTW) shall be determined for each test stage according to Appendix 1, section 2.4.
3.2
Conversion from the dry to the wet reference condition

If GEXHW, VEXHW, GTOTW or VTOTW are used, the measured concentration is to be converted to a wet reference condition in accordance with the following formula if the measurement has not already been measured for the wet reference state:

conc (humid) = Kw × conc (dry)
For the Rohabgas:

or:

For the dilute exhaust gas:

or

FFH can be calculated as follows:



For the dilution air:






For the intake air (if different from the dilution air):





Where:

Ha Absolute humidity of the intake air, g of water per kg of dry air
Hd absolute humidity of the dilution air, g of water per kg of dry air
Rd relative humidity of the dilution air,%
Ra relative humidity of the intake air,%
pd Saturating vapour pressure of the dilution air, kPa
pa Saturation vapour pressure of the intake air, kPa
pB Total barometrical pressure, kPa
3.3
Humidity correction for NOx
3.3.1
Diesel engines

Since the NOx emission is dependent on the conditions of the ambient air, the NOx concentration is to be corrected taking into account the temperature and humidity of the ambient air with the aid of the factor KH indicated in the following formula:



Where:

A 0,309 GFUEL/GAIRD-0,0266
B -0,209 GFUEL/GAIRD + 0,00954
T Air temperature in K
Ha Humidity of the intake air, g of water per kg of dry air:
Ra relative humidity of the intake air,%
pa Saturation vapour pressure of the intake air, kPa
pB Total barometrical pressure, kPa
3.3.2
Diesel engines with charge air cooler

For diesel engines with charge air cooler, the following equation may be used as an alternative:

Where:

TSC Air temperature behind charge air cooler
TSC Ref Reference temperature for raw cooling water 25º C, must be fixed by the manufacturer
Other variables see section 3.3.1.
3.4
Calculation of emission mass flow rates

The mass flow rates of the emissions for each verification point shall be calculated as follows:
a)
For the Rohabgas (1) :

or:

Gasmass = v-conc-VEXHD
or:

Gasmass = w-conc-VEXHW
b)
For the diluted exhaust gas (1) :

Gasmass = u-concc-GTOTW
or:

Gasmass = w-concc-VTOTW


Where:

concc = the background corrected concentration
concc = conc-concd (1-(1 /DF))
DF = 13 ,4/ (concCO2 + (concCO + concHC)-10 -4 )
or:

DF = 13 ,4 /concCO2


The coefficients u-wet, v-dry, w-wet are to be used according to the following table:

Gas u C W conc
NOx 0,001587 0,002053 0,002053 ppm
CO 0.000966 0,00125 0,00125 ppm
HC 0,000479 - 0.000619 ppm
CO2 15.19 19.64 19.64 Percent
The density of HC is based on an average carbon-hydrogen ratio of 1:1.85.
(1)
In the case of Nox, the NOx concentration (Noxconc or Noxconcc) shall be multiplied by KHNOX (humidity correction factor for Nox9 in section 3.3) as follows:
KHNOX x conc or KHNOX x concc
3.5
Calculation of specific emissions

The specific emission (g/kWh) shall be calculated for each of the individual components as follows:

Where Pi = Pm, i + PAE, i

The weighting factors used in the above calculation and the number of test stages (s) correspond to Part II, section 3.6.
4
Calculation of the particulate emission

The particle emission shall be calculated as follows:
4.1
Humidity correction factor for particles

Since the particulate emission of the diesel engines depends on the ambient air conditions, the mass flow rate of the particles, taking into account the humidity of the ambient air, must be carried out with the aid of the factor Kp given in the following formula: are corrected:

Kp = 1/( 1 + 0.0133-(Ha-10.71))


Ha Humidity of the intake air, g of water per kg of dry air
Ra relative humidity of the intake air,%
pa Saturation vapour pressure of the intake air, kPa
pB Total barometrical pressure, kPa
4.2
Partial flow dilution system

The results of the testing of particulate emissions to be included in the test protocol are determined in the following steps. Since different types of dilution control may be used, different methods for calculating the equivalent mass flow rate of the diluted exhaust gas GEDF or the equivalent volume flow rate of the diluted exhaust gas shall apply. Exhaust gas VEDF. All calculations must be based on the average values of the individual test stages (i) during the sampling period.
4.2.1
Isokinetic systems

GEDFW, i = GEXHW, i-qi
or:

VEDFW, i = VEXHW, i-qi
or:

where r corresponds to the ratio of the cross-sectional areas of the isokinetic probe AP and the exhaust pipe AT:

4.2.2
Systems with measurement of CO2 or NOx concentration

GEDFW, i = GEXHW, i-qi
or:

VEDFW, i = VEXHW, i-qi



Where:

concE Concentration of the moist tracer gas in the undiluted exhaust gas
concD Concentration of the moist tracer gas in the diluted exhaust gas
concA Concentration of the moist tracer gas in the dilution air
The concentrations measured on a dry basis shall be converted to wet values in accordance with section 3.2.
4.2.3
Systems with CO2 measurement and carbon balance method



Where:

CO2D CO2-concentration of the diluted exhaust gas
CO2A CO2 concentration of the dilution air
(concentrations in volume percent, moist)
This equation is based on the assumption of the carbon balance (the carbon atoms supplied to the engine are released as CO2) and is determined in the following steps:

GEDFW, i = GEXHW, i-qi
and

4.2.4
Systems with throughput measurement

GEDFW, i = GEXHW, i-qi
and

4.3
Full flow dilution system

The results of the testing of particulate emissions to be included in the test protocol are determined in the following steps.

All calculations must be based on the average values of the individual test stages (i) during the sampling period.

GEDFW, i = GTOTW, i
or

VEDFW, i = VTOTW, i
4.4
Calculation of the particulate mass flow rate

The particle mass flow rate shall be calculated as follows:

For the single filter method:

or:



Where:

(GEDFW) aver, (VEDFW) aver, (MSAM) aver, (VSAM) aver shall be determined via the test cycle by adding the average values determined in the individual test stages during the sampling period:







where i= 1,... N

For the multiple filter method:

or:

where i= 1,... N

The background correction of the particulate mass flow rate may be carried out as follows:

For the single filter method:

or:



If more than one measurement is carried out, then (Md/MDIL) or (Md/VDIL) are performed by (Md/MDIL) aver or (Md/MDIL). (Md/VDIL) aver.

or:

DF = 13 ,4 /concCO2


For the multiple filter method:

or:
If more than one measurement is carried out, then (Md/MDIL) or (Md/VDIL) are performed by (Md/MDIL) aver or (Md/MDIL). (Md/VDIL) aver.

or:

DF = 13 ,4 /concCO2
4.5
Calculation of specific emissions

The specific particulate emissions PT (g/kWh) shall be calculated as follows: (1) :

For the single filter method:



For the multiple filter method:

Pi = Pm, i + PAE, i
4.6
Effective weighting factor

For the single filter method, the effective weighting factor WFE, i shall be calculated for each test step as follows:

or:

where i= 1,... N

The value of the effective weighting factors may differ by a maximum of ± 0,005 (absolute value) from the values of the weighting factors listed in Part II, Section 3.6.
(1)
The particle mass flow rate PTmass is to be multiplied by Kp (humidity correction factor for particles according to section 4.1).


Part III

Technical data of the reference fuel for the type-approval tests and the verification of conformity

Reference fuel for inland waterway vessels (1)

Note: The highlights characterize the essential properties in terms of engine power/exhaust emissions.


Limits and units (2) Test Method
Cetane number (4) Min 45 (7)
Max 50
DIN EN ISO 5165
Density at 15 ° C Min 835 kg/m 3
max. 845 kg/m 3 (10)
DIN EN ISO 3675,
ASTM D 4052
Boiling History (3) -95% max. 370 ° C DIN EN ISO 3405
Viscosity at 40 ° C Min 2.5 mm 2 S
max. 3,5 mm 2 S
DIN EN ISO 3104
Sulphur content Min 0.1% by mass. (9)
max. 0.2 mass% (8)
DIN EN ISO 8754,
DIN EN 24260
Flash point Min 55 ° C DIN EN ISO 2719
Filterability limit (CFPPP) min.-
max. + 5 ° C
DIN EN 116
Copper lamella corrosion Max 1 DIN EN ISO 2160
Conradson (coction-propelling) at 10% residue max. 0.3 mass% DIN EN ISO 10370
Ash content max. 0.01% by mass ASTM D 482 (12)
Water content max. 0.05% by mass ASTM D 95, D 1744
Neutralization (strong acid) Min 0.20 mg KOH/g
Oxidation resistance (5) max. 2.5 mg/100 ml ASTM D 2274
Additions (6)
(1)

If the thermal efficiency of a motor or vehicle is to be calculated, the calorific value of the fuel can be determined according to the following formula:

Specific energy (calorific value) (net) MJ/kg =
(46.423-8.792 d 2 + 3.17 d)-(1-(x + y + s)) + 9,42 s-2,499 x

Where:

d = density at 288 K (15 ° C)
x = Water content in% by weight (%/100)
y = ash content by weight-% (%/100)
s = sulphur content in% by weight (%/100).
(2)
The values specified in the rule are "actual values". When setting the limit values, the provisions of the ASTM document D 3244 "laying down a basis for disputes concerning the quality of petroleum products" were adopted, and a maximum value was set for the determination of the limit values. Minimum difference of 2R above zero; when setting a maximum and a minimum value, the minimum difference is 4R (R = reproducibility).

Without prejudice to the measurement used for statistical purposes, the manufacturer of the fuel should nevertheless endeavour to reach a zero value where a maximum value of 2R is agreed, and where the upper and lower limits are indicated, a Mean value. If there is any doubt as to whether a fuel meets the prescribed requirements, the provisions of ASTM document D 3244 shall apply.
(3)
The above-mentioned figures indicate the total amount of evaporated amounts (percentage of recovered percentage plus percentage loss of loss).
(4)
The cetane number range does not comply with the mandatory minimum requirement of 4R. In the event of disputes between suppliers and users of the fuel, the provisions of ASTM D 3244 may be applied in order to achieve a solution, provided that there are sufficient repetitions in order to achieve the required precision of the To be preferred before individual provisions.
(5)
Although the oxidation resistance is monitored, the shelf life is presumably limited. With regard to storage conditions and storage capacity, information is requested from suppliers.
(6)
For this fuel, only distillation products and cracked hydrocarbons should be used; desulphurisation is permitted. The fuel must not contain any metallic additives or other additives to increase the cetane number.
(7)
Lower values are permitted, but in this case the number of cetane of the reference fuel used should be indicated.
(8)
Higher values may be allowed, but in this case the sulphur content of the reference fuel shall be indicated.
(9)
These values shall be continuously revised in the light of market developments. For the first approval of an engine without exhaust gas after-treatment, the minimum sulphur content of the value of 0.050% by mass shall be allowed on request of the applicant, in which case the measured particle value shall be based on the following equation: to the top of the average value, which is nominally provided as the sulphur content of the fuel (0,150 mass%):

Ptadj = PT + [SFC 0.0917 (NSLF-FSF)]


Where:

PTadj = adjusted PT-value (g/kWh)
PT = measured specific emission value for particulate matter emissions (g/kWh)
SFC = weighted specific fuel consumption (g/kWh) according to the following formula:
NSLF = average of the nominal mass fraction of the sulphur content (d. h. 0.15 %/100)
FSF = mass fraction of the sulphur content of the fuel (%/100)


Equation for the calculation of the weighted specific fuel consumption:



Where:

Pi = Pm, i + PAE, i

In order to assess the conformity of production in accordance with Annex J, section 4.3.2, the requirements shall be met by using a reference fuel with a sulphur content equal to the minimum/maximum value of 0.1/0, 2% by mass.
(10)
Higher values up to 855 kg/m 3 shall be permitted; in this case, the density of the reference fuel shall be indicated. In order to assess the conformity of production in accordance with Annex J, section 4.3.2, the requirements for the use of a reference fuel equal to the minimum/maximum value of 835/845 kg/m shall be required. 3 shall be met.
(12)
From the date of implementation to be replaced by DIN EN ISO 6245.


Part IV

Analysis and sampling system

Table: Systems for the sampling of gaseous and particulate emissions
Figure Number Description
2 Exhaust gas analysis system for Rohabgas
3 Exhaust gas analysis system for dilute exhaust gas
4 Partial flow, isocinetic flow, suction fan control, partial sampling
5 Partial flow, isocinetic flow, pressure blower control, partial sampling
6 Partial flow, CO2 or NOx control, partial sampling
7 Partial flow, CO2 and carbon balance, total sampling
8 Partial flow, single Venturi tube and concentration measurement, partial sampling
9 Partial flow, double Venturi tube or diaphragm and concentration measurement, partial sampling
10 Partial flow, multiple-tube division and concentration measurement, partial sampling
11 Partial flow, flow rate control; total sampling
12 Partial flow, flow rate control, partial sampling
13 Full current, displacement pump or Venturi tube with critical flow, partial sampling
14 Particulate sampling system
15 Dilution system for full power system
1
Determination of gaseous emissions

Detailed descriptions of the recommended sampling and analysis systems are given in Section 1 and in Figures 2 and 3. Since it is possible to achieve equivalent results with different arrangements, it is not necessary to have a precise match with these figures. Additional components such as instruments, valves, electromagnets, pumps and switches can be used in order to obtain further information and to coordinate the functions of the subsystems. In some systems it is possible to dispense with some components which are not necessary for the maintenance of the accuracy, if their omission appears to be justified to the best of technical discretion.

Components of gaseous emissions-CO, CO 2 , HC, NO X

An analysis system shall be used for the determination of gaseous emissions in the raw exhaust gas or

diluted exhaust gas, which is used on the use
-
of an HFID analyser for the measurement of hydrocarbons,
-
of NDIR analysers for the measurement of carbon monoxide and carbon dioxide,
-
A HCLD or equivalent analyser for the measurement of nitrogen oxides
is based.

In the case of raw exhaust gas (see Figure 2), the sample may be taken for the determination of all components with a sampling probe or two sample probes close to each other, and may be split internally according to the various analysers. Care must be taken to ensure that there are no condensates of exhaust gas components (including water and sulphuric acid) at any point in the analysis system.

In the case of dilute exhaust gas (see Figure 3), the sample for the determination of hydrocarbons with a different sampling probe shall be taken as the sample for the determination of the other constituents. Care must be taken to ensure that there are no condensates of exhaust gas components (including water and sulphuric acid) at any point in the analysis system.


Figure 2
Flow diagram of the exhaust gas analysis system for CO, NO X and HC


Figure 3
Flow diagram of the dilute exhaust gas analysis system for CO, CO 2 , NO X and HC
Description-Figures 2 and 3

General note:

All the components with which the gas sample comes into contact must be kept at the temperature prescribed for the respective system.
-
SP1: Probe for sampling samples from undiluted exhaust gas (Figure 2 only)

It is recommended to use a stainless steel probe with closed end and several holes. The inside diameter shall not be greater than the inside diameter of the sampling line. The wall thickness of the probe shall not be greater than 1 mm. At least three holes are required on three different radial planes and of such a size that they take approximately the same flow rate. The probe shall extend over at least 80% of the exhaust pipe cross-section.
-
SP2: Probe for the removal of HC samples from the diluted exhaust gas (Figure 3 only)

The probe must:
-
the first 254 mm to 762 mm of the hydrocarbon sample line (HSL3),
-
have an internal diameter of at least 5 mm,
-
be fitted in the dilution tunnel DT (Section 2.1.2) at a point where the dilution air and exhaust gases are well mixed (i.e. approximately 10 tunnel diameters downstream of the point where the exhaust gases enter the dilution tunnel),
-
shall be placed at a sufficient distance (radially) from other probes and from the wall of the tunnel in order to avoid any influence caused by waves or vortices,
-
be heated in such a way that the temperature of the gas stream at the probe outlet is increased to 463 K (190 ° C) ± 10 K.
-
SP3: Probe for the extraction of CO, CO2 and NOx samples from the diluted exhaust gas (Figure 3 only)

The probe must:
-
are located at the same level as SP2,
-
shall be placed at a sufficient distance (radially) from other probes and from the wall of the tunnel in order to avoid any influence caused by waves or vortices,
-
be heated over their entire length and insulated in such a way that the minimum temperature is 328 K (55 ° C) in order to avoid condensation.
-
HSL1: heated sample line

The sampling line is used for the sampling of gas samples from a single probe to the point (s) and the HC analyser.

The sampling line shall be
-
have an internal diameter of at least 5 mm and a maximum of 13.5 mm,
-
made of stainless steel or PTFE,
-
at a wall temperature of 463 K (190 ° C) ± 10 K, measured on each separately controlled heated section, if the exhaust gas temperature at the sampling probe is up to 463 K (190 ° C) inclusive,
-
are kept at a wall temperature above 453 K (180 ° C) if the exhaust gas temperature at the sampling probe is more than 463 K (190 ° C),
-
Have a gas temperature of 463 K (190 ° C) ± 10 K, immediately before the heated filter (F2) on the HFID.
-
HSL2: heated NOx sampling line

The sampling line shall be
-
be kept at a wall temperature of 328 to 473 K (55 to 200 ° C), if a cooler is used up to the converter and if a cooler is not used up to the analyser,
-
made of stainless steel or polytetrafluorethylene (PTFE).

Since the sampling line has to be heated only to prevent the condensation of water and sulphuric acid, its temperature depends on the sulphur content of the fuel.
-
SL: Sample line for CO (CO2)

The line must be made of PTFE or stainless steel. It can be heated or unheated.
-
BK: Background bag (optional, only Figure 3)

For the measurement of the background concentrations.
-
BG: Sample bag (optional, only Figure 3, CO and CO2)

For the measurement of the sample concentrations.
-
F1: Heated pre-filter (optional)

If present, it is to be kept at the same temperature as HSL1.
-
F2: Heated filter

This filter must remove all solid particles from the gas sample before it reaches the analyser. It must have the same temperature as HSL1. The filter is to be changed as needed.
-
P: Beheived sampling pump

The pump must be heated to the temperature of HSL1.
-
HC

Heated flame ionization detector (HFID) for the determination of hydrocarbons. The temperature should be kept at 453 to 473 K (180 to 200 ° C).
-
CO, CO2

NDIR analyzers for the determination of carbon monoxide and carbon dioxide.
-
NO2

(H) CLD-Analyser for the determination of nitrogen oxides. If an HCLD is used, it must be kept at a temperature of 328 to 473 K (55 to 200 ° C).
-
C: Converters

For the catalytic reduction of NO2 to NO prior to analysis in the CLD or HCLD, a converter is to be used.
-
B: Coolers

For cooling and condensation of water from the exhaust gas sample. The cooler is to be kept at a temperature of 273 to 277 K (0 ° C to 4 ° C) by ice or by a cooling system. The cooler shall be optional if the analyser has no adverse effect on water vapour, determined in accordance with Part II, Appendix 2, sections 1.9.1 and 1.9.2.

The use of chemical dryers for the removal of water from the sample is not allowed.
-
T1, T2, T3: Temperature sensor

For monitoring the temperature of the gas stream.
-
T4: Temperature sensor

NO2-NO-converter temperature.
-
T5: Temperature sensor

To monitor the temperature of the cooler.
-
G1, G2, G3: Pressure gauge

For the measurement of the pressure in the sampling lines.
-
R1, R2: Pressure regulator

For the regulation of the air or air. Fuel pressure for the HFID.
-
R3, R4, R5: Pressure regulator

To control the pressure in the sampling lines and the flow to the analysers.
-
FL1, FL2, FL3: flowmeter

To monitor the bypass flow of the sample.
-
FL4 to FL7: flowmeter (optional)

To monitor the flow through the analysers.
-
V1 to V6: switchover valve

Suitable valves for selectively introducing the sample, calibration gas or closing the feed line into the analyser.
-
V7, V8: solenoid valve

To bypass the NO2-NO-converter.
-
V9: needle valve

To compensate for the flow through the NO2-NO converter and the bypass.
-
V10, V11: needle valve

To regulate the flow to the analysers.
-
V12, V13: Ablasshahn

For draining the condensate from the cooler B.
-
V14: switchover valve

For the selection of sample or background bags.
2
Determination of particles

Sections 2.1 and 2.2 and Figures 4 to 15 provide detailed descriptions of the recommended dilution and sampling systems. Since it is possible to achieve equivalent results with different arrangements, it is not necessary to have a precise match with these figures. Additional components such as instruments, valves, electromagnets, pumps and switches can be used in order to obtain further information and to coordinate the functions of the subsystems. In some systems it is possible to dispense with some components which are not necessary for the maintenance of the accuracy, if their omission appears to be justified to the best of technical discretion.
2.1
Dilution system
2.1.1
Partial flow dilution system (Figures 4 to 12)

A dilution system is described which is based on the dilution of a part of the exhaust fumes. The division of the exhaust gas stream and the subsequent dilution process can be carried out with different types of dilution systems. For the subsequent deposition of the particles, either the entire diluted exhaust gas or only a part of the diluted exhaust gas can be passed through the particulate sampling system (section 2.2, Figure 14). The first method is referred to as the total sampling, the second is referred to as a partial sampling.

The calculation of the dilution ratio depends on the type of system used. The following types are recommended:
-
Isokinetic systems (Figures 4 and 5)

In these systems, the current introduced into the transmission tube corresponds to the main gas flow from the gas velocity and/or from the pressure, so that an unimpeded and uniform exhaust gas flow is required at the sampling probe. This is generally achieved by using a resonator and a straight tube upstream of the sampling point. The division ratio is then based on easily measurable values, such as B. Pipe diameter, calculated. It should be noted that the isokinetics are used only for the approximation of the flow conditions and not for the adjustment of the size distribution. The latter is generally not required, since the particles are so small that they follow the flow lines of the exhaust gas.
-
Systems with flow control and concentration measurement (Figures 6 to 10)

In these systems, the sample is taken from the main gas stream by adjusting the dilution air flow rate and the total flow rate of the diluted exhaust gas. The dilution ratio is determined on the basis of the concentrations of tracer gases such as CO2 or NOx, which are already contained in the engine exhaust gases. The concentrations in the diluted exhaust gas and in the dilution air are measured, and the concentration in the raw exhaust gas can be measured either directly or in the case of a known fuel composition based on the fuel flow rate and the fuel flow rate. The carbon balance equation is determined. The systems may be controlled on the basis of the calculated dilution ratio (Figures 6 and 7) or on the basis of the flow into the transmission tube (Figures 8, 9 and 10).
-
Systems with flow control and flow measurement (Figures 11 and 12)

In these systems, the sample is taken from the main gas stream by adjusting the dilution air flow rate and the total flow rate of the diluted exhaust gas. The dilution ratio is determined on the basis of the difference between the two throughputs. The flow meters must be calibrated with respect to each other in a precise manner, since the relative size of the two throughputs can lead to significant errors in the case of larger dilution ratios (Figure 9 and above). The flow control takes place very directly, by keeping the throughput of the diluted exhaust gas constant and by changing the dilution air flow rate if necessary.

In order to make full use of the advantages of partial flow dilution systems, particular attention should be paid to the avoidance of particle losses in the transmission tube, to ensure the removal of a representative sample from the engine exhaust gas and to the determination of the division ratio.

For the systems described, these critical points are taken into account.

Figure 4
Partial flow dilution system with isokinetic probe and fractional sampling (SB-regulation)


With the help of isokinetic sampling probe ISP, undiluted exhaust gas is passed from the exhaust pipe EP through the transfer tube TT to the dilution tunnel DT. The differential pressure of the exhaust gas between the exhaust pipe and the probe inlet is measured by means of the differential pressure sensor DPT. This signal is transmitted to the flow controller FC1, which regulates the suction blower SB in such a way that a differential pressure of zero is maintained at the inlet of the probe. Under these conditions, the exhaust gas velocities in EP and ISP agree, and the flow through ISP and TT is a constant fraction of the exhaust gas flow. The division ratio is determined on the basis of the cross-sectional areas of EP and ISP. The dilution air flow rate is measured with the flowmeter FM1. The dilution ratio is calculated on the basis of the dilution air flow rate and the division ratio.

Figure 5
Partial flow dilution system with isokinetic probe and partial sampling (PB control)


With the help of isokinetic sampling probe ISP, undiluted exhaust gas is passed from the exhaust pipe EP through the transfer tube TT to the dilution tunnel DT. The differential pressure of the exhaust gas between the exhaust pipe and the probe inlet is measured by means of the differential pressure sensor DPT. This signal is transmitted to the flow controller FC1, which regulates the suction blower SB in such a way that a differential pressure of zero is maintained at the inlet of the probe. For this purpose, a small part of the dilution air, the throughput of which has already been measured with the flowmeter FM1, is taken off and introduced into the TT with the aid of a pneumatic diaphragm. Under these conditions, the exhaust gas velocities in EP and ISP agree, and the flow through ISP and TT is a constant fraction of the exhaust gas flow. The division ratio is determined on the basis of the cross-sectional areas of EP and ISP. The dilution air is sucked from the suction blower SB by the DT and the flow rate is measured by means of FM1 at the inlet to the DT. The dilution ratio is calculated on the basis of the dilution air flow rate and the division ratio.

Figure 6
Partial flow dilution system with measurement of CO2 or NOx concentration and partial sampling


Undiluted exhaust gas is passed from the exhaust pipe EP through the sampling probe SP and the transfer tube TT to the dilution tunnel DT. The concentrations of a tracer gas (CO2 or NOx) are measured using the exhaust gas analyser (s) EGA in the undiluted and diluted exhaust gas as well as in the dilution air. These signals are transmitted to the flow controller FC2, which regulates either the pressure blower PB or the suction blower SB in such a way that the desired partial and dilution ratio of the exhaust gas is maintained in DT. The dilution ratio is calculated on the basis of the concentrations of the tracer gas in the undiluted exhaust gas, in the diluted exhaust gas and in the dilution air.

Figure 7
Partial flow dilution system with measurement of CO2 concentration, carbon balance and total sampling


Undiluted exhaust gas is passed from the exhaust pipe EP through the sampling probe SP and the transfer tube TT to the dilution tunnel DT. The CO2 concentrations are measured using the EGA (the) exhaust gas analyser (s) in the diluted exhaust gas and in the dilution air. The signals concerning the CO2 and fuel flow GFUEL are transmitted either to the flow controller FC2 or to the flow controller FC3 of the particulate sampling system (see Figure 14). FC2 regulates the pressure blower PB and FC3 the particulate sampling system (see Figure 14), whereby the currents entering the system and leaving it are adjusted in such a way that in DT the desired partial and dilution ratio of the exhaust gases is maintained. The dilution ratio is calculated using the carbon balance method on the basis of the CO2 concentrations and the GFUEL.

Figure 8
Partial flow dilution system with single Venturi tube, concentration measurement and partial sampling


Undiluted exhaust gas is led out of the exhaust pipe EP by the sampling probe SP and the transfer tube TT to the dilution tunnel DT due to the lower pressure generated by the Venturi tube VN in DT. The gas throughput through the TT depends on the impulse exchange in the venturi region and is thus influenced by the absolute temperature of the gas at the output of the TT. Consequently, the exhaust-gas division is not constant at a specific tunnel throughput, and the dilution ratio is somewhat smaller at a low load than at a high load. The concentrations of the tracer gas (CO2 or NOx) shall be measured with the exhaust gas analyser (s) EGA in the undiluted exhaust gas, in the diluted exhaust gas and in the dilution air, and the dilution ratio shall be calculated on the basis of the measured values.

Figure 9
Partial flow dilution system with double Venturi tube or double diaphragm, concentration measurement and partial sampling


Undiluted exhaust gas is passed out of the exhaust pipe EP through the sampling probe SP and the transfer tube TT to the dilution tunnel DT, specifically by means of a Mengler which contains a pair of diaphragms or Venturi tubes. The first Mengenteiler (FD1) is located in the EP, the second (FD2) is in the TT. In addition, two pressure control valves (PCV1 and PCV2) are required in order to maintain a constant exhaust gas separation by regulating the counterpressure in the EP and the pressure in the DT. PCV1 is located downstream of the SP in the EP, PCV2 between the pressure blower PB and the DT. The concentrations of the tracer gas (CO2 or NOx) are measured in the undiluted exhaust gas, in the diluted exhaust gas and in the dilution air with the EGA (s) exhaust gas analyser (s). They are required for checking the exhaust gas distribution and can be used for the adjustment of PCV1 and PCV2 in the interest of a precise division control. The dilution ratio is calculated on the basis of the tracer gas concentrations.

Figure 10
Partial flow dilution system with multiple-tube separation, concentration measurement and partial sampling


Undiluted exhaust gas is fed from the exhaust pipe EP through the sampling probe SP and the transfer tube TT to the dilution tunnel DT, by means of an EP-mounted Mengler from a series of tubes of the same dimensions. (diameter, length and bending radius equal). The exhaust gas flowing through one of these tubes is directed to DT, and the exhaust gas flowing through the remaining tubes is passed through the damping chamber DC. The exhaust-gas division is thus determined by the total number of tubes. A constant division control requires a differential pressure of zero between the DC and the output of the TT, which differential pressure is measured with the differential pressure sensor DPT. A differential pressure of zero is achieved in that fresh air is injected into the DT at the output of the TT. The concentrations of the tracer gas (CO2 or NOx) are measured in the undiluted exhaust gas, in the diluted exhaust gas and in the dilution air with the EGA (s) exhaust gas analyser (s). They are required for checking the exhaust gas distribution and can be used for the adjustment of PCV1 and PCV2 in the interest of a precise division control. The dilution ratio is calculated on the basis of the tracer gas concentrations.

Figure 11
Partial flow dilution system with flow control and total sampling


Undiluted exhaust gas is passed from the exhaust pipe EP through the sampling probe SP and the transfer tube TT into the dilution tunnel DT. The total flow through the tunnel is adjusted with the flow controller FC3 and the sample pump P of the particulate sampling system (see Figure 16). The dilution air flow rate is regulated by the flow controller FC2, which can use GEXH, GAIR or GFUEL as control signals for the production of the desired exhaust gas distribution. The test flow in the DT is the difference between the total flow and the dilution air flow. The dilution air flow rate is measured with the FM1 flowmeter and the total flow rate with the FM3 flowmeter of the particulate sampling system (see Figure 14). The dilution ratio is calculated on the basis of these two throughputs.

Figure 12
Partial flow dilution system with flow control and partial sampling


Undiluted exhaust gas is passed from the exhaust pipe EP through the sampling probe SP and the transfer tube TT into the dilution tunnel DT. The exhaust gas distribution and the flow into the DT are regulated with the flow controller FC2, which adjusts the flow rates (or rotational speeds) of the pressure blower PB and the suction blower SB accordingly. This is possible because the sample taken with the particulate sampling system is returned to DT. GEXH, GAIR or GFUEL can be used as control signals for FC2. The dilution air flow rate is measured by the flowmeter FM1, the total flow rate with the flowmeter FM2. The dilution ratio is calculated on the basis of these two throughputs.
Description-Figures 4 to 12

-
EP: exhaust pipe

The exhaust pipe may be insulated. In order to reduce the heat inertia of the exhaust pipe, a thickness/diameter ratio of 0.015 or less is recommended. The use of flexible sections shall be limited to a length/diameter ratio of 12 or less. Bends must be limited to a minimum in order to reduce inertial deposits. If a test bench muffler belongs to the system, it can also be insulated.

For an isokinetic system, the exhaust pipe must be free of sharp curvatures, bends, and sudden changes in diameter from the inlet of the probe upstream of at least six pipe diameters and downstream of three pipe diameters. The gas velocity must be higher than 10 m/s in the removal area; this does not apply to idling. Pressure variations of the exhaust gases shall not exceed ± 500 Pa on average. Any measure designed to avoid pressure fluctuations beyond the use of a vehicle exhaust system (including silencer and post-treatment plant) shall not alter engine power and lead to no particulate deposition.

In the case of systems without isokinetic probe, a straight pipe is recommended, which must have the six-fold tube diameter upstream of the entry of the probe and the three times the pipe diameter downstream of this point.
-
SP: Sample probe (Figures 6 to 12)

The inside diameter must be at least 4 mm. The ratio of the diameters of the exhaust pipe and the probe shall be at least four. The probe shall be an open tube facing the flow direction in the centre line of the exhaust pipe, or it shall be a multi-hole probe as described under SP1 in section 1.
-
ISP: Isokinetic sampling probe (Figures 4 and 5)

The isokinetic sampling probe shall be placed in the direction of flow in the centre line of the exhaust pipe at a point at which the flow conditions described in the EP section shall prevail; it shall be interpreted in such a way as to ensure that a is ensured by the same sampling from the undiluted exhaust gas. The inside diameter must be at least 12 mm.

A controller system is required in order to achieve an isokinetic exhaust-gas division by maintaining a differential pressure of zero between the EP and the ISP. Under these conditions, the exhaust gas velocities in the EP and in the ISP are the same, and the mass flow through the ISP is a constant fraction of the exhaust gas flow. The ISP has to be connected to a differential pressure transducer. The control with which a differential pressure of zero is reached between the EP and the ISP takes place via the speed of rotation of the blower or via the flow regulator.
-
FD1, FD2: Mengenteiler (Figure 9)

A pair of Venturi tubes or diaphragms is located in the exhaust pipe EP and/or in the transmission tube TT in order to ensure a proportional sampling from the undiluted exhaust gas. The controller system consisting of the two pressure control valves PCV1 and PCV2 is required in order to be able to achieve a ratio of the pressures in the EP and DT by means of control of the pressures.
-
FD3: Mengenteiler (Figure 10)

A set of tubes (multitube unit) is mounted in the exhaust pipe EP in order to ensure a proportional sampling from the undiluted exhaust gas. One of these tubes conducts exhaust gas to the dilution tunnel DT, and the exhaust gas from the other tubes flows into a damping chamber DC. The tubes must have the same dimensions (diameter, length, radius of curvature equal); consequently, the exhaust-gas separation is dependent on the total number of tubes. A controller system is required in order that a ratio-equal division can take place by maintaining a differential pressure of zero between the opening of the multiple tube unit into the DC and the output of the TT. Under these conditions, exhaust gas velocities are present in the EP and in FD3, and the flow rate in TT is a constant fraction of the exhaust gas flow. The two points must be connected to a differential pressure sensor DPT. The control for the production of a differential pressure of zero is effected via the flow controller FC1.
-
EGA: exhaust gas analyser (Figures 6 to 10)

CO2 or NOx analyzers can be used (carbon balance method only CO2 analyzers). The analysers shall be calibrated as well as the analysers for the measurement of gaseous emissions. One or more analysers may be used to determine the concentration differences.

The measurement systems must have such an accuracy that the accuracy of GEDFW, i or VEDFW, i ± 4% is.
-
TT: Transfer tube (Figures 4 to 12)

The transfer tube for the particulate sample shall be:
-
as short as possible, but not longer than 5 m,
-
have a diameter equal to or greater than the diameter of the probe, but not greater than 25 mm,
-
have the outlet in the centre line of the dilution tunnel and show in the direction of flow.
Pipes of a length of up to one metre shall be insulated with a material whose maximum thermal conductivity is 0.05 W/ (m × K), the thickness of the insulating layer corresponding to the diameter of the probe. Pipes of more than one metre length must be insulated and heated in such a way that the wall temperature is at least 523 K (250 ° C).

Optionally, the required wall temperatures of the transmission tube can also be determined by standard calculations of the heat transfer.
-
DPT: differential pressure transducer (Figures 4, 5 and 10)

The largest measurement range of the differential pressure transducer shall be ± 500 Pa.
-
FC1: Flow controller (Figures 4, 5 and 10)

For isokinetic systems (Figures 4 and 5), the flow controller is required to maintain a differential pressure of zero between the EP and the ISP. The setting can be as follows:
a)
by regulating the rotational speed or the flow rate of the suction blower (SB) and keeping the speed of the pressure blower (PB) constant at each test phase (Figure 4)

or
b)
by adjusting the suction blower (SB) to a constant mass flow of the diluted exhaust gas and control of the flow of the pressure blower PB, thereby controlling the flow of the exhaust gas sample in a region at the end of the transmission tube (TT) (Figure 5).
For systems with controlled pressure, the remaining error in the control loop must not exceed ± 3 Pa. The pressure fluctuations in the dilution tunnel shall not exceed ± 250 Pa on average.

In the case of multi-tube systems (Figure 10), the flow controller is required to maintain a differential pressure of zero between the outlet of the multi-tube unit and the output of the TT, so that the exhaust gas flow is distributed in a proportional way. The adjustment can take place by regulating the throughput of the blown-in air, which flows into the DT at the outlet of the TT.
-
PCV1, PCV2: Pressure control valves (Figure 9)

Two pressure control valves are required for the double venturi/double-diaphragm system, so that a proportional current distribution can be achieved by regulating the counterpressure of the EP and the pressure in DT. The valves have to be located downstream of the SP in the EP and between PB and DT.
-
DC: damping chamber (Figure 10)

A damping chamber shall be installed at the outlet of the multi-tube system in order to keep the pressure fluctuations in the exhaust pipe EP as low as possible.
-
VN: Venturi tube (Figure 8)

A Venturi tube is placed in the dilution tunnel DT to produce a negative pressure in the area of the output of the transfer tube TT. The gas throughput in the TT is determined by the pulse exchange in the venturi region and is proportional in principle to the throughput of the pressure blower PB, so that a constant dilution ratio is achieved. Since the pulse exchange is influenced by the temperature at the output of the TT and the pressure difference between the EP and the DT, the actual dilution ratio at low load is somewhat smaller than at high load.
-
FC2: Flow controller (Figures 6, 7, 11 and 12; optional)

A flow controller can be used for flow control on the pressure blower PB and/or suction blower SB. It can be connected to the exhaust gas stream or the power flow and/or to the CO2 or NOx differential signal generator.

If a compressed air supply system (Figure 11) is used, the FC2 directly regulates the air flow.
-
FM1: flowmeter (Figures 6, 7, 11 and 12)

Gas meter or other flowmeter for measurement of dilution air flow. FM1 is optional if the PB is calibrated for flow measurement.
-
FM2: flowmeter (Figure 12)

Gas meter or other flowmeter to measure the flow rate of the diluted exhaust gas. FM2 is optional if the suction blower SB is calibrated for the flow measurement.
-
PB: Pressure blower (Figures 4, 5, 6, 7, 8, 9 and 12)

In order to control the dilution air flow rate, the PB can be connected to the flow controllers FC1 and FC2. A PB is not required if a butterfly valve is used. If the PB is calibrated, it can be used to measure the dilution air flow rate.
-
SB: suction blowers (Figures 4, 5, 6, 9, 10 and 12)

Only for sub-sampling systems. If the SB is calibrated, it can be used to measure the flow rate of the diluted exhaust gas.
-
DAF: dilution air filter (Figures 4 to 12)

It is recommended to filter the dilution air and to pass it through activated carbon so that background hydrocarbons are removed. The dilution air must have a temperature of 298 K (25 ° C) ± 5 K.

At the request of the manufacturer, a dilution air sample shall be taken, in accordance with good technical practice, for the determination of the indoor air particle content, which may then be subtracted from the values measured in the diluted exhaust gases.
-
PSP: Particle sampling probe (Figures 4, 5, 6, 8, 9, 10 and 12)

The probe forms the frontmost section of the PTT and
-
must be placed against the current at a point where the dilution air and the exhaust gases are well mixed, d. h. in the centre line of the dilution tunnel DT, approximately 10 tunnel diameters downstream of the point where the exhaust enters the dilution tunnel;
-
shall have a minimum diameter of 12 mm;
-
may be heated to a wall temperature of not more than 325 K (52 ° C) by direct heating or by dilution air pre-heating, provided that the air temperature does not exceed 325 K (52 ° C) prior to the entry of the exhaust in the dilution tunnel. exceeds;
-
can be isolated.
-
DT: Dilution Tunnel (Figures 4 to 12)

The dilution tunnel
-
shall be long enough to allow the exhaust gases to mix fully with the dilution air in turbulent flow conditions;
-
must be made of stainless steel and
-
have a thickness/diameter ratio of not more than 0.025 in the case of dilution tunnels with an internal diameter above 75 mm,
-
have a nominal wall thickness of not less than 1.5 mm in the case of dilution tunnels with an internal diameter of up to 75 mm;
-
shall have a diameter of at least 75 mm in the case of a sub-sampling system;
-
in the case of an overall sampling system, should have a diameter of at least 25 mm;
-
may be heated to a wall temperature of not more than 325 K (52 ° C) by direct heating or by dilution air pre-heating, provided that the air temperature does not exceed 325 K (52 ° C) prior to the entry of the exhaust in the dilution tunnel. exceeds;
-
can be isolated.
The engine exhaust gases must be thoroughly mixed with the dilution air. In the case of sub-sampling systems, the mixing quality shall be checked by means of a CO2 profile of the tunnel (at least four uniformly distributed measuring points) after the engine has been put into operation. If required, a mixing diaphragm can be used.

Note: If the ambient temperature in the vicinity of the dilution tunnel (DT) is less than 293 K (20 ° C), the cooling walls of the dilution tunnel should be avoided in order to avoid any particle losses. Therefore, heating and/or isolation of the tunnel is recommended within the limits specified above.

In the case of a high engine load, the tunnel may be cooled by non-aggressive means, such as a circulating fan, as long as the temperature of the coolant is not less than 293 K (20 ° C).
-
HE: heat exchanger (Figures 9 and 10)

The heat exchanger must have such an output that the temperature at the inlet to the suction blower SB deviates from the average operating temperature observed during the test by no more than ± 11 K.
2.1.2
Full flow dilution system (Figure 13)

A dilution system is described which, using the Constant Volume Sampling (CVS) concept, is based on the dilution of the entire exhaust gas stream. The total volume of the mixture of exhaust gas and dilution air must be measured. Either a PDP or a CFV system can be used.

For the subsequent collection of the particles, a sample of the diluted exhaust gas is passed through the particulate sampling system (section 2.2, Figures 14 and 15). If this is done directly, it is referred to as single dilution. If the sample is diluted again in a secondary dilution tunnel, it is referred to as a double dilution. The latter is of benefit if the regulations cannot be complied with with respect to the filter inlet temperature at single dilution. Although the double dilution system is partly a dilution system, it is described in section 2.2, Figure 15, as a subspecies of a particulate sampling system, as it is the most typical component of a particulate sampling system. Particulate sampling system.

The gaseous emissions can also be determined in the dilution tunnel of a full flow dilution system. Therefore, the sample probes for the gaseous components are shown in Figure 13, but do not appear in the descriptions. The relevant provisions are set out in Section 1.
Description-Figure 13
-
EP: exhaust pipe

The length of the exhaust pipe from the outlet of the exhaust manifold, the turbocharger or the after-treatment facility to the dilution tunnel shall not exceed 10 m. If the length of the system exceeds 4 m, all tubes shall be isolated beyond this limit value, except for any smoke measuring device in the exhaust system. The thickness of the insulating layer must be at least 25 mm. The thermal conductivity of the insulating material may be measured at 673 K (400 ° C), not more than 0.1 W/ (m × K). In order to reduce the heat inertia of the exhaust pipe, a thickness/diameter ratio of not more than 0.015 is recommended. The use of flexible sections shall be limited to a thickness/diameter ratio of not more than 12.

Figure 13
Full flow dilution system


The total amount of undiluted exhaust gas is mixed with the dilution air in the dilution tunnel DT.

The throughput of the diluted exhaust gas is measured either with a displacement pump PDP or with a Venturi tube with a critical flow CFV. A heat exchanger HE or an electronic flow compensation EFC can be used for a ratio of particle sampling and for the flow determination. Since the determination of the particle mass is based on the total flow rate of the diluted exhaust gas, the calculation of the dilution ratio is not required.
-
PDP: displacer pump

The PDP measures the total flow rate of the diluted exhaust gas from the number of pump revolutions and the pump chamber volume. The exhaust gas counterpressure must not be artificially lowered by the PDP or the dilution air intake system. The static exhaust gas back pressure, measured with the CVS system running, must remain within ± 1.5 kPa in the static pressure range, measured at the same engine speed and load without connection to the CVS.

The temperature of the gas mixture measured immediately before the PDP shall remain within ± 6 K within the average of the operating temperature determined during the test, if no flow compensation is carried out.

A flow compensation may only be used if the temperature at the inlet of the PDP does not exceed 323 K (50 ° C).
-
CFV: Venturi tube with critical flow

The CFV is used to measure the total flow rate of the diluted exhaust gas under saturation conditions (critical flow). The static exhaust gas back pressure measured with the CFV system in operation must remain within ± 1.5 kPa in the static pressure range, measured at the same engine speed and load without connection to the CFV. The gas mixture temperature, measured immediately before the CFV, shall remain within ± 11 K of the average value of the operating temperature determined during the test, if no flow compensation is carried out.
-
HE: Heat exchanger (optional for use of EFC)

The performance of the heat exchanger shall be sufficient to maintain the temperature within the limits set out above.
-
EFC: Electronic Flow Compensation (if you are using a DB optional)

If the temperature at the inlet opening of the PDP or CFV is not kept constant, an electronic device for the continuous measurement of the flow rate and for the regulation of the proportional sampling in the particulate system shall be Flow compensations system required.

Therefore, the signals of the continuously measured flow rate are used to correct the sample throughput through the particulate filters of the particulate sampling system (see Figures 14 and 15).
-
DT: dilution tunnel

The dilution tunnel
-
must have a sufficiently small diameter to produce a turbulent flow (Reynolds number greater than 4 000), and must be sufficiently long to allow the exhaust gases to mix completely with the dilution air. A mixing aperture can be used;
-
shall have a diameter of at least 75 mm;
-
can be isolated.
The engine exhaust gases shall be directed downstream and completely mixed at the point where they are flowing into the dilution tunnel.

At single dilution, a sample from the dilution tunnel is introduced into the particulate sampling system (Section 2.2, Figure 14). The flow rate of the PDP or CFV must be sufficient to keep the temperature of the diluted exhaust gas stream directly from the primary particulate filter to less than or equal to 325 K (52 ° C).

In the case of double dilution, a sample from the dilution tunnel is passed to the secondary tunnel for further dilution and then through the sampling filters (Section 2.2, Figure 15).

The flow rate of the PDP or CFV must be sufficient to maintain the temperature of the diluted exhaust gas stream in the DT in the sampling range at less than or equal to 464 K (191 ° C). The secondary dilution system shall provide sufficient secondary dilution air to keep the twice diluted exhaust gas stream at a temperature of less than or equal to 325 K (52 ° C) immediately before the primary particulate filter.
-
DAF: dilution air filter

It is recommended to filter the dilution air and to pass it through activated carbon so that background hydrocarbons are removed. The dilution air must have a temperature of 298 K (25 ° C) ± 5 K. At the request of the Hertellers, a dilution air sample is to be taken, after good technical practice, to determine the indoor air particle content, which can then be subtracted from the values measured in the diluted exhaust gases.
-
PSP: particulate sampling probe

The probe forms the frontmost section of the PTT and
-
must be placed against the current at a point where the dilution air and the exhaust gases are well mixed, d. h. in the centre line of the dilution tunnel DT, approximately 10 tunnel diameters downstream of the point where the exhaust enters the dilution tunnel;
-
must have an internal diameter of at least 12 mm;
-
may be heated to a wall temperature of not more than 325 K (52 ° C) by direct heating or by dilution air pre-heating, provided that the air temperature does not exceed 325 K (52 ° C) prior to the entry of the exhaust in the dilution tunnel. exceeds;
-
can be isolated.
2.2
Particulate sampling system (Figures 14 and 15)

The particulate sampling system is required for the collection of particles on the particulate filter. In the case of partial flow dilution systems with total sampling, in which the entire sample of the diluted exhaust gas is passed through the filters, the dilution system (Section 2.1.1, Figures 7 and 11) and the sampling system shall normally form a device. In the case of partial flow or full flow dilution systems with partial sampling, where only a portion of the diluted exhaust gas is passed through the filters, the dilution system (Section 2.1.1, Figures 4, 5, 6, 8, 9, 10 and 12, as well as section 2.1.2, Figure 13) and the sampling system as a rule separate units.

In this instruction, the double dilution system (DVS, Figure 15) of a full flow dilution system is considered to be a specific subspecies of a typical particulate sampling system, as shown in Figure 14. The double dilution system contains all the important components of a particulate sampling system, such as filter holder and sampling pump, and, in addition, some characteristics of a dilution system, such as the Dilution air supply and a secondary dilution tunnel.

In order to avoid influencing the control loops, it is recommended that the sampling pump be put into operation during the entire test procedure. In the case of the single filter method, a bypass system is to be used in order to guide the sample through the sampling filters at the desired points in time. Impairments of the switching operation on the control loops are to be limited to a minimum.
Description-Figures 14 and 15

-
PSP: particulate sampling probe (Figures 14 and 15)

The sample probe shown in the figures forms the foremost section of the particle transfer tube PTT.

The probe
-
must be placed against the current at a point where the dilution air and the exhaust gases are well mixed, d. h. in the centre line of dilution tunnel DT of the dilution system (see section 2.1), approximately 10 tunnel diameters downstream of the point where the exhaust gases enter the dilution tunnel;
-
must have an internal diameter of at least 12 mm;
-
may be heated to a wall temperature of not more than 325 K (52 ° C) by direct heating or by dilution air pre-heating, provided that the air temperature does not exceed 325 K (52 ° C) prior to the entry of the exhaust in the dilution tunnel. exceeds;
-
can be isolated.


Figure 14
Particulate sampling system


A sample of the diluted exhaust gas is taken from the dilution tunnel DT of a partial flow or full flow dilution system with the aid of the sampling pump P through the particulate sampling probe PSP and the particle transfer tube PTT. The sample is passed through the filter holder FH, in which the particle sampling filters are contained (which). The sample throughput is regulated by the flow controller FC3.

When the electronic flow rate compensation EFC is used (see Figure 13), the flow of the diluted exhaust gas serves as a control signal for FC3.

Figure 15
Dilution system (full power system only)


A sample of the diluted exhaust gas is passed through the particulate sampling probe PSP and the particle transfer tube PTT from the dilution tunnel DT of a full flow dilution system into the secondary dilution tunnel SDT and then diluted again there. The sample is then passed through the filter holder (s), in which the particle sampling filters are contained. The dilution air flow rate is generally constant, while the sample throughput is regulated by the flow controller FC3. When using the electronic flow rate compensation EFC (see Figure 13), the flow of the entire diluted exhaust gas serves as a control signal for FC3.
-
PTT: particle transfer tube (Figures 14 and 15)

The particle transfer tube shall be at most 1 020 mm long; its length shall be kept as low as possible. The dimensions relate to:
-
in the partial flow dilution system with partial sampling and in the full-flow single dilution system, the part from the probe entry to the filter holder;
-
in the partial flow dilution system with total sampling, the part from the end of the dilution tunnel to the filter holder;
-
in the case of the full-flow double dilution system, the part from the probe entry to the secondary dilution tunnel.
The transmission tube
-
may be heated to a wall temperature of not more than 325 K (52 ° C) by direct heating or by dilution air pre-heating, provided that the air temperature does not exceed 325 K (52 ° C) prior to the entry of the exhaust in the dilution tunnel. exceeds;
-
can be isolated.
-
SDT: Secondary dilution tunnel (Figure 15)

The secondary dilution tunnel should have a diameter of at least 75 mm and should be long enough for the double diluted sample to remain in it for at least 0.25 seconds. The holder of the main filter FH must be located at a distance of not more than 300 mm from the output of the SDT.

The secondary dilution tunnel
-
may be heated to a wall temperature of not more than 325 K (52 ° C) by direct heating or by dilution air pre-heating, provided that the air temperature does not exceed 325 K (52 ° C) prior to the entry of the exhaust in the dilution tunnel. exceeds;
-
can be isolated.
-
FH: Filter Holders (Figures 14 and 15)

Either a single filter holder or separate filter holder may be used for the main and post filters. The provisions of Part II, Appendix 1, Section 5.1.3, must be complied with.

The filter holders
-
may be heated to a wall temperature of not more than 325 K (52 ° C) by direct heating or by pre-heating of the dilution air, provided that the air temperature does not exceed 325 K (52 ° C);
-
can be isolated.
-
P: Sample pump (Figures 14 and 15)

The particulate sampling pump shall be located so far from the tunnel that the temperature of the incoming gases is kept constant (± 3 K) if flow correction is not carried out by means of FC3.
-
DP: dilution air pump (Figure 15) (only for full-flow double dilution)

The dilution air pump shall be arranged in such a way that the secondary dilution air is supplied at a temperature of 298 K (25 ° C) ± 5 K.
-
FC3: Flow controller (Figures 14 and 15)

In order to achieve a compensation of the throughput of the particle sample in accordance with temperature and counter-pressure fluctuations in the sample path, a flow controller is to be used if no other means are available. If the electronic flow compensation EFC is used (see Figure 13), the flow controller is a rule.
-
FM3: flowmeter (Figures 14 and 15) (flow rate of the particle sample)

The gas meter or flow meter shall be so far away from the sampling pump that the temperature of the inflowing gas remains constant (± 3 K) if flow correction is not carried out by FC3.
-
FM4: flowmeter (Figure 15) (dilution air, full-flow double dilution only)

The gas meter or flowmeter shall be so arranged that the temperature of the inflowing gas remains at 298 K (25 ° C) ± 5 K.
-
BV: Ball valve (optional)

The diameter of the ball valve must not be less than the inside diameter of the sampling tube, and its switching time must be less than 0.5 seconds.

Note: If the ambient temperature in the vicinity of PSP, PTT, SDT and FH is less than 239 K (20 ° C), it is necessary to avoid particle losses on the cool walls of these parts. It is therefore recommended that these parts be heated and/or isolated within the limits specified in the corresponding descriptions. Furthermore, it is recommended that the filter flow temperature should not fall below 293 K (20 ° C) during sampling.

In the case of a high engine load, the abovementioned parts may be cooled by non-aggressive means, such as, for example, a circulating fan, as long as the temperature of the cooling medium is not less than 293 K (20 ° C.).


Service instruction No 17
Purpose fire alarm system

(§ 10.03b No. 3, § 15.11 No. 17 and § 22b.11 No. 1 of Annex II)

Fire alarm systems shall be deemed to be appropriate if they meet the following conditions.
0.
Components
0.1
Fire alarm systems consist of
a)
fire alarm system,
b)
fire display,
c)
Control panel
as well as the external energy supply.
0.2
The fire alarm system may be divided into one or more fire sections.
0.3
The fire display unit may have one or more display devices.
0.4
The control panel is the central control element of the fire alarm system. It also includes parts of the fire display unit (a display device).
0.5
A fire alarm section may have one or more fire detectors.
0.6
Fire detectors can be executed as
a)
Heat fields,
b)
Smoke detectors,
c)
ion detector,
d)
flame-melder,
e)
Combination detectors (fire detectors consisting of a combination of two or more of the detectors referred to in points (a) to (d)).
Fire detectors, which respond to other factors indicating the start of a fire, may be authorised by the Commission of Inquiry, provided that they are no less sensitive than the fire detectors referred to in point (a) to (e).
0.7
Fire detectors can
a)
with
b)
none
Individual identification has been performed.
1.
Building regulations
1.1
General
1.1.1
Prescribed fire alarm systems must be ready for use at all times.
1.1.2
The fire detectors required in accordance with point 2.2 shall be self-automatic. Additional hand-operated fire detectors may be installed.
1.1.3
The accessories must be designed to withstand fluctuations in charge voltage and overvoltages, changes in ambient temperature, vibration, humidity, shock, shock and corrosion, as they usually occur on vehicles.
1.2
Energy supply
1.2.1
Energy sources and electrical circuits required for the operation of the fire alarm system must be self-monitoring. When an error occurs, an optical and audible alarm signal must be triggered at the control panel, which is different from a fire alarm signal.
1.2.2
There must be at least two energy sources for the electrical part of the fire alarm system, one source of which must be an emergency power supply (emergency power source and emergency switchboard). There must be two separate feed-in operations exclusively for this purpose. These must lead to a self-acting switch arranged in or near the control panel for the fire alarm system. An emergency source of emergency power is sufficient on day-trip ships with LWL to 25 m and on motor ships.
1.3
Fire alarm system
1.3.1
Fire detectors must be combined in fire alarm sections.
1.3.2
Fire alarm systems may not be used for any other purpose. By way of derogation, the closing of the doors according to § 15.11 No. 8 and similar functions may be triggered at the control panel and displayed on the control panel.
1.3.3
Fire alarm systems must be designed in such a way that the first fire alarm displayed does not prevent other fire alarms from other fire detectors.
1.4
Fire Reporting Sections
1.4.1
If the fire alarm system does not include a remote-transmissible fire detector unit identification, a fire alarm section shall not be allowed to monitor more than one deck. The exception to this is a fire alarm section, which monitors a staircase that is being inserted.

In order to avoid delays in the discovery of the fire, the number of enclosed spaces included in each fire alarm section must be limited. More than fifty enclosed spaces in a fire alarm section are not permitted.

Where the fire alarm system comprises a remote-portable fire detector single identification, the fire alarm sections may monitor a number of decks and any number of closed spaces.
1.4.2
A fire alarm section shall not include more than one area formed in accordance with section 15.11 (10) on passenger ships which do not have a fire alarm system with remote-portable fire detector single identification. The response of a fire detector in a single cabin in this fire alarm area must trigger an optical and audible signal in the corridor in front of this cabin.
1.4.3
Kitchens, machinery and boiler rooms must form their own fire alarm sections.
1.5
Fire detectors
1.5.1
Heat, smoke detectors or ion detectors must be used as fire detectors. Other fire detectors may only be used in addition.
1.5.2
Fire detectors must be type-tested.
1.5.3
All automatic fire detectors must be so designed that they can be checked for proper functioning without replacement of a component and that they can be re-used for normal monitoring.
1.5.4
Smoke detectors shall be set in such a way that they respond in the case of a smoke attenuation of the brightness of more than 2% to 12.5% per metre. Smoke detectors installed in kitchens, machinery and boiler rooms must address within sensitivity limits which meet the requirements of the ship investigation commission, avoiding the risk of smoke detection or hypersensitivity to smoke detectors must be.
1.5.5
Heat detectors shall be set to respond to temperatures of more than 1 ° C/min at temperatures above 54 ° C to 78 ° C at temperature rise rates.

In the case of higher temperature rise rates, the heat source must respond within temperature limits in which a lower or oversensitivity of the heat fields is avoided.
1.5.6
With the agreement of the Commission of Inquiry, the permissible operating temperature of the heat fields can be increased to 30 ° C above the maximum temperature in the upper part of the machinery and boiler room.
1.5.7
The sensitivity of the flame detectors must be sufficient to detect flames against an enlightened space background. Flame detectors must also be equipped with a system for the detection of misdisplays.
1.6
Fire alarm system and control panel
1.6.1
The activation of a fire alarm must trigger an optical and audible alarm signal in the control panel and the display devices.
1.6.2
The control panel and display units shall be arranged at a place constantly occupied by the ship staff. A display device must be in the control position.
1.6.3
The display devices must display at least the fire alarm section in which a fire alarm has become effective.
1.6.4
Unequivocal information about the monitored rooms and the location of the fire alarm sections must be displayed on or next to each display device.
2.
Installation requirements
2.1
Fire detectors shall be fitted in such a way as to ensure the best possible operation. Places in the vicinity of the subsections and ventilation ducts or other places where air flows may affect performance and where shocks or mechanical damage are likely to be caused must be avoided.
2.2
In general, fire detectors located on the ceiling must be at least 0.5 metres away from the Scots. The maximum distance between the fire detectors and the bulkheads shall be as follows:

Type of fire alarm Largest ground floor per fire detector Maximum distance between fire detectors Maximum distance of the fire detectors from the Scots
Heat 37 m 2 9 m 4.5 m
Smoke 74 m 2 11 m 5.5 m
The Commission of Inquiry may, on the basis of tests demonstrating the characteristics of the detectors, prescribe or permit other intervals.
2.3
The laying of electrical lines belonging to the fire alarm system by means of machinery and boiler rooms or other spaces at risk of fire shall not be permitted, provided that this is not the case for the fire notification from these rooms or for connection to the Energy supply is required.
3.
Audit
3.1
Fire alarm systems
a)
after installation,
b)
regularly, but at least every two years,
shall be examined by an expert. For machine and boiler rooms, this test takes place under changing machine operating and ventilation conditions.
3.2
The examination shall issue a certificate signed by the auditor, which shall indicate the date of the examination.


Service instruction No 18
Identification of the swimming ability, trimming position and stability of separate ship parts

(§ 22a.05 No. 2 i. V. m. § § 22.02 and 22.03 of Annex II)

1.
In the case of a proof of the swimming capacity, trimming position and stability of the ship parts separate pursuant to section 22a.05 (2) (a), it is to be assumed that both parts have previously been partially unloaded or unloaded, or that they have been discharged via the Lukensüll. projecting containers in a suitable manner against slipping.
2.
For each of the two parts, therefore, the following requirements must be complied with in the calculation according to § 22.03 (boundary conditions and calculation methods for the proof of stability when transporting secure containers):
-
the metacentric height MG must not be less than 0,50 m,
-
A residual safety distance of 100 mm must be present,
-
the speed to be taken into account is 7 km/h,
-
as wind pressure is 0.01 t/m 2 -
3.
The angle of inclination (≤ 5 °) does not need to be complied with in the case of the ship parts separated in accordance with § 22a.05 No. 2, since this has been prescribed-derived from the coefficient of friction-for unsecured containers.

The craning lever made of free liquid surfaces must be taken into account in accordance with the formula in § 22.02 No. 1 (e).
4.
The requirements set out in points 2 and 3 shall also be deemed to be fulfilled if, for each of the two parts, the stability requirements laid down in the Regulation on the carriage of dangerous goods on the Rhine (ADNR) in 9.1.0.95.2. are complied with.
5.
The stability of the separated parts of the ship can be demonstrated by assuming homogeneous loading, since it can be produced, if not already present, before the separation, or else the ship will be largely discharged.


Service instruction No 19
Replacement engines

(§ 24.02 No. 2 and § 24.06 No.5 to Chapter 8a of Annex II)

1.
General introduction

According to § 24.02 No. 2 and § 24.06 no.5, the provisions of Chapter 8a shall not apply to replacement engines which will be installed on board ships that were in operation on 1 January 2002 until 31 December 2011. In accordance with the footnotes referred to in these rules, an exchange motor is a used, instated engine which is similar to the engine it replaces, in terms of power, speed and installation conditions.
2.
For more information

It is an exchange engine, if
a)
it can be demonstrated that the engine has been built before 1 January 2002;
b)
it is possible to demonstrate that the engine has been in use and has been repaired;
c)
the engine is of the same type as the original engine (in-line motor, V-motor);
d)
the engine has the same number of cylinders as the original engine;
e)
the nominal power of the engine does not exceed 10% of that of the original engine;
f)
the nominal speed of the engine does not exceed 10% of that of the original engine.


Service instruction No 20
Equipment of ships that comply with the S1 or S2 standard

(Section 23.09 of Annex II)

1.
General introduction

In accordance with section 23.09 (1) of Annex II, ships which are to be operated with minimum crews (standard S1 and S2) must comply with the requirements laid down in this provision. In accordance with Section 23.09 No. 1, the Commission of Inquiry in the ship test confirms that the ship complies with these requirements.

These rules are complementary equipment requirements which are in addition to the requirements a ship must comply with in order to grant the ship test. Provisions of § 23.09, which could be interpreted differently, are explained in more detail in the present service instruction. Accordingly, the provisions of Section 23.09 (1) of Annex II shall be interpreted as follows:
2.
Section 23.09 No. 1.1
2.1
Point (a)-the setting up of propulsion systems

If a ship has a main machine which can be controlled directly, the compressed air system required for the reversing of the direction of thrust must be provided,
a)
either continuously kept under pressure by a self-regulating compressor, or
b)
After the triggering of an alarm in the control house by means of an aggregate which can be started from the control station, under pressure are placed. If this unit has its own fuel tank, this tank must have a filling level warning device in the wheelhouse, in accordance with § 8.05 No. 13.
2.2
Point (b)-Level of the bilges of the main machinery space

If the operation of the bow control system is necessary for the fulfilment of the manoeuvring requirements of Chapter 5, the room of the bow control system shall be considered as the main engine room.
2.3
Point (c)-automatic fuel supply
2.3.1
If the drive system has a Tagestank,
a)
the contents of which ensure the operation of the propulsion system for 24 hours, assuming a consumption of 0.25 litres per kW per hour,
b)
the fuel supply pump shall be operated without interruption for the refilling of the tagestank, or
c)
those with
-
a switch that automatically switches on the fuel supply pump at a given low level of the day tank; and
-
a switch that automatically switches off the fuel supply pump in a filled tagestank
be equipped.
2.3.2
The Tagestank must have a level alarm, which meets the requirement of § 8.05 No. 13.
2.4
Point (d)-no special effort for the control device

Hydraulically operated rowing systems meet this requirement. Manually driven rowing systems must not require a force of more than 160 N for their actuation.
2.5
Point (e)-the required visibility and sound signs during the journey

The visible signs do not include cylinders, balls, cones and double cones according to the Rheinschifffahrtspolizeiordnung.
2.6
Letter f-direct communication and communication with the machinery space
2.6.1
Direct communication shall be deemed to be guaranteed if:
a)
between the control house and the operating position of the winches and the poller on the front or axle vessel, direct visual contact is possible and, furthermore, the distance from the wheelhouse to these operating levels is not more than 35 m and
b)
the apartment is directly accessible from the tax house.
2.6.2
The agreement with the machinery space shall be deemed to be guaranteed if the signal referred to in § 7.09 No. 3 sentence 2 can be operated separately from the switch referred to in § 7.09 No. 2.
2.7
Letter i-cranks and similar rotary operating parts

These include:
a)
Hand-operated anchor winches (the maximum force required is the force applied to the free-hanging anchors);
b)
Cranks for the lifting of hatches;
c)
Cranks on fattening and chimney winches.
This does not include:
a)
Winch and coupling winches;
b)
Cranes to cranes, to the extent that they are not intended for dinghies.
2.8
Letter m-ergonomic arrangement

The provisions shall be deemed to be fulfilled if:
a)
the wheelhouse is set up in accordance with the European Standard DIN EN 1864:2008, or
b)
the tax house is set up in such a way that a single person can control the ship with radar support, or
c)
the wheelhouse meets the following requirements:
aa)
The control instruments and controls are in the front field of vision and in an arc of not more than 180 ° (90 ° on the starboard side and 90 ° on the back side), including the floor and the ceiling. They must be easily legible and easily visible from the place where the rudder is normally located.
bb)
The most important controls, such as the control wheel or the control lever, the operation of the motor, the operation of the acoustic signals, the operation of the acoustic signals and the signs of encounter required by national or international shipping rules must be met. be designed in such a way that the distance between the control board and the operating devices arranged on the bord is not more than 3 m. It must be possible for the rowing driver to operate the engines without letting go of the operation of the control device and the other operating devices, such as the speech sound system, the acoustic signals and the according to national or international standards. It is also possible to use the signs of communication required by the ship's rules on the transport of the ship.
cc)
The operation of the meeting marks required by national or international shipping regulations during the journey is carried out electrically, pneumatically, hydraulically or mechanically. By way of derogation, operation by means of a pull wire is only permitted if it is possible to ensure that the control stand is operated from the control station.
3.
Section 23.09 No. 1.2
3.1
Point (a)-an individual motor vessel

Motor ships, which are also suitable for pushing, but which are also suitable for pushing,
a)
do not have hydraulically or electrically driven clutch winches, or
b)
their hydraulically or electrically driven clutch winches do not meet the requirements laid down in Section 3.3 of this Service Directive,
receive the standard S2 as an individually moving motor ship.

In point 47 of the ship's test, the remark "Standard S2 does not apply to the pushing motor ship".
3.2
Point (c)-Drawers

Motor ships which are suitable for pushing the ship's best and are equipped with hydraulically or electrically driven clutch winches which meet the requirements of section 3.3 of this service instruction, but which do not have their own [0052] The standard S2 is a motor vessel, which moves a push-pull assembly. In point 47 of the ship's test, the remark "Standard S2 does not apply to the individual driving motor ship".
3.3
Point (c), first sentence, and (d), first sentence, special winches, or equivalent devices for the tensioning of the ropes (coupling devices)

The coupling equipment required in this case shall be the at least prescribed facilities according to § 16.01 No. 2, which are used in accordance with service instruction No. 3, section 2.1 and 2.2 (longitudinal connections), for the reception of the coupling forces and the following: Meet requirements:
a)
The device makes the clamping force required for the coupling purely mechanical.
b)
The operating parts of the device are located at the device itself. By way of derogation, a remote control shall be permitted if:
-
the person who makes use of the facility has an unrestricted free view of the facility from its operating position;
-
there is a device at this operating level which prevents unintentional actuation;
-
the device has an emergency stop device.
c)
The device has a braking device which becomes effective immediately when the operating device is released or when the driving force fails.
d)
After a drive failure, the coupling wire rope must be able to be manually released.
3.4
Point (c) sentence 2 and point (d), second sentence,-operation of the bow-beam system

The operating device of the bow blasting installation must be permanently installed in the control house. The requirements of § 7.04 No. 8 are to be complied with. The cabling for the control of the bow blasting plant shall be permanently installed up to the forship of the pushing motor ship or drawers.
3.5
Point (e)-equivalent maneuvering properties

Equivalent maneuvering properties ensure a drive system that is
a)
a multi-screw drive and at least two mutually independent drive systems with similar power capacity,
b)
at least one zykloidal propeller,
c)
at least one rudder propeller, or
d)
at least one 360 ° water jet propulsion system
.


Service instruction No 21
Requirements for safety guidance systems

(§ 15.06 No. 7 and § 22b.10 (d) of Annex II)

1.
General
1.1
Whereas, in accordance with the provisions set out above, there must be appropriate safety control systems on passenger ships and fast ships in order to make the escape routes and emergency exits clearly identifiable if the effectiveness of the normal Emergency lighting is restricted due to smoke formation. Such safety guidance systems must be designed as ground-level safety control systems. This instruction relates to the approval, installation and maintenance of these safety control systems.
1.2
In addition to the emergency lighting according to § 15.10 No. 3, the escape routes, including stairways, exits and emergency exits, must be provided with a safety guidance system throughout their entire course, in particular at corners and crossings.
1.3
The safety guidance system must function at least thirty minutes after activation.
1.4
Products of safety control systems must not be radioactive or toxic.
1.5
Explanations of the safety control system shall be appropriate in addition to the safety plan according to § 15.13 No. 2 and in each cabin.
2.
Definitions
2.1
Low-Location Lighting (LLL): Electric lighting or long-lasting signs along the escape routes, so that all escape routes can easily be identified.
2.2
Long-enlightened system (PL): Safety control system made of long-lasting material. These materials contain a chemical substance (e.g. zinc sulphide), which is capable of storing energy in the case of illumination by visible radiation. The long-luminescent materials emit light, which becomes visible when the surrounding illumination source loses its effectiveness. If there is no light source that is required for further excitation, the long-luminescent materials will return the accumulated energy in the form of light emissions, which will weaken over time.
2.3
Electrically powered system (EP): safety control system, which requires electrical energy for its operation, such as systems, incandescent lamps, light-emitting diodes, electroluminescence bands or lamps, fluorescent lamps, etc. .
3.
Corridors and stairs
3.1
In all corridors, the LLL must be uninterrupted, except for the interruptions caused by aisles or cabin doors, so that a recognizable guidance line is obtained along the escape route. LLL, which corresponds to an international standard and which includes a visible but not continuous guideline, can also be used. The guide shall be provided at least on one side of the corridor: at most 0.3 m above the ground or on the ground at most 0.15 m from the wall on the wall. In corridors which are more than 2 m wide, the guide marking must be provided on both sides.
3.2
In dead ends, the LLL should be provided at intervals of no more than 1 m with arrows or equivalent directions pointing in the escape direction.
3.3
At least on one side, the LLL shall be placed at most 0.3 m above the steps on all staircases. It is necessary to identify the position of each stage for a person who is above or below this level. The LLL is to be attached to both sides for staircases of more than 2 m. Each staircase is to be marked in such a way that the beginning and end are recognizable.
4.
Doors
4.1
The bottom-near guide marking must lead to the handle of the exit door. In order to avoid confusion, other doors must not be marked.
4.2
If doors are designed as sliding doors in separation areas according to § 15.11 No. 2 and doors in Scots according to § 15.02 no. 5, the opening direction must be marked.
5.
Signs and Markers
5.1
The signs for the identification of escape routes must be made of a long-luminescent material or electrically illuminated. The dimensions of the signs and the markings must be adapted to the LLL.
5.2
Corresponding signs must be attached at all outputs. These signs must also be placed in the said area on the side of the doors on which the door handle is located.
5.3
All signs must form a colour contrast to the background (wall or floor).
5.4
For the LLL, standardized symbols (for example those described in the decision A.760 (18) IMO) must be used.
6.
Long-enlight-emitting systems
6.1
The width of the long afterglow bands shall be at least 0.075 m. In contrast to this, narrower long-luminescent bands can also be used if their luminance is correspondingly increased in order to compensate for the missing width.
6.2
Long-lasting substances shall be subject to 10 minutes of failure of all external illumination sources with a luminance of at least 15 mcd/m 2 Afterglow. The system must then have a luminous density of more than 2 mcd/m for 20 minutes. 2 .
6.3
All substances of a long-lasting system shall be capable of absorbing at least the minimum quantity of ambient light required to sufficiently recharge the long-luminescent substances in order to meet the above requirements for Luminous density can be sufficient.
7.
Electrically powered systems
7.1
Electrical powered systems shall be connected to the emergency power sources prescribed in accordance with § 15.10 no.4 so that under normal circumstances they are supplied by the main source of power and, when the emergency power source is switched on, by this emergency source of power can be. In order to make it possible to measure the capacity of the emergency source of electricity, the electrically powered systems must be placed on the list of consumers in emergency situations.
7.2
Electrically powered systems must either be switched on automatically or can be activated with a handle from the control station.
7.3
For the installation of electrically powered systems, the following standards for luminance must be complied with:
1.
The active parts of the electrically powered systems shall be subject to a luminance of at least 10 cd/m 2 .
2.
The individual sources of the systems of miniature incandescent lamps shall have an average spherical luminous intensity of at least 150 mcd, the distance between the individual lamps being not more than 0.1 m.
3.
The individual sources of the systems with light-emitting diodes must have a peak strength of at least 35 mcd. The angle of the light cone, in which the light intensity is only half as large, must be adapted to the probable approach and viewing direction. The distance between the individual lamps shall not exceed 0,3 m.
4.
the electroluminescence systems shall continue to function for 30 minutes after failure of the power supply source to which they must be connected in accordance with section 7.1.
7.4
All electrically powered systems shall be designed in such a way that the failure of a single light source, of a single light band or of a single battery does not make the markings ineffective.
7.5
Electrically powered systems must comply with the provisions of § 9.20 with regard to vibration testing and heat testing. By way of derogation from Section 9.20 (2) (c), the heat test may be carried out at a reference air temperature of 40 ° C.
7.6
Electrically powered systems must meet the requirements of § 9.21 with regard to electromagnetic compatibility.
7.7
In accordance with IEC 60529:1992, electrically powered systems must have a minimum protection rating of IP 55.
8.
Audit

The luminance of the LLL must be examined by an expert at least every five years. A certificate signed by the expert shall be issued on the examination and the date of the examination shall be drawn up. If the luminance in a single measurement does not meet the requirements of this service instruction, measurements must be made at at least 10 points of equal distance. If more than 30% of the measurements do not meet the requirements of this service instruction, the safety control systems must be replaced. If 20 to 30% of the measurements do not meet the requirements of this service instruction, the safety control systems shall be re-examined in the course of a year.


Service instruction No 22
Consideration of the special security needs of persons with reduced mobility

(§ 1.01 No. 90, § 15.01 No. 4, § 15.06 No. 3 to 5, 9, 10, 13 and 17, § 15.08 No. 3, § 15.10 No. 3 and § 15.13 Nos. 1 to 4 of Annex II)

1.
Introduction

Persons with reduced mobility have security needs that go beyond those of other passengers. These needs shall be taken into account by the requirements set out in Chapter 15, which will be explained below.

These requirements are intended to ensure that persons with reduced mobility can safely stop and move on board the ships. In addition, when an emergency situation occurs, these persons should in principle be offered a comparable level of safety, as is the case with other passengers.

It is not necessary for all passenger areas to meet the special security needs of persons with reduced mobility. Therefore, the requirements also apply only to certain areas. However, the persons concerned must be given the opportunity to inform themselves about the extension of the areas which are particularly important for them from a safety point of view, so that they can make their stay on board accordingly. It is the responsibility of the ship owner to maintain the appropriate areas, to make it clear and to communicate to those with reduced mobility.

The rules relating to persons with reduced mobility shall be based on:
-
Directive 2003 /24/EC of the European Parliament and of the Council of 14 April 2003 amending Council Directive 98 /18/EC on safety rules and standards for passenger ships, and
-
the Guide to the accessibility of inland passenger ships in accordance with Resolution 25 of the United Nations Economic Commission for Europe.
The definition of persons with reduced mobility used in Annex II is largely identical to that of the Directive, and most of the technical requirements are derived from the guide. Therefore, both sets of rules can be used for decision making in case of doubt. On the whole, however, the Directive and the Guide go beyond those of Annex II.

The requirements of Annex II do not concern investors and similar bodies. These are subject to national rules.
2.
Section 1.01 No. 90-Definition of persons with reduced mobility

Persons with reduced mobility are those who, because of their own physical limitations, cannot move in the same way or can perceivate their environment as other passengers. This includes persons with limited nausea or hearing ability, or persons accompanied by children who are carried or carried in strollers. For the purposes of these provisions, persons with reduced mobility are not, however, those with mental limitations.
3.
Section 15.01 No. 4-General provisions: areas intended for use by persons with reduced mobility

In the simplest case, areas which are intended for use by persons with reduced mobility extend from the entrance area to the points, of which an evacuation is provided in an emergency. You must
-
a place where rescue equipment is stowed or issued in an emergency,
-
Seats,
-
a correspondingly prepared toilet (section 10 of this service instruction) and
-
connecting paths in between
.

The number of seats should be at least approximately equal to the number of persons with reduced mobility who are more likely to be on board at the same time over a longer period. The number shall be determined by the shipowner on the basis of his experience, as it is withdrawn from the knowledge of the Commission of Inquiry.

In addition, cabins should take account of the connection routes to the passenger cabins used by persons with reduced mobility. The number of these cabins shall be determined by the ship owner in the same way as the number of seats. Requirements for the special direction of cabins are not made, with the exception of the width of the doors. It is the responsibility of the owner to make the necessary further arrangements.

Sentence 2 of the provision is worded in the same way as in § 24.04 No. 4, only in relation to the consideration of the special security needs of persons with reduced mobility. Therefore, it must also be applied equally in its application. Should the recommendations call for substitute measures, they can be of particular organisational nature.
4.
§ 15.06 No. 3 letter (g)-Outputs of rooms

In the case of the requirements for the width of joints, exits and openings in the clothing or gelling areas intended for use by persons with reduced mobility, or usually for or on board, the People with reduced mobility are taken into account, as is the participation of strollers, as well as the fact that people can rely on different types of walking aids or wheelchairs. In the case of outputs or openings for the on or off board, the increased space requirement for possibly necessary auxiliary staff is also taken into account.
5.
Section 15.06 No. 4 (d)-Doors

The requirements for the design of the surroundings of doors, which are intended for use by persons with reduced mobility, make it possible for people who are dependent, for example, on walking aids to open these doors safely.
6.
Section 15.06 no.5 (c)-Liaison

See the comments on section 4 of this service statement.
7.
Section 15.06 No. 9-stairs and elevators

In addition to a possible restricted mobility, the requirements for the design of stairs also take into account limitations of the vision.
8.
Section 15.06 No. 10 (a) and b-armor dresses, railings

The requirements for clothing and railing of decks, which are intended for use by persons with reduced mobility, provide for a higher level, as these people tend to fall into a situation where they lose the balance or you can't hold on to yourself.

See also the comments on section 4 of this service statement.
9.
Section 15.06 No. 13-Traffic areas

Persons with reduced mobility must, for a wide variety of reasons, be more likely to support or retain, which is why walls on traffic areas intended for use by persons with reduced mobility must be carried out by hand in a appropriate height.

See also the comments on section 4 of this service statement.
10.
Section 15.06 No 17-Toilets

In the toilet, persons with reduced mobility should also be able to safely stop and move, which is why at least one toilet is to be prepared accordingly.
11.
Section 15.08 (3) (a) and (b)-Alarms

People with reduced mobility are more likely to be in situations where they rely on other people. Therefore, the possibility of triggering an alarm is to be provided in rooms in which it is generally not possible to be seen by the crew, the on-board staff or passengers. This applies to toilets intended for use by persons with reduced mobility.

Persons with reduced mobility are also those with impaired vision or hearing ability. The system must take account of the need to alert passengers, at least in the areas intended for use by persons with reduced mobility, by appropriate optical and acoustic signalling.
12.
Section 15.10 (3) (d)-Adequate Lighting

Persons with reduced mobility are also those with limited vision. Adequate lighting of the areas intended for use by persons with reduced mobility is therefore essential and must in principle meet higher requirements than lighting for other passenger areas.
13.
Section 15.13 No. 1-Security role

The special safety measures to be taken into account in the safety role, which are necessary for persons with reduced mobility, shall be subject to both a possible restricted mobility and the limitations of the hearing. and vision. For this group of persons, in addition to the measures in case of occurrence of emergencies, they must also be taken into account for normal operation.
14.
Section 15.13 No. 2-Safety plan

The areas referred to in Section 3 of this Service shall be marked.
15.
Section 15.13 N ° 3 (b)-affixing of the security role and the safety plan

At least the copies of the safety role and of the safety plan, which are appropriate for areas intended for use by persons with reduced mobility, shall be designed in such a way as to ensure that they are, if possible, of persons with Limited vision can still be read. This can be achieved, for example, by a suitable choice of contrast and font size.

In addition, the plans shall be placed at a level where they can also be read by wheelchair users.
16.
Section 15.13 No. 4-Rules of conduct for passengers

The statements relating to section 15 of this instruction shall apply mutatily.


Service instruction No 23
Use of motor for type-approval and special uses of the engine (motor applications)

(§ § 8a.03, 8a.11 and Annex J i .V. m. Section 8a.07, Service Directive No 16 of Annex II)

According to § 8a.02 no. 3, an engine installed in a vehicle or in machinery on board, provided that it exceeds a certain rated power and does not fall within the EU's relevant regulations, must have a type-approval with which it confirms: , the provisions of Chapter 8a shall be complied with.

The type-approval is to be applied for in accordance with § 8a.03 and to be issued by the competent authority in accordance with the procedure according to § 8a.04.

According to § 8a.07, an equivalent type-approval pursuant to Directive 97 /68/EC can also be recognised.

§ 8a.11 contains provisions for the testing of engines.

Since engines may be used for various purposes, which are to be designated in several places both in Annex II, Annex J and Directive 97 /68/EC, and which must be examined in accordance with supplementary provisions, the present invention shall be: Directive as a guide to the implementation of these provisions. The following table lists the essential requirements to be taken into account.

References
Annex II Directive 97 /68/EC
Additional test provisions Annex J, Part I, No 3, and Service Directive No 16 Annex I, point 4
Purpose Annex J, Part II, point 0.4
Annex J, Part III, point 0.4
Annex J, Part VIII
Annex II, point 0.4
Annex VII, point 0.4
Type approval number allocation Annex J, Part IV, Section 3 Annex VIII, section 2, in conjunction with Annex III, section 3.7


In a first part, the present service instruction shows the allocation of the use of the engine (engine application) to the test requirements and test cycles in accordance with type-approval procedures and, in a second part, contains provisions for special Engine applications.

Part Iassignment of the purpose of use of the engine (engine application) for type-approval

The allocation of the use of the engine (engine application) to the test requirements and test cycles in accordance with type-approval procedures shall be carried out on the basis of the following table.

Engine application Legal basis Engine Category Limit level Check
Rule (2) Cycle ISO 8178
Vehicle rear and rear-mounted auxiliary drive motors with propeller characteristics I Policy (1) V IIIA C (3) E3
Annex IIO - I, II (4) - E3
Vehicle main drive motors with constant speed (including systems with diesel-electric drive and variable pitch propellers) II Policy V IIIA C (3) E2
Annex II - I, II (4) - E2
Auxiliary engines with constant speed III Policy V IIIA B D2
H, I, J, K
D, E, F, G, II
Annex II - I, II (4) - D2
variable speed and variable load IV Policy V IIIA A C1
H, I, J, K
L, M, N, P IIIB
Q, R IV
Annex II - I, II (4) - C1
(1)
Directive 97 /68/EC.
(2)
Protocol to Directive 97 /68/EC Annex III, Section 3.7.1.
(3)
The motor application "vehicle main drive with constant speed" or "vehicle drive with propeller characteristic" must be specified in the type-approval certificate.
(4)
The limits laid down in Stage II of Annex II shall apply from 1 July 2007 to the Central Commission for the Navigation of the Rhine, in accordance with Decision 2003-II-27.


Part II

Provisions applicable to engines with special uses (motor applications)

1.
Engines intended for use in the on-board operation for more than one engine application
a)
Auxiliary engines driving machines which require both engine application III and IV of the table in Part I of this Directive must have type-approval for each corresponding application in accordance with this table.
b)
In addition, the main propulsion engines which drive machinery must have the type-approval required for each type of main drive in accordance with the table in Part I of this Directive, provided that the main application of the engine of the main drive is the Ship propulsion. If the time portion of the secondary application is more than 30%, the engine must also have a type-approval for the secondary application in addition to the type-approval of the main propulsion application.
2.
Bow jet drives
a)
The motor applications I or IV of the table in Part I of this Directive are to be assigned directly or via generator with variable speed and load driven bow-beam drives.
b)
In part I of this Directive, motor applications II, III or IV are to be attributed to the motor applications II, III or IV of the table, which are driven via a generator at a constant speed.
3.
Power-minted engines

The engines must be installed with the nominal power certified in the type-approval documents, which should be indicated on the engine with the marking in accordance with Annex II, Annex I, Part I, Annex II. However, they do not necessarily have to drive units or machines of the same power consumption. Performance may be reduced by external actions to the performance necessary for the application.


Service instruction No 24
Suitable gas warning system

(Section 15.15 (9) of Annex II)

1.
According to § 24.02 No. 2 and § 24.06 No. 5 (in each case transitional provisions in respect of § 15.01 No. 2 letter e), liquid gas plants may only be used for household purposes on existing passenger ships until the first renewal of the ship test after 1.1.2045, only under the A prerequisite for further operation is that a gas warning device according to § 15.15 No. 9 is present. According to § 15.15 No. 9, in future, for the first time, passenger ships, whose length does not exceed 45 m, may be installed for household purposes for the first time, if such a warning device is installed at the same time.
2.
According to § 24.02 No. 2 and § 24.06 No. 5 (in each case transitional provisions to § 15.15 No. 9), these gas warning devices must be installed in the first renewal of the certificate according to § 14.15.
3.
A gas warning device consists of sensors, a device and lines. It shall be deemed to be suitable if it satisfies at least the requirements described below.
3.1
Request to the system (sensors, equipment, lines)
3.1.1
The warning must be issued at the latest when one of the following values is reached or exceeded:
a)
10% Lower explosion limit (UEG) of a propane-air mixture and
b)
30 ppm CO (carbon monoxide).
3.1.2
The time to trigger the alarm of the entire system must not exceed 20 seconds.
3.1.3
The settings that trigger the warning in accordance with Section 3.1.1 and determine the time specified in Section 3.1.2 cannot be changed.
3.1.4
The measurement gas production must be designed in such a way that an interruption or a disability is detected. Any falsification due to air access or loss of measurement gas due to leaks must be avoided or detected and reported.
3.1.5
The devices must be designed for temperatures of -10 to 40 ° C and 20 to 100% humidity.
3.1.6
The gas warning device shall be self-monitoring and shall be designed in such a way that unauthorised disconnection is not possible.
3.1.7
Gas warning devices supplied by the on-board electrical system are to be buffer against power failure. Battery-powered devices must be provided with a display for lowering the battery voltage.
3.2
Device requirements
3.2.1
The device consists of an evaluation and display unit.
3.2.2
The alert upon reaching or exceeding the limit values specified in section 3.1.1 (a) and (b) shall be made visually and acoustically, both in the monitored space and in the tax house or at any other permanently occupied place. It must be clearly visible and can also be clearly audible under the operating conditions with the greatest noise. It must be clearly distinguished from all the other acoustic and optical signal signs in the space to be protected. The acoustic alarm must also be clearly audible in the case of closed connecting doors in front of the access points and in the adjacent rooms. The acoustic alarm may be disconnectable after triggering. The visual alarm shall not be erasable until the values set out in section 3.1.1 are fallen below.
3.2.3
It must be possible to identify and unambiguically identify the notifications for reaching or exceeding the limit values specified in point 3.1.1 (a) and (b).
3.2.4
If the device is a special state (commissioning, malfunction, calibration, parameterization, maintenance, etc.) , this must be displayed. Disturbances of the entire system or of individual components must be indicated by means of an optical and acoustic alarm, with the acoustic alarm being able to be switched off after triggering. However, the optical alarm shall not be extinguisher until after the malfunction has been eliminated.
3.2.5
If there is the possibility of issuing different messages (limit values, special states), it must be possible to recognize them separately and to assign them unambiguated. If necessary, a collective signal must indicate that not all messages can be issued. In this case, the messages must be displayed as a priority with the highest security relevance starting. The display of the messages which cannot be output must be possible at the push of a button. The ranking must be shown in the documentation of the device.
3.2.6
The devices must be designed in such a way that unauthorized interference is not possible.
3.2.7
For all the reporting and alarm devices used, the control element of the alarm and the display device must be able to be operated outside the rooms in which the gas supplies and the appliances are located.
3.3
Requirements for sensors/sampling points
3.3.1
In each room with consumables, sensors of the gas warning device must be present in the vicinity of these devices. The sensors/sampling points shall be installed in such a way that gas accumulations are detected before they reach the values set out in section 3.1.1. Installation and installation are to be documented. The choice of locations is from the manufacturer or the building-in specialist firm. Sampling lines should be as short as possible.
3.3.2
The sensors must be easily accessible in order to allow regular calibrations, maintenance and security checks.
3.4
Installation requirements
3.4.1
The installation of the entire gas warning system must be carried out by a specialist company.
3.4.2
The installation must take into account:
a)
local ventilation systems,
b)
structural arrangements (design of walls, divisions, etc.), which facilitate or hinder the accumulation of gases and
c)
Avoidance of impairments due to mechanical damage, water or heat damage.
3.4.3
All sampling lines shall be arranged in such a way that condensation is excluded.
3.4.4
The installation must be carried out in such a way that an unauthorized manipulation is excluded as far as possible.
4.
Calibration/Testing of the Asset
4.1
Prior to commissioning, the gas warning system shall be calibrated according to the manufacturer's instructions.
4.2
The gas warning system shall be calibrated and tested on a regular basis, in accordance with the manufacturer's information, by an expert or expert. The examination shall be accompanied by a certificate signed by the expert or expert, from which the date of the examination is to be seen.
4.3
Elements of the gas warning device with a limited service life must be exchanged in good time before the end of the specified service life.
5.
Marking
5.1
All equipment must be clearly legible and indelible, at least with the following information:
a)
the name and address of the manufacturer;
b)
legal marking,
c)
Name of series and type,
d)
the serial number,
e)
where necessary, all the necessary information for the safe use, and
f)
for each sensor, an indication of the calibration gas.
5.2
Elements of the gas warning device with a limited service life must be clearly marked as such.
6.
The following manufacturer's information on the gas warning device must be available on board:
a)
complete instructions, drawings and diagrams for safe and orderly operation and installation, commissioning and maintenance of the gas warning system;
b)
Operating instructions, which must contain at least:
aa)
the measures to be taken in the event of an alarm or fault message;
bb)
the security measures in the event of non-availability (e.g. calibration, testing, malfunction) and
cc)
those responsible for installation and repair,
c)
instructions for calibration before commissioning and for routine calibrations, including time intervals to be observed,
d)
supply voltage,
e)
the nature and importance of alarms and displays (e.g. special conditions),
f)
Information on the detection of malfunctions and for the recovery of faults,
g)
Type and extent of the exchange of components with limited service life and
h)
Type, scope and time interval of the tests.


Service instruction No 25
Cable

(Sections 9.15 and 15.10 (6) of Annex II)

General (all vehicles-§ 9.15)

1.
In the case of the application of § 9.15 No. 5, the restricted ventilation of shielded cables or of cables into fully enclosed cable ducts shall be taken into account.
2.
According to § 9.15 No. 9, the number of cable connections should be limited to a minimum. They are permitted for repair and replacement purposes, as well as, exceptionally, to simplify the installation. Cable connections made in accordance with point 3.28 and with Annex D of IEC 60092-352:2005 or with rules recognised as equivalent by a Member State may be regarded as acceptable.
Passenger ships-§ 15.10

1.
Cable and cable routing on passenger ships shall be considered satisfactory if the conditions set out in sections 2 and 3 are fulfilled.
2.
Cables which ensure the power supply of systems according to § 15.10 No. 4 in case of emergency have to comply with the following conditions in order to meet the requirements of § 15.10 No. 6 (2):
a)
The cables shall be laid in such a way that they are not useless by heating the bulkheads and decks, which could be caused by fire in an adjacent room.
b)
If the cables supply plants in areas that are highly sensitive to fire, the cable management in such areas should not be above or near the upper part of diesel engines and oil-fired plants or in the vicinity of hot surfaces, e.g. Exhaust gas lines of diesel engines. If there is no other option of laying, the cables should be protected against damage from heat and fire. This can be done by means of a cover or a shaft made of sheet steel.
c)
Cables and associated equipment supplied by the emergency power source should be in the safe area as far as possible.
d)
The cable systems shall be designed in such a way as to ensure that a fire in a space delimited by divisions of type A in accordance with Section 15.11 (2) does not adversely affect the installations which are important for safety in another such space. This is considered to be satisfied if the main and emergency supply cables do not pass through the same space. In the event that they pass through the same room, the requirement shall be deemed to be fulfilled if:
aa)
they are laid at the greatest possible distance, or
bb)
the emergency power cables are fire resistant.
3.
In the setting up of bundle cables, care must be taken to ensure that their flame retardant properties are not impaired. This shall be deemed to be fulfilled if the cables comply with IEC 60332-3:2000 or the rules recognised by a Member State as being equivalent. If this is not the case, fire-retardant devices should be provided in long cable ducts (more than 6 m vertical and 14 m horizontal), provided that the cables are not fully enclosed by cable ducts. The use of unsuitable colors, channels, shafts, etc. can have a significant impact on the fire propagation properties of cables and must be avoided. The use of special cable types, such as radio frequency cables, can be permitted without complying with the above requirements.