Rules For Passenger Vessel Safety Requirements

Original Language Title: Noteikumi par pasažieru kuģu drošības prasībām

Read the untranslated law here: https://www.vestnesis.lv/ta/id/129935

Cabinet of Ministers Regulations No. 146 in Riga in 2006 (February 14. No. 9 58. §) rules on passenger vessel safety requirements Issued pursuant to the maritime administration and the Maritime Security Act, article 11 of the fourth part i. General questions 1. establish international legislation for the application of the safety of passenger ships (irrespective of the nationality of the flag State) following passenger ships engaged on domestic voyages: 1.1 new passenger ships;
1.2. existing passenger ships of 24 metres in length and over;
1.3. for high speed passenger craft. 2. The terms used in the following terms: 2.1. passenger ship-ship which carries more than 12 passengers;
2.2. for ro-ro passenger ship-ship which carries more than 12 passengers and that is a special class of cargo space, which corresponds to annex 1 of these regulations II-2/A/the conditions of paragraph 2;
2.3. high-speed passenger craft-a high-speed craft (as defined in the 1974 International Convention for the safety of life at sea, and its 1988 Protocol (hereinafter referred to as SOLAS Convention) (latest edition), chapter X, rule 1), which carries more than 12 passengers. Passenger ships engaged on domestic voyages (B), (C) or (D) maritime areas, are not considered as high speed passenger craft when: 2.3.1. their displacement corresponding to the constructive waterline is less than 500 m3;
2.3.2. the maximum speed (as defined by the International Maritime Organization's maritime safety Committee on 20 May 1994, in resolution MSC 36 (63) of the International Code of safety for high speed craft (hereinafter-the high speed craft code) (latest version) in paragraph 1.4.30.) is less than 20 knots;
2.4. new ship — a vessel that, inserted into the wedge, or located under construction July 1, 1998 or after this date. A similar construction is a stage where: 2.4.1. construction identifiable with a specific ship begins;
2.4.2. is launched this ship Assembly, comprising at least 50 tonnes or 1% of the estimated mass of structural material, depending on which one is less;
2.5. the existing ship-a ship which is not a new ship;
2.6. the age-the age of the ship, expressed in number of years after the commissioning of the ship;
2.7. passenger-every person on board, with the exception of: 2.7.1. the master and the crew or other persons employed or engaged on board the ship;
2.7.2. children who have not reached the age;
2.8. the length of the vessel-length, which is 96% of the full length of the ship to the waterline (where draught is 85% of the theoretical side height), which is measured from the top edge of the keel, or the length from the front edge of the ship priekšvadņ to the axis of the steering shaft along the waterline,-whichever is the greater. If the vessel is designed with a rake of the constructive, necessary to the waterline on which the length is measured, constructive parallel to the waterline;
2.9. the bow height-the 1966 International Convention on load lines mark and its 1988 Protocol, as amended (hereinafter referred to as the International Convention on load lines) the provisions prescribed in 39 bow height as the vertical distance between the waterline forward perpendicular which meet the Summer freeboard height at the designed trim, to the open deck side up;
2.10. a vessel with a full deck-ship with a continuous deck, exposed to weather and sea. The ship is equipped with a self contained watertight closing/opening device. Deck may be a watertight deck or equivalent structure which includes the watertight decks, fully equipped with sufficient strength and watertight closing appliances;
2.11 international voyage-voyage by sea from port to port in Latvia, located outside Latvia, or vice versa;
2.12. domestic voyage-voyage sailing areas of Latvia to the same port or another port (i.e., sailing between ports of one country);
2.13. Shipping Division-Division, determined in accordance with the provisions of section 8.1. Application of the provisions of the radio regulations, the shipping area definitions correspond to chapter IV of the SOLAS Convention are set out in rule 2;
2.14. the port area-an area that is not prescribed by the Republic of Latvia to the shipping area and extending to the farthest port proper location at sea, creating the port an integral part of the system, or to the natural geographical indication defined boundaries that protect the river mouth, or similar sheltered area;
2.15. the asylum venue-any naturally or artificially sheltered area which may be used for a ship or craft under conditions likely to endanger its safety;
2.16. the flag State administration – the Ministry of transport of the Republic of Latvia;
2.17. host-country from which the port/ports/port or ports in the ship with the flag of another country, is carrying out domestic voyages;
2.18. mile-1852 metres;
2.19. significant wave height-specified period observed wavelength greater height one-third of the average height;
2.20. people with mobility limitations-people who have a difficulty when using public transport, including elderly people, people with disabilities, people with sensory impairments, people who use wheelchairs, pregnant women and persons accompanying small children. 3. The rules referred to in paragraph 1 the following provisions compliance set out safety requirements provide the Latvian maritime administration Maritime Safety Inspectorate (hereinafter the shipping safety inspection) or a recognized organization. 4. The maritime safety inspectorate or a recognized organization checks referred to in paragraph 1, ships flying the flag of a State which is not a Member State of the European Union, launching on domestic voyages shall comply with the requirements of this regulation. 5. These provisions shall not apply to: 5.1. passenger ships are to: 5.1.1 warships or troop carriers;
5.1.2. ships which move does not provide mechanical means;
5.1.3. ships which are built of steel or similar material, and not covered by the requirements of high-speed passenger craft (resolution MSC 36 (63)) or vessels with dynamic lifting force (resolution a. 373 (X));
5.1.4. crude wooden vessels;
5.1.5. the original historical passenger ships built before 1965, and individual copies, which are built from the original materials;
5.1.6. recreational yachts, if they are or will be crewed and carrying not more than 12 passengers for commercial purposes;
5.1.7. ships operating exclusively within the territory of the port;
5.2. high-speed passenger vessels, which are: 5.2.1 warships and troop transports;
5.2.2. recreational craft, if they are or will be crewed and carrying not more than 12 passengers for commercial purposes;
5.2.3. vessels operating exclusively on the territory of the port. II. Passenger ships of class 6. Passenger ships, taking into account the maritime area in which they operate, are divided into the following classes: (A) class 6.1 ship-passenger ship engaged on domestic voyages (except passenger ships of classes B, C, and D);
6.2. the class B ship-passenger ship engaged on domestic voyages and time never further than 20 miles from the coastline where shipwrecked persons can get ashore at high tide and the medium-low tide height;
6.3. Class C ship-passenger ship engaged on domestic voyages, if in the shipping areas concerned in the probability that the waves may exceed the height of 2.5 m, is less than 10% in a year in respect of vessels all year, or — especially in the limited time of year – in respect of vessels in this period only (for example, shipping in the summer), and ship this journey never is farther than 15 miles from a place of refuge and more than five miles from the coast line where shipwrecked persons can get ashore at high tide and the medium-low tide height;
6.4. Class D ship-passenger ship engaged on domestic voyages, if in the shipping areas concerned in the probability that the waves can exceed 1.5 m height, is less than 10% in a year in respect of vessels all year, or — especially in the limited time of year – in respect of vessels in this period only (for example, shipping in the summer), and ship this flight time is never more than six miles from a place of refuge and farther than three miles from the coast line where shipwrecked persons can get ashore at high tide and the medium-low tide height. 7. High-speed passenger craft applied to high speed craft code in title 1 (1.4.10 and 1.4.11.) in certain classes of ships. 8. the Latvian maritime administration: 8.1. establish and restore the jurisdiction of the Republic of Latvia in the shipping area list, setting the boundaries of the zones within which flights take place throughout the year and, if necessary, periodically restricts the use of the classes of ships based on ship laid down in point 6 of the class;
8.2. the shipping area list shall be published on the internet website www.jurasadministracija.lv. III. Rules 9. Maritime safety inspection or recognised organisation recognised by the other Member State of the European Union provided high speed craft safety certificate and a permit for high speed passenger craft engaged on domestic voyages, or chapter VI of these regulations passenger ships referred to security certificates to passenger ships engaged on domestic voyages. 10. The Maritime Safety Inspectorate check the foreign passenger ships or high speed passenger craft engaged on domestic voyages, and its documentation in accordance with the legislation on port State control are included. 11. equipment of ships laid down regulations for marine equipment and meet the requirements, it is considered appropriate that the rule conditions. IV. Security requirements 12. Safety requirements for new and existing passenger ships of classes A, B, C and d: 12.1. Hull, main and auxiliary machinery, electrical and automatic control equipment to meet the requirements of the classification in accordance with the SOLAS Convention, chapter II-1.-1.-1. the provisions of part 3;
12.2. the SOLAS Convention, chapter IV, V and VI (also 1988 global maritime accident and safety systems (GMDSS hereinafter) established in chapter IV of the SOLAS Convention (latest version));
12.3. the SOLAS Convention provisions of chapter V requirements for ship's navigation equipment. Legislation on marine equipment of ships that vessel navigation equipment, which meets the above requirements, the laws shall be deemed to conform to the provisions of SOLAS V/12 (r) requirements on maritime equipment types. 13. Safety requirements for new passenger ships: 13.1. key requirements: 13.1.1. new class A passenger ships meet the requirements of the SOLAS Convention and the relevant specific requirements laid down in these rules. The interpretation of the provisions of the SOLAS Convention leaves Member States ' administration of the flag State, this provision shall apply 1. conditions laid down in the annex;
13.1.2. new passenger ships of classes B, C, and D shall comply with the provisions of these regulations;
13.2. requirements for cargo marking: 13.2.1. new passenger ships of 24 metres in length or more, comply with the International Convention on load lines mark;
13.2.2. the new passenger vessels with a length of less than 24 metres, corresponds to the International Convention on load lines mark;
13.2.3. Notwithstanding the provisions of subparagraph 13.2.1 13.2.2. and new D class passenger ships are exempt from the minimum bow height requirement laid down in the International Convention on load lines mark;
13.2.4. new passenger ships of classes A, B, C and d: is full Board. 14. Safety requirements to existing passenger ships: 14.1. existing passenger ships of class A complies with the requirements of the SOLAS Convention to existing passenger vessels and the relevant specific requirements laid down in these rules. The interpretation of the provisions of the SOLAS Convention leaves Member States ' administration of the flag State, this provision shall apply 1. conditions laid down in the annex;
14.2. the existing passenger ships of class B shall comply with the specific requirements of these rules;
14.3. the existing passenger ships of classes C and D shall comply with the provisions of these rules and annex 1, chapter III special requirements laid down;
14.4. significant repairs, alterations and modifications and related equipment installation is in accordance with the provisions in point 13.1. requirements for new vessels. Alterations of existing vessels, the sole purpose of which is to achieve a higher degree of durability shall not be considered as substantial modifications;
14.5. the conditions referred to in that provision, if 14.1. The SOLAS Convention does not establish an earlier date, and the provisions of 14.2 and 14.3., if this provision is not mentioned in annex 1 of the earlier date, shall not apply in relation to ships, which put a wedge or in construction: 14.5.1. before 1940-January 1 to July 1, 2006;
14.5.2.1940 1 January or after, but before 31 December 1962,-until 1 July 2007;
14.5.3.1963 1 January or after, but before 31 December 1974,-up to 1 July 2008;
14.5.4.1975 January 1 or after, but before 31 December 1984,-up to July 1, 2009;
14.5.5.1 January 1985 or after, but before July 1, 1998,-up to 1 July 2010. 15. Safety requirements for high speed passenger craft: 15.1 high-speed passenger ships built or which make major repairs, alterations or modifications to the January 1, 1996, or after that date, comply with the SOLAS Convention, chapter X, rule 3, if: they are not inserted into the pledge 15.1.1. or they were not construction later than the date of entry into force of these regulations;
15.1.2. they fully meet safety code ships with the dynamic lifting force (hereinafter referred to as the DSC Code) requirements contained in the International Maritime Organization Assembly of 14 November 1977 the resolution 373 (X) (amended by the maritime safety Committee on 19 May 1994 a resolution MSC 36 (63));
15.2. high-speed passenger craft, constructed before 1 January 1996 and does not meet the high speed craft code shall continue operation requirements, approved in accordance with this code. High-speed passenger craft, constructed before 1 January 1996 and does not meet the high speed craft code, unable to make local services where they do not already engaged on domestic voyages on the date of entry into force of these regulations. The following vessels meet the requirements of the DSC code;
15.3. high-speed passenger vessels and equipment design, as well as maintenance and classification meet the SOLAS Convention, chapter II-1.-1.-1. the provisions of part 3; 16. Ro-Ro passenger ships stability requirements and phasing the withdrawal: 16.1. all A, B and C class ro-ro passenger ships, which are inserted into the wedge or in construction, 2004 October 1, or after that date, comply with the laws and regulations on specific stability requirements for ro-ro passenger ships included conditions;
16.2. all class A and class B ro-ro passenger ships, which are inserted into the wedge or in construction until 1 October 2004, from 1 October 2010 meets the conditions laid down in the legislation on specific stability requirements for ro-ro passenger ships, provided that the vessels are removed from circulation from 1 October 2010 or a later date, once they have reached 30 years of age but not later than 1 October 2015. 17. Safety requirements for passenger ships for people with mobility limitations: 17.1. this rule shall apply the provisions of annex 2 to encourage people with functional disabilities safe access for all A, B, C and D class passenger ships and high-speed passenger craft, used for public transport and having inserted a wedge or located under construction 1 October 2004 or after that date;
17.2. modifying A, B, C and D class passenger ships and high-speed passenger craft, used for public transport and having inserted a wedge or located under construction until October 1, 2004, applies this provision in annex 2. V. ships inspections 18. Latvian new passenger ships the maritime safety inspectorate or a recognized organization shall carry out the following inspections: 18.1. Overview prior to the start of operations;
18.2. periodic inspection every 12 months;
18.3. additional inspections, if necessary. 19. The existing passenger ships of Latvia on maritime safety inspectorate or a recognized organization shall carry out the following inspections: 19.1. the initial examination before commencement of local services;
19.2. periodic inspection every 12 months;
19.3. additional inspection (if required). 20. High speed passenger vessels in accordance with the provisions of paragraph 15, meets high speed craft code, the maritime safety inspectorate or the recognised organisation shall take the high speed craft code inspections. High-speed passenger vessels in accordance with paragraph 15, meets DSC code, the maritime safety inspectorate or the recognised organisation shall take the DSC code inspections. 21. The maritime safety inspectorate or a recognized organization conducting the tests complied with procedures and guidelines for the passenger ship safety certificate specified in International Maritime Organization Assembly of 4 November 1993, in its resolution a. 746 (18), as amended by the International Maritime Organization Assembly of 27 November 2003 resolution a. 948 (23) on the screening guidelines, which provide for inspections and certification system or harmonised procedures designed for this purpose. Vi. Certificates 22. Maritime safety inspection or recognised organisation after this rule 18.1 and 19.1. referred to initial inspections issued to all new and existing passenger ships registered in Latvian register of Ships, the passenger ship safety certificate (annex 3). 23. Passenger ship safety certificate shall be issued for a period not exceeding 12 months. Maritime safety inspection or recognised organisation can extend the period of validity of the certificate for a period of up to one month. If an extension is granted, the certificate, the new period of validity begins from the date indicated on the certificate as the expiry date before the extension. Restore the passenger ship safety certificate shall be issued after this rule 18.2 and 19.2. periodic review referred to. 24. a register of registered high speed passenger vessels that meet the high speed craft code requirements for maritime safety inspection or recognized organization under the high speed craft code shall be issued by a high speed craft safety certificate and permit to operate high speed craft. High speed passenger craft complying with the DSC code, the maritime safety inspectorate or a recognized organization in accordance with the provisions of the DSC code issued a DSC construction and equipment certificate and a DSC permit to. 25. before a permit is issued for high speed passenger craft engaged on domestic voyages in the host State, the maritime safety inspectorate or a recognized organization agreed with the host State on operating conditions in the country and these conditions specify a permit. VII. Decisions and appeals procedure for contestation 26. Maritime safety inspection the Inspector's decision, adopted in accordance with the provisions of 22, 23 and 24, may challenge the administrative procedure law within one month from the date of adoption of the decision, shall submit the relevant application to the maritime administration of Latvia's management. 27. the Latvian maritime administration management decisions may be appealed to the Administrative Court of law within one month from the date of the decision. Informative reference to European Union directives, the regulations include provisions resulting from: 1) of the Council of 17 March 1998 Directive 98/18/EC on safety rules and standards for passenger ships;
2) Commission of 5 March 2002 Directive 2002/25/EC amending Council Directive 98/18/EC on safety rules and standards for passenger ships;
3) of the European Parliament and of the Council of 14 April 2003 Directive 2003/24/EC amending Council Directive 98/18/EC on safety rules and standards for passenger ships;
4) Commission of 29 July 2003 Directive 2003/75/EC amending Annex I to Council Directive 98/18/EC on safety rules and standards for passenger ships;
5) of the European Parliament and of the Council of 5 November 2002 Directive 2002/84/EC amending the directives on maritime safety and the prevention of pollution from ships. Prime Minister a. Halloween traffic Minister a. shlesers submitted by the Ministry of transport version of annex 1 of the Cabinet of Ministers on 14 February 2006, regulations No 146 safety requirements for new and existing passenger ships engaged on domestic voyages table of contents chapter I: General provisions (II)-1. Sector: construction-distribution and PERSISTENCE, engine room and wiring (A): General provisions 1. Definitions relating to part B (R 2) 2. Definitions relating to parts C, D, and E (R 3): part B intact stability, distribution and persistence of emergency 1. Intact stability resolution a.749 (18) 2. Distribution of the watertight compartments 3. Floodable length (R 4) the 4. Permissible length of compartments (R 6) 5 permeability (R 5) 6.7. Subdivision factor Special requirements concerning ship subdivision (R 7) 8. Persistence in the damaged condition (R 8) 8-1. Ro-Ro passenger ships in damaged condition resistant (R 8-1), 8-2. Special requirements for passenger ships, carrying 400 people and more (R 8-2) 8-3. Special requirements for passenger ships, other than ro-ro passenger ships, carrying 400 people and more 9 peak and machinery space bulkheads. (R 10) 10 (R 12) .2 11. Subdivision load line detection , marking and recording of (R 13) watertight bulkheads, etc. 12. construction and initial testing (R 14) 13. Watertight bulkheads (R 15) open 14. Ships carrying goods vehicles and accompanying personnel (R 16) 15. Openings in the shell plating below the margin line (R 17) 16. watertight integrity of passenger ships above the margin line (R 20) 17. Cargo loading door closing (R 20-1) 17-1. Watertight integrity from the ro-ro deck (bulkhead deck) to spaces below (R 20-2) 17-2. access to the ro-ro deck (R 20-3) 17-3. The Ro-Ro deck conclusion of bulkheads (R 20-4) 18. information on persistence (R 22) 19. emergency control plans (R 23) 20. integrity of the hull and superstructure, damage prevention and control (R 23-2) watertight doors, etc. 21. labelling, regular use and inspection (R 24) 22. Entries in log (R 25) 23. Lifting platforms and ramps for cars 24. Handrails part c: mechanisms 1. General (R 26) 2. Reciprocating internal combustion engines (R 27) 3. Bilge pumping device (R 21) catchment water pump 4 and type (R 21) features 5 driving in reverse (R 28) 6. Steering gear (R 29) 7. Additional requirements for electric and electro-hydraulic steering gear (R 30) 8. Ventilation systems in machinery spaces (R 35) 9. communication between the navigating bridge and machinery space system (R 37) 10. Engineers ' alarm (R 38) 11. emergency equipment location (R 39) 12. Machinery controls (R 31) 13. Steam pipe systems (R 33) 14. Compressed air systems (R 34) 15. Acoustical protection (R 36) 16. Lifts (D) Share: wiring 1 General (R 40) 2. Main power and lighting (R 41) source 3. emergency source of electrical power (R 42) 4. emergency supplemental lighting for ro-ro ships (R 42-1) 5th security measures against electric shock, fire and other hazards of electrical origin (R 45): part E additional requirements for the engine periodically leave specific consideration (R 54) 1 General (R 46) 2. security measures on fire (R 47) 3. protection against flooding (R 48) 4. Engine control from the navigating bridge (R 49) 5. Communication (R 50) 6 alarm system (R 51) 7. safety systems (R 52) 8. Special requirements for the engine room and boiler and electrical installations (R 53) 9. automatic control and alarm system (R 53.4) II-2. Chapter: fire protection, fire detection and FIRE-FIGHTING, part A, General provisions: 1. Basic principles (R 2) 2. definitions (R 3) 3 Fire pumps, fire mains, hydrants, hoses and nozzles (R 4) 4. Fixed fire-extinguishing systems (R 5 + 8 + 9 + 10) 5. Portable fire extinguishers (R 6) 6 fire-fighting systems machinery spaces (R 7) 7. specific systems in machinery spaces (R 11) 8 automatic sprinkler, fire detection and fire alarm system (R 14) 9. Fixed fire detection and fire alarm system (R 14) solutions to 10. oil fuel, lubricating oil and other flammable oils (R 15) 11. Fireman outfit (R 17) (R 18) 13. Fire plans (R 20) 14. Readiness for operation and maintenance instructions 15. on-board training and drills for 16. Action: the part B fire safety measures 1 structure (R 23) 2. main vertical and horizontal zones (R 24) 3. Bulkhead main vertical zone (R 25) 4. Fire integrity of bulkheads and decks in new ships carrying more than 36 passengers (R 26) 5. Fire integrity of bulkheads and decks in new ships carrying not more than 36 passengers and existing class B ships carrying more than 36 passengers (R 27) 6. Means of escape (R 28), 6-1 escape routes on ro-ro passenger ships (R 28-1), 7. Crossings and the opening (A) and (B) the class divisions (R 30 , 31) and 8 lifts the living and service fire protection area (R 29) 9. Ventilation systems (R 32) 10. Windows and sidescuttles (R 33) 11. the restriction of the use of combustible material (R 34) 12. details of Construction (R 35) 13. Fixed fire detection and fire alarm system and automatic sprinkler, fire detection and fire alarm system (R 14) (R 36) 14. fire protection of special category spaces (R 37) 15. Fire monitoring service , fire detection, alarms and public address systems (R 40) 16 existing class B ships carrying more than 36 passengers, upgrading (R 41-1) 17. Special requirements for ships carrying dangerous goods (R 41) 18. Special requirements for helicopter take-off and landing equipment chapter III: life-saving appliances 1. definitions (R 3) 2 communication, survival craft, rescue boats, personal life-saving appliances (R 6 + 7 + 18 + 21 + 22) 3. emergency alarm , operating instructions, training manual, muster lists and emergency instructions (R 6 + 8 + 9 + 19 + 20) 4. Survival craft muster and supervision (R 10) 5. Procedures to gather and go to your lifeboat and plosto (R 11 + 23 + 25) 5-1 requirements for ro-ro passenger ships (R 26) 5-2. Helicopter landing and take-off sites (R 28) 5-3 decision support system for masters (R 29) 6. Lifeboat launching stations (R 12) 7. Survival craft stowage ( R 13 + 24) 8. strengthening Rescue (R 14) 8a. Marine evacuation systems (R 15) strengthening 9. Survival craft launching and hoisting procedure (R 16) 10. Arrangements for the rescue boat, rescue boat of the sakāpšan landing and take-off (R 17) 11. Emergency instructions (R 19) 12. Readiness operation, maintenance and inspections (R 20) 13. Tutorial on how to abandon ship training and drills, exercises (R 19 + R 30) chapter I General provisions Where expressly provided the provisions of this annex, apply to new and existing passenger ships of classes A, B, C and d: engaged on domestic voyages. New class B, C and D ships of less than 24 metres in length: comply with this annex II-1/B/2 to II-1/B/8 and II-1/B/10 rule requirements. If this annex the application of IMO resolution is required in existing ships, this resolution does not apply to ships constructed until two years after the adoption of the IMO resolution, provided that they comply with the applicable previous resolution (s), if any. "Significant" repairs, alterations and modifications, such as the following:-any change that substantially alters the dimensions of a ship, example: renewal of the vessel by adding new midbody, – any change that substantially alters the permissible number of passengers, for example: vehicle deck converted to passenger facilities-all changes as a result of the significantly longer service life of the vessel, such as: passenger space izremontēšan across the Board. The letter "(R)" following a number of the provisions of this annex shall apply to the headlines, the 1974 SOLAS Convention as amended, on the basis of which is prepared by the provisions of this annex.
Chapter II-1 construction-SUBDIVISION and STABILITY, MACHINERY and electrical installations part A general provisions 1. Definitions relating to part B (R 2) new class B, C and D ships and existing class B ships: 1. Subdivision load line is the waterline used in determining the allocation of the ship; 2. the subdivision load line is the waterline which corresponds to the deeper draught permitted by the applicable distribution requirements. 2. The length of the vessel's length between perpendiculars drawn to the deepest subdivision load line at both ends. 3. The ship's width is the maximum width from one side to the other on the outside of the frame side frame or width below the deepest subdivision load line. 4. the draught is the vertical distance from the moulded base through the theoretical amidships to the subdivision load line. 5. Deadweight tonnes of the difference between the weight of the ship and the ship's displacement in water with a density of 1.025 draught line level, which meet the Summer freeboard. 6. the weight of the ship is a ship's displacement, expressed in tons without cargo, fuel, lubricating oil, ballast water, fresh water and drinking water reservoirs, consumable items, passengers and crew and their personal effects. 7. "bulkhead deck is the upper deck to which watertight bulkhead provided. 8. Margin line is a line drawn at least 76 mm on the planking below the bulkhead deck surface. 9. Space permissible permeability is the volume, expressed in a percentage, you can take water. The volume of the space that extends above the margin line, is measured only up to this line. 10. Engine room located between the theoretical and the moulded base line to the margin line and between the extreme main watertight bulkheads, and this room is in the main and auxiliary propulsion machinery, and boilers used engine needs. 11. passenger spaces are those spaces which are provided for the deployment and use of passengers, excluding baggage, store, provision and mail rooms. 12. design of watertight integrity means that no construction, no other parties passed through the water, caused by water pressure does not corrupt or emergency. 13. the Durability of marine conditions means that water will not penetrate the ship regardless of the weather. 14. Ro-ro passenger ship means a passenger ship with ro-ro cargo spaces or special category spaces as defined in regulation II-2/A/2. 2. Definitions relating to parts C, D, and E (R 3) new class B, C and D ships and existing class B ships: 1.1. Steering gear control system is the device by which orders are transmitted from the navigating bridge to the steering gear power units. Steering gear control systems comprise transmitters, receivers, hydraulic kontrolsūkņ and with the connected motors, motor controllers, piping and cables. 2. The main steering gear is the equipment, steering actuators, steering gear power units, if any, and ancillary equipment and the means to put a steering shaft torque (e.g. tiller or sector) to mobilise and control the vessel in normal conditions of use. 2. Steering gear power units shall be: 1. electric steering gear, an electric motor and its associated electrical equipment; 2. in the case of electrohydraulic steering gear-the electric motor and its associated electrical equipment and connected pump; 3. other hydraulic steering gear, the engine and connected pump. 3. Auxiliary steering gear is the equipment other than any part of the main steering gear necessary to steer the ship, if breaks down the main steering gear but not including the wheel electronics, and other items provided for this purpose. 4. Normal operational and habitable conditions are the circumstances under which the ship as a whole, mechanism, operation, drive, steering capabilities, safe navigation, fire and nogremdējamīb security features, internal and external communications and signals, means of escape, and emergency boat winches, as well as comfortable habitability conditions provided are in working order and functioning normally. 5. Exceptional condition is a condition in which the main source of electrical power failure is not running no services needed for normal operational and habitable conditions. 6. the main source of electrical power, the electricity supply from the main switchboard, which it distributed to all services necessary for maintaining the ship in normal operational and habitable conditions. 7. in the course of a ship is when the AC is not working due to lack of main engines, boilers and auxiliary power units. 8. is the space in the main power plant in which the main source of electrical power. 9. the main switchboard is a switchboard which supply electricity directly from the main source of electrical power and is intended to distribute electrical energy to the ship's functions. 10. The emergency switchboard is a switchboard which in the main electricity source in the event of failure of the power supply of the emergency source of electrical power or the transitional source of electrical power and is intended to distribute electrical energy to the emergency services. 11. emergency source of electricity is electricity source from which the electricity supply to the emergency switchboard, if not working power supply from the main source of electrical power. 12. the maximum service speed of the forwards is the largest ship speed, sailed the seas with the deepest seagoing draught. 13. the maximum speed of the ship backwards in that vessel can be achieved with maximum power in reverse, sailed the seas with the deepest seagoing draught. 14 (a)) the engine room are all machinery spaces of category A and all other spaces containing machinery space main machinery, boilers, oil fuel units, steam and internal combustion engines, generators and major electrical machinery, filling the spot, refrigeration, stabilisation, ventilation and conditioning equipment, and similar spaces and trunks to such spaces which leads. 14 b) machinery spaces of category A are those spaces and trunks connected, which are: 1. internal combustion machinery used for main driving equipment; 2. internal combustion machinery used for purposes other than the main driving device, if this mechanism of total capacity of not less than 375 kW; 3. all liquid fuels in boilers or oil fuel units. 15. Drive system is hydraulic, with equipment supplied by power steering shaft for cutting and which includes steering RAM or RAM, as well as the pipes and fittings and steering actuators. Drive systems may share common mechanical elements, such as the tiller, and steering shaft or elements that are used for the same purpose. 16. A checkpoint are those spaces in which the ship's radio or main navigating equipment or the emergency source of power is located or where the fire recording or fire control equipment is centralised.
Part b intact stability, distribution and persistence of emergency 1. Intact stability resolution a.749 (18) new class A, B, C and D ships of 24 metres in length and OVER All classes of new ships of 24 metres in length and over, the relevant provisions for passenger vessels definitely code for stability (the latest version), adopted by the IMO Assembly in 1993 session 18 November 4 with resolution a.749 (18). Existing class A and B ships of 24 metres in length and OVER all existing class A and B ships under all loading conditions must satisfy the following stability criteria with appropriate adjustments in the light of the open surface of the liquid in tanks in accordance with IMO resolution a.749 (18) 3.3 assumptions or equivalent criteria. (a)) the area under the righting lever (GZ) curve is less than 0.055-metrradiān) at an angle of heel up to 30 °; (ii) 0.09-metrradiān) at an angle of heel up to 40 ° or the angle of flooding to the ship, that is, an angle of heel at which the lower edges of all descend on the hull, superstructures or job board openings, which can not be concluded weathertight manner-if this angle is less than 40 °; (iii) 0.03-metrradiān) at an angle of heel between 30 ° and 40 ° or between 30 ° and the angle of flooding, If this angle is less than 40 °; (b)) the righting lever (GZ) is at least 0.20 metre at an angle of heel equal to or greater than 30 °; (c)) the maximum righting lever (GZ) formed at an angle of heel not exceeding 30 ° but less than 25 °; (d) the initial transverse metacentric) the height shall not be less than 0.15 metre. Loading conditions to be considered for compliance with the above stability criteria shall include at least the IMO resolution a.749 (18) listed in paragraph 3.5.1.1. All existing class A and B ships of 24 metres in length and over, must also meet the additional criteria set out in IMO resolution a.749 (18) in article 3.1.2.6 (additional criteria for passenger ships) and 3.2 (weather criterion). 2. Watertight compartments new class B, C and D ships and existing class B ships: With partitions that are watertight up to the bulkhead deck, each ship is divided into watertight compartments the maximum length of which shall be calculated in accordance with the specific requirements set out below. These requirements can be used instead of the subdivision of passenger ships and the stability rules, such as the 1960 International Convention for the safety of life at sea chapter II, part B, as the equivalent of IMO resolution 265 (VIII), if the rules are applied in full. All the other parts of the internal structure which affects the efficiency of the distribution must be watertight. 3. the Floodable length (R 4) new class B, C and D ships and existing class B ships the Floodable length 1 specific point is the maximum portion of the length of the ship, which is the centre point of the concerned and which can inundate, not into the ship below the margin line, assuming that the permeability meets the specified below. 2. If the vessel is not a continuous bulkhead deck, the floodable length at any of the point can be determined at the chosen margin line which at no point is higher than 76 mm from the surface of the deck at side to which the watertight way is connected to the bulkhead and hull. 3. If the selected part of the margin line is appreciably below the deck to which bulkheads, KD connected may allow a limited extent reduce the partition part of the watertight integrity above the margin line and immediately under the higher deck. 4. Permissible length of compartments (R 6) new class B, C and D ships and existing class B ships the maximum permissible length of a compartment where the Center is located in any point of the ship's length, obtained from the floodable length by multiplying it by an appropriate factor called the allocation factor. 5. the permeability (R 5) new class B, C and D ships and existing class B ships: this part of the rules referred to in 3 specific assumptions apply to the permeability of the spaces below the margin line. In determining the floodable length, the space in the selected medium permeability below the margin line, is specified in the rule table 8.3. 6. Subdivision factor allocation factor is this: for new class B, C and D ships and existing class B RO-RO passenger ships 1.0, if the ship is certified to carry fewer than 400 passengers, and 0.5 in the case of ships certified to carry 400 passengers and more. Existing class B ro-ro vessels, this requirement shall apply not later than the date of compliance laid down in regulation II-1/B/8-2, paragraph 2. Existing class B passenger ships other than RO-RO ships: 1.0 7. Special requirements concerning ship subdivision (R 7) new class B, C and D ships and existing class B ships 1. If any part or parts of the ship the watertight bulkhead extends up to a higher deck than in the rest of the ship, and if you wish to use the following extension of the floodable length of bulkheads in calculating, for each such portion of the ship can be used to separate the margin line, provided that: 1. the ship's sides extending along the length of the ship to the deck corresponding to the upper margin line and believe that all openings in the shell plating below this deck throughout the length of the ship below the margin line, according to the provisions of article 15; and 2 the two compartments adjacent to the ' step ' in the bulkhead deck are permissible length corresponding to their respective margin lines, and, moreover, their combined length does not exceed twice the permissible length based on the lower margin line. 2. the length of a Compartment may exceed the permissible length determined by the rules of regulation 4 provided that each such compartment next to the couple's total length, which is common to the relevant compartment shall not exceed the floodable length, or twice the permissible length whichever is the less. 3. a main transverse bulkhead may be recessed provided that all parts of the recess located on the ship's two side vertical surface inside the distance from the shell plating equal to one fifth of the breadth of the ship, and that they are at right angles to the centre line of the load line level. All parts of the recess located outside these limits laid down should be regarded as "the stairs" in accordance with paragraph 6. 4. where a main transverse bulkhead is recessed or "step", the allocation is used for determining the equivalent flat bulkhead. 5. where a main transverse watertight compartment contains partitions and KD are assumed that after the possible side damage exceeding 3.0 m length plus 3% of the length of the ship or 11 metres, or 10% of the length of the ship whichever is the less, all the main compartment will not be flooded, a proportionate can increase the permissible length otherwise required by this partition. In such a case, the effective buoyancy assumed on the undamaged side of the amount not greater than the assumed buoyancy of the damaged side. Tolerance in accordance with this paragraph shall be made only if the following tolerance does not impede compliance with rule 8. New class B, C and D ships: 6. a main transverse bulkhead may be fitted with a "step", provided that it meets one of the following conditions: 1. the total of the two compartments, separated by the length of a bulkhead shall not exceed 90% of the floodable length or twice the permissible length, except vessels subdivision factor is 1, as both the partition the total length does not exceed the permissible length; 2. to achieve the same level of security as in the case of a flat bulkhead provides extra distribution "step"; 3. the compartment over which the step extends does not exceed the "", the permissible length corresponding to a margin line, measured 76 mm below the step "". 7. Vessels with a length of 100 m and more, one of the main transverse bulkheads shall be provided on the back of the fore at a distance from the forward perpendicular, as does not exceed the permissible length. 8. If the distance between two adjacent transverse bulkheads, or their equivalent flat bulkheads, or the distance between the transverse planes passing through the nearest partition "step" part, is less than 3.0 m plus 3% of the length of the ship, or 11.0 m or 10% of the length of the ship, whichever is less, only one of these bulkheads can be considered part of the distribution of the ship. 9. where the required subdivision factor is 0.50, any two adjacent compartments shall not exceed the overall length of the flooding. 8. the persistence of emergency conditions (R 8) new class B, C and D ships and existing class B ships: 1.1. Sufficient intact stability condition shall be provided in all service conditions to enable the ship to withstand the final stage of flooding of any one main compartment which is required to be within the floodable length. 1.2. If two adjacent compartments are separated by a partition, which is the "steps" in accordance with 7.6.1. rule conditions, the intact stability shall be adequate to withstand the flooding of those two adjacent partitions. 1.3. Where the required subdivision factor is 0.50, the intact stability shall be adequate to withstand the flooding of any two adjacent compartments. 2.1. the requirements in paragraph 1 shall be determined by calculations carried out in accordance with the 3, 4 and 6 above, and taking into account the size and technical characteristics, as well as the corrupt partition layout and configuration. In making these calculations assume that the persistence of the ship is the worst possible conditions. 2.2. If it is intended for installation sealed decks, inner skins or longitudinal bulkheads of sufficient close to seriously restrict the flow of water, proper consideration is to be given to such restrictions in the calculations. New class B, C and D ships and existing class B RO-RO passenger ships and existing class B passenger ships other than RO-RO vessels BUILT in 1990 or later: April 29 2.3. The required stability, after emergency and equalization where provided, shall be determined as follows: 2.3.1 the positive residual righting lever curve minimum range is 15 ° above the balance angle. This range may be reduced to not more than 10 ° if the area under the righting lever curve specified are specified in point 2.3.2., multiplied by the ratio 15/range, where range is expressed in degrees. 2.3.2. The area under the righting lever curve has at least 0.015 metrradiān, measured from the angle of equilibrium to the lesser of the following angles: the angle at which progressive flooding occurs; 2.22 ° (measured from the upright) in the case of one compartment flooding, or 27 ° (measured from the upright) in the next two existing partition at the same time in case of flooding. 2.3.3. Remaining righting is found in the circle of positive stability, taking into account the greatest of the following heeling moments: 1. all passenger ship sadrūzmēšan in one side; 2. all fully loaded davit-launched survival craft on one side; 3. due to wind pressure calculated using the following formula: GZ (meters) = heeling moment 0.04 + displacement righting must not, however, be less than 0.10 metres. 2.3.4. to calculate referred to in 2.3.3 heeling moment, the following assumptions: 1. the heeling moment due to passengers ' scramble: 1.1. four persons per square metre; 1.2. one passenger mass is 75 kg; 1.3. passengers shall be distributed on available deck areas towards one side of the ship on the decks where assembly stations and in such a way that they produce the most adverse heeling moment. 2. the heeling moment due to all fully loaded davit-launched survival craft on one side: 2.1 assumes that all lifeboats and rescue boats fitted on the side to which the ship has heeled after, fully loaded and ready for lowering; 2.2. If fully loaded lifeboat is designed to derail the strengthened position, the maximum heeling moment during launching shall be determined; 2.3. assumes a fully loaded davit-launched life-raft attached to each davit on the side to which the ship has heeled after landing; 2.4. the people who are not in the case for lowering lifeboats shall not provide either additional heeling or righting moment; 2.5. assumes that the means of rescue, located on the opposite side of the vessel in a stowed position. 3. the heeling moment caused by wind pressure: 3.1. Class b: a wind pressure of 120 applied N/m2; (C) and (D) class: wind pressure apply 80 N/m2; 3.2. the applicable area of the ship shall be the projected lateral area above the waterline corresponding to the intact condition; 3.3. the moment arm shall be the vertical distance from a point at one half of the mean draught corresponding to the intact condition to the Centre of gravity of the lateral area. 2.4. In the case of great progressive flooding, it causes a rapid reduction in the righting lever of 0.04 metres or more for, and must consider that the righting lever curve ends at an angle at which progressive flooding begins, 2.3.1. and 2.3.2. point and the circle and the square should be measured to that angle. 2.5. the progressive flooding is small, do not continue to rise and cause a relatively slow reduction in righting lever of less than 0.04 metres, remaining partially cuts off the curve, assuming that the progressively flooded space is flooded from the outset. 2.6. at an intermediate state of flooding the maximum righting lever shall be at least 0.05 metres and the range of positive righting is at least 7 °. In all cases, it must be assumed that there is only one damage in the hull and only one free surface. New class B, C and D ships and existing class B ships: 3. to calculate the intact, use the following volume and surface permeability, permeability (%)

Cargo or goods storage facilities intended for the Living space for the liquid of the engine room or 95 60 95 95 0 (*) depending on which requirements are stricter assumes that the surface permeability is higher in those rooms that damaged the nearby peldvirsm substantial quantity of accommodation or machinery and spaces which are usually not in substantial quantity of cargo or goods. 4. Assume that the extent of damage shall be as follows: 1. length: 3.0 metres plus 3% of the length of the ship, or 11.0 metres, or 10% of the length of the ship whichever is the less; 2. transverse (measured from inside the ship's side at right angles to the centreline at the level of the deepest subdivision load line): one fifth of the breadth of the ship; and 3 vertical: from the base up the vertical without restrictions. 4. If the damage is less than that specified in 4.1, 4.2 and 4.3, cause more serious consequences on the heel or loss of metacentric height, such damage should be made for the calculation. 5. Irregular flooding should be reduced as far as possible, by taking effective measures. If you need to adjust the high bank angle, the means chosen, if practicable operate automatically, but in any case, if there are self-acting, they must be controlled from above the bulkhead deck. New class B, C and D ships the maximum angle of heel after flooding but before equalization shall not exceed 15 °. If there is a storm devices, smoothing time shall not exceed 15 minutes. The master of the ship shall provide sufficient information for storm devices. 6. Final conditions of the ship after damage and, in the case of unsymmetrical flooding, after equalisation measures have been taken, as follows: 1. in the case of unsymmetrical flooding, the positive residual metacentric height of at least 50 mm as calculated by the constant displacement method;. 2. (a) in point 6.2) if not otherwise provided, in the case of unsymmetrical flooding the angle of heel, flooded one compartment shall not exceed 7 ° for class B ships (new and existing) and 12 ° (C) and (D) class ships (new ship). If you flooded two adjacent compartments, new and existing class B ships heel of 12 ° may be permitted provided that the subdivision factor flooded part of the ship is nowhere greater than 0.50.2 b) existing passenger ships of class B non ro-ro vessels and were built before 29 April 1990, in the case of unsymmetrical flooding the angle shall not exceed 7 °, except in exceptional cases, when KD may allow additional heel due to unsymmetrical flooding but the final heel shall in no case exceed 15 °. 3. Margin line in the final stage of flooding shall not be immersed. If you believe that the margin line may sink into the flooding at an intermediate stage of manufacture, KD can require such studies and measures it deems necessary for the safety of the ship. 7. The master of a ship shall provide the data necessary to maintain sufficient intact stability in operating the ship intact condition to enable the ship to withstand serious damage. If ships need storm device, the master of the ship shall be informed of the conditions of stability on which the calculations of heel have been conducted, and warn him that you may encounter excessive heeling, if the ship sustains damage by working in less-favoured circumstances. 8. The previous data mentioned in paragraph 7 which allows the master to maintain sufficient intact stability of the vessel condition, includes information on maximum permissible height of the ship's centre of gravity above keel (KG), or alternatively the minimum permissible metacentric height (GM) at various draughts or displacement, reflecting all operating conditions. Information is indication of the influence of various trims taking into account operational limits. 9. each fore and aft of the ship is clearly marked for the draught mark. If the draught marks are not marked where they are easy to read, or operational limitations in a given type of activity complicates the draught mark reading, also be equipped with vessel safe draught reading system, which can detect the bow and the stern sank. 10. When you have finished loading, the ship before its departure, the master shall determine the ship's trim and stability and also check and record the fact that the ship complies with the relevant provisions laid down in the stability criteria. Stability is always determined using the calculations. For this purpose you can use electronic loading and stability computer or equivalent device. 11. KD must not impose requirements as to facilitate sustainability emergency, unless it is confirmed that these requirements do not want damaged the vessel's metacentric height in any service condition is great for the intended operation of the .11. 12. Facilitate requirements for emergency persistence allows only exceptional cases provided that the KD for that size, construction and other characteristics of which can practically and reasonably be adopted in certain operating conditions, the best resistance in case of emergency. 8-1. the Ro-Ro passenger ships stability emergency conditions (R 8-1) existing class B RO-RO passenger ships: 1. Existing class B ro-ro passenger ships shall apply the provisions of 8 no later than the first scheduled trial date after the date of compliance prescribed below, according to A/Amax value defined in the annex of the calculation procedure to assess the existing ro-ro passenger ships useful economic life using simplified method based on resolution a. 265 (VIII), developed by the IMO Maritime Safety Committee at its 1991 59. session (MSC/Circ. 574): A/Amax: compliance date value: less than 85% 1998 October 1, 85% or more but not exceeding 90% 2000 October 1, 90% or more, but not exceeding 95% 2002 October 1, 95% or more but not exceeding 97.5% 2004 1 October 97.5% or more. 2005 October 1, 8-2. Special requirements for ro-ro passenger ships carrying 400 persons or more (R 8-2) new class B, C and D ships and existing class B RO-RO passenger ships irrespective of regulations II-1/B/8 and II-1/B/8-1 1. new ro-ro passenger ships, which may be to transport 400 people or more, apply the rules II-1/B/8 2.2, assuming that the damage is affected by the length of the ship (L); and 2. existing ro-ro passenger ships certified to carry 400 people and more, paragraph 1 shall apply not later than the first scheduled trial date after 2.1., 2.2., or in compliance with paragraph 2.3 days-depending on which of the days would come last. 2.1 A/Amax: Match day: less than 85% 1998 October 1, 85% or more but not exceeding 90% 2000 October 1, 90% or more, but not exceeding 95% 2002 October 1, 95% or more but not exceeding 97.5% 2004 1 October 97.5% or more. the 2010 October 1 allowed passengers carried 2.2:1 500 or more 1, 2002 October 1 000 or more but less than 1 500 2006 October 1, 600 or more, but less than 1 000 2008 October 1, 400 or more, but less than 600 2010 October 1 2.3. age is 20 years or more: the age of the ship which is the period from the date of incorporation of the keel or a similar stage of construction or from the day on which the ship rebuilding on ro-ro passenger ships. 8-3. Special requirements for passenger ships, other than ro-ro passenger ships, carrying 400 persons or more class B, C and D ships, CONSTRUCTED in 2003 on 1 January or AFTER, and which is NOT a RO-RO passenger ships, irrespective of the rules II-I/B/8 passenger ships, other than ro-ro passenger ships certified to carry more than 400 people, apply the rules II-1/B/8 2.3 and 2.6. assuming that the damage is affected by the ship's length l. 9 peak and machinery space bulkheads. (R 10) new class B, C and D ships and existing class B ships: 1. a forepeak or collision bulkhead shall be provided, which shall be watertight up to the bulkhead deck. The distance between the bulkhead and the perpendicular of the bow is at least 5% of the length of the ship and not more than 3 metres plus 5% of the length of the ship. 2. If any of the parts of the vessel, such as the curved bow, below the waterline is located before the perpendicular of the bow, set out in paragraph 1, the measured distances either: 1. the projection of the environment; 1.5% or 2 away from the length of the ship, which is in front of the bow perpendicular; or 3.3 metres in front of the bow perpendicular, whichever length is smallest. 3. If the front is installed along the body, the forepeak or collision bulkhead in sea conditions resistant way extended up to the next full deck above the bulkhead deck. Extension designed to exclude the possibility that it may damage the bow door, if it breaks down or removed. 4. The previous paragraph 3 stipulates the extension need not be fitted directly above the bulkhead below, provided that all parts of the extension are not raised after 1 or 2 points in front. However in existing class B ships: 1. where a sloping loading ramp within the extension of the collision bulkhead above the bulkhead deck, the part of the ramp which is more than 2.3 metres above the bulkhead deck, can be raised up to 1.0 metres behind the front boundary, as defined in points 1 and 2; 2. If the existing ramp as the collision bulkhead projection does not comply and the location of the ramp does not allow this extension to fit 1 or 2 within the limits laid down in point, projection can fit in a limited distance behind the back of the ship as determined in point 1 or 2. Limited distance aft should be greater than what is necessary for the smooth operation of the ramp. Projections of the collision opens forward, meet the requirements of paragraph 3 is installed so that the ramp could be damaged if the ramp breaks down or removed. 5. Ramp that does not meet the above requirements is not considered a collision bulkhead in the projection. 6. the existing class B ships in paragraph 3 and 4 shall apply not later than the first scheduled trial date after July 1, 1998. 7. also after peak bulkheads must be installed and the partition that separates the engine from the cargo and passenger spaces forward and aft, and they must be watertight up to the bulkhead deck. The afterpeak bulkhead may, however, create a "step" below the bulkhead deck, provided that such solutions do not reduce the safety of the ship in relation to the distribution. 8. in all cases the stern tube tubes placed in watertight spaces. The stern gland is situated in a watertight shaft tunnel or other watertight space separate from the stern tube compartment capacity is that the aft seal leak case not to submerge the margin line. 10. Double (R 12) new class B, C and D and existing class B ships, and NEW ships constructed 1 January 2003 or LATER and are 24 metres in length and above: 1. New class B, C and D and existing class B ships, and new ships constructed on 1 January 2003 or later and 24 metres in length and over is a double, extending from the forepeak bulkhead to the afterpeak bulkhead, to the extent feasible and compatible with the design and proper operation. 1. in ships of 50 metres and upwards but less than 61 metres, a double bottom shall be fitted at least from the machinery space to the forepeak bulkhead, or as near as possible to it. 2. In ships of 61 metres and is more but not exceeding 76 metres in length, a double bottom shall be fitted at least from the machinery space to the forepeak and afterpeak of the exterior bulkhead or as close as possible to them. 3. in ships of 76 metres in length and above, a double is amidships and the forepeak and afterpeak reaches to the bulkhead or as close as possible to them. 2. If it is necessary to double the height, it must comply with the recognised standards of the organisation and the inner bottom shall be continued out to the ship's sides in such a manner as to protect the bottom to the turn of the bilge. This protection is considered adequate if the cumin kalsiņ and the outer edge of the outer plating of caraway intersection line below the horizontal plane passing through the mideļbrang and 25 ° angle to the base of the existing transverse intersection of diagonals and split the point corresponding to half the height of the theoretical onboard the ship, taking from the centre line. 3. Small Wells constructed in the double bottom of the well arranged in connection with the bilge pumping devices does not extend down more than necessary. Wells depth should not exceed the depth of the double bottom at the centreline minus 460 mm, and oh not to be drawn to paragraph 2 below the horizontal plane referred to in. Oh, as for external bottom, however, is allowed in the shaft rear end of the tunnel. KD may authorize another installation of the UK (e.g. lubricating oil under main engines) when it acknowledges that such systems provide protection equivalent to that afforded under the provisions of the fire safety provided. 4. you do not need a double small watertight compartments used exclusively for the carriage of liquids, provided by KD thought the bottom or side damage, for this reason, do not reduce the safety of the vessel. 5. Notwithstanding the provisions of paragraph 1 of 10 KD may allow installation of a double not in the part of the ship where the subdivision factor not exceeding 0.5, if it recognizes that the installation of double bottom part of the ships concerned would not be compatible with the design and proper operation. 11. The subdivision load line detection, marking and recording of (R 13) new class B, C and D ships and existing class B ships: 1. to maintain the required degree of subdivision to the ship's sides amidships and marked load line according to the approved subdivision draught. A ship having spaces which are specially adapted for the accommodation of passengers and the carriage of cargo alternatively may, if owners desire, and mark one or more additional load lines to correspond with the subdivision draughts which the KD may approve for alternative service conditions. 2. in Particular, and highlighted the subdivision load line records the passenger ship safety certificate, and shall be identified by a mark c. 1, if there is only one subdivision load waterline. If there is more than one subdivision load line, the differing circumstances identified by marks C. 2, C 3, C 4., etc. [2]. Each of these load lines under the freeboard is measured in the same position and from the same deck line as the freeboards determined in accordance with the International Convention on load lines in force. 4. Passenger ship safety certificate shall clearly indicate the freeboard corresponding to each approved subdivision load line and the conditions of operation for which this line is approved. 5. the subdivision load line mark must not be above the load line in salt water as determined by the strength of the ship or the International Convention in force for the load. 6. Notwithstanding the subdivision load line mark the location of the vessel must not load so that the stick in the season and the location to the appropriate load line mark, as determined in accordance with the International Convention on load lines in force. 7. The Board shall not fill so that the stick in the subdivision load line mark that corresponds to a specific flight and operating conditions. 12. construction of bulkheads watertight, etc. and the initial testing (R 14) new class B, C and D ships and existing class B ships: 1. all transverse or longitudinal watertight subdivision bulkheads built in such a way that they have an adequate resistance to withstand the maximum pressure of the water mass of the vessel in case of emergency and to withstand at least the mass of water pressure, which reaches to the margin line. The construction of these bulkheads shall be in accordance with the recognised standards of the organization. 2.1. the "steps" of bulkheads and recesses shall be watertight and as strong as the rest of the bulkhead. 2.2. If you pass through a watertight deck or bulkhead frames or beams, such deck or bulkhead shall be made structurally watertight without the use of wood or cement. 3. the main partition testing by filling them with water is not compulsory. If you do not perform testing by filling with water, if possible, carried out with water from the hose. This test is carried out in the last phase of construction of the ship. If you check with the water from the hoses is not possible because you may damage the insulation of electrical equipment of machinery, or furnishings, may take the place of welded connection and a thorough Visual inspection using, where appropriate, such as tightness test method of colouring or ultrasonic leak test or an equivalent test method. In any case, the watertight bulkheads carried out a thorough inspection. 4. the forepeak, double (including tuneļķīļ) and inner skins shall check with the water pressure, according to the requirements of paragraph 1. 5. It holds caurlaidīgum designed for the storage of liquids, and which form the ship breakdown, check with the water mass that extends up to the deepest subdivision load line, or for up to two-thirds of the Board height, measured from the top of keel long tanks-depending on what is more and on condition that the mass of water must not be lower than 0.9 m above the tanks; If the test with water is not possible, you can use the air leak check, exposing the tank air pressure not more than 0.14 bar. 6. The examinations referred to in paragraphs 4 and 5, a tool to verify the structural element of watertight integrity of the distribution, and they should not be considered for the tests, fixing the bin fitness of oil fuel storage or for other purposes as it may require stricter checks depending on the level of the liquid to the tank or pipes that are connected with it.

13. Watertight bulkhead openings (R 15) new class B, C and D ships and existing class B ships: .1 the number of openings 1 waterproof bulkheads shall be reduced to the minimum compatible with the design and proper working of the ship; provision must be made for appropriate resources to conclude this opening. 2.1. If the watertight subdivision bulkheads are fitted the pipes, scuppers, electrical cables, etc., must be taken to ensure the watertight integrity of the bulkheads. 2.2. Watertight subdivision bulkheads must not be fitted with valves which do not belong to the pipe system. 2.3. In systems which penetrate watertight subdivision bulkheads, lead or other heat sensitive materials shall not be used, where deterioration of such systems in the event of fire would impair the watertight integrity of the bulkheads. 3.1. doors, manholes, or access openings shall not be provided: 1. in the collision bulkhead below the margin line; 2. in watertight transverse bulkheads dividing a cargo space from an adjacent cargo space, except as provided for in paragraph 10.1 and in regulation 14. 3.2. with the exception of the case provided for in point 3.3, the collision bulkhead below the margin line may cross more than one tube, forepeak tanks for liquid, provided that the pipe is fitted with a screw valve, which can be operated from above the bulkhead deck and the valve box must be fastened to the collision bulkhead inside the forepeak. This valve, however, may be provided at the back of the collision bulkhead provided that the valve is readily accessible under all service conditions and the space in which it is located is not a cargo space. 3.3. If the forepeak is destined for two different kinds of liquids the collision bulkhead below the margin line, can cross the two pipes, built according to the requirements of paragraph 3.1, provided that it is virtually impossible to get along without the other pipe building, and that the ship is still safe, taking into account the additional partition in the forepeak. 4. as regards the premises containing the main and auxiliary propulsion machinery including boilers, provided the engines in each main transverse bulkhead may be not to have more than one door, except the doors to shaft tunnels. When there are two or more shafts are fitted, the tunnels shaft connects with interconnected tunnels. When there are two shaft, between the machinery space and the tunnel has only one door, and if there are more than two-door is only two. All these doors are sliding and fitted it to the threshold would be the highest possible. Hand gear for operating these doors from above the bulkhead deck shall be located outside machinery spaces. 5.1. the existing class B ships and new class B, C and D ships of less than 24 metres in length: watertight doors shall be sliding doors or hinged doors or doors of a similar nature. Removable door panels that are concluded only with bolts and doors that close in the fall, is not allowed. New class B, C and D ships of 24 metres in length and OVER, watertight doors except in paragraph 10.1 or 14. as provided in the rules, have power-operated sliding doors complying with the requirements of paragraph 7 and which can at the same time close from the central operating console at the navigating bridge in not more than 60 seconds, the ship while standing up. 5.2. Existing class B ships and new class B, C and D ships of less than 24 metres in length: sliding doors can be:-hand-operated or power-operated-as well as hand-operated. New class B, C and D ships of 24 metres in length and above ships with the total number of watertight doors is not more than two and these doors are situated in the machinery space or machinery space bulkheads bounding KD may allow these two doors to be operated exclusively by hand. If sliding doors are fitted with hand-operated, this door must be closed before the ship leaves the berth to go trip with passengers, and the shipping time that door must remain closed. New class B, C and D ships and existing class B ships 5.3. Irrespective of whether a sliding watertight door is operated by a motor-driven or not, must be close to them all, using power-driven or hand-operated, against an adverse list of 15 ° on either side. Consider also the power that may act on the door of the one or the other, as happens when the opening into the water, creating a static pressure equal to water level at least 1 metre above the sill of the door opposite the waistline. New class B, C and D ships of 24 metres in length and OVER 5.4. Watertight door controls, including hydraulic piping and electric cables, shall be kept as close as practicable to the bulkhead in which the doors are fitted, in order to reduce the likelihood of them being involved in any damage which the ship may sustain. Watertight doors and their control systems must be installed so that if the ship sustains damage that should not exceed one fifth of the breadth of the ship (this distance shall be measured at right angles to the centreline at the level of the deepest subdivision load line), it is not affected the operation of watertight doors that are not damaged in shipping. 5.5. all sliding doors with mechanical or hand-operated must be fitted with a warning device that all remote items shows that the door is open or closed. Remote items only on the navigating bridge as required by paragraph 7.1.5 and above the bulkhead deck, from which paragraph 7.1.4 requires to provide the motor control. Existing class B ships and new class B, C and D ships of less than 24 metres in length: 5.6 watertight doors which do not conform to 5.5 5.1 above, before the voyage commences and closes during navigation keep closed; a log entry when this door opened after the arrival of the ship in port and what time they close before the vessel's departure from the port. New class B, C and D ships of less than 24 metres in length and existing class B ships 6.1. Sliding doors with hand drive may have a horizontal or vertical motion. It must be possible to operate the door mechanism on either side, and from an accessible position above the bulkhead deck with an all round crank motion or some other movement providing the same guarantee of safety and which has been approved. If you use the hand gear, the door is completely closed, the time it takes a ship when in vertical position, must not exceed 90 seconds. Existing class B ships 6.2. Power-operated sliding doors may have a horizontal or vertical motion. If the door is operated by a motor drive, using the central management system, a mechanism must be provided to the door with the same motor drive can be operated from either side. Local management system handles that connected to the RAM, installed on both sides of the bulkhead in such a way that the people who use the door to hold both handles in the open position and cannot accidentally start the door closing mechanism. Power-operated sliding doors shall be provided with hand gear, which can be operated from either side and from an accessible position above the bulkhead deck with an all round crank motion or some other movement providing the same guarantee of safety and which has been approved. Be made audible warning that the closure has begun, and this signal should sound until the door is completely closed. In addition, the rooms with loud background noise sound is required, accompanied by a flashing light signal at the door. New class B, C and D ships of 24 metres in length and OVER 7.1 All sliding watertight doors with mechanical drive is: 1. sliding vertically or horizontally; 2. subject to paragraph 11, usually not more than 1.2 metres in width. KD may allow wider door installation only if this is considered necessary for the effective operation of the ship, provided that account is taken of other safety measures, including: 2.1. Special consideration shall be given to the strength of the door and its closing appliances in order to prevent leakages; 2.2. the door should be located outside the damage zone B/5; 2.3. when the ship is at sea, the door should be closed, except for limited periods when their opening is absolutely necessary, as determined by the KD, is equipped with 3 devices needed to open the door using electric power, hydraulic power, or any other form of power that is acceptable to the KD; 4. it is equipped with an individual hand-operated mechanism. It must be possible to open and close the door by hand from either side, and in addition, close the door from an accessible position above the bulkhead deck with an all round crank motion or some other movement providing the same guarantee of safety and is acceptable to the CUSTOMER. In all operational zones must clearly indicate the rotation motion or other direction of movement. The time required to completely close the door by hand gear, shall not exceed 90 seconds, the ship was in a vertical position; 5. it is to be fitted with a control system for the motor of the door opening and closing of the two sides of the door, as well as the motor of the door closed from the central operating console at the navigating bridge; 6. it is to be fitted with a sound that differs from the others in the area heard the signals and makes each time you place the door closing with motor and remote control before starting and closing of the door after door is completely closed sounds at least 5 seconds but no longer than 10 seconds. If the door is operated by remote control, using a hand-operated, it is sufficient if the tone sounds only during movement of the door. The KDI may require that the passenger rooms and rooms with loud background noise sound complement with a flashing light signal at the door; and with approximately equal 7 is the closing speed in the case of mechanical power. Closing time, starting from the spinning of the door until the door is completely closed, shall not be less than 20 seconds and shall not exceed 40 seconds, the ship being in a vertical position. 7.2. the Electricity needed to power-operated sliding watertight doors shall be supplied from the emergency switchboard either directly or by a dedicated distribution board situated above the bulkhead deck; where appropriate, the indications of the control and alarm circuits shall be provided directly from the emergency switchboard or through a dedicated distribution board situated above the bulkhead deck, and automatically provides temporary emergency source of electrical power, the main failure or emergency power source. 7.3. Power-operated sliding watertight doors shall be 1. centralised hydraulic system with two independent power sources, consisting of the engine and the pump that can be simultaneously closing all doors. In addition, the system as a whole is designed for hydraulic accumulators with a capacity sufficient to be able to operate all the doors at least three times, i.e. closed-open-closed, against an adverse list of 15 °. This cycle must be carried out when the accumulator pressure at which the pump cut takes place. The fluid used shall be chosen considering the temperatures liable to be encountered by the installation during its service. Mechanical drive system designed to reduce the possibility that one of the hydraulic pipe system damage may affect more than one door. Hydraulic system shall be equipped with an alarm that warns of low hydraulic fluid level in the reservoirs which supply fluid power system, and alarm or other effective means, which warns of low gas pressure, of monitoring loss of stored energy in hydraulic accumulators. It must have a sound and light alarm, located in the central operating console at the navigating bridge; 2. an independent hydraulic system for each door with each power source consisting of a motor and pump capable of opening and closing the door. In addition, there must also be a hydraulic accumulator of sufficient capacity to operate the door at least three times, i.e. closed-open-closed, against an adverse list of 15 °. This cycle must be carried out when the accumulator pressure at which the pump cut takes place. The fluid used shall be chosen considering the temperatures liable to be encountered by the installation during its service. The central operating console at the navigating bridge shall be provided with a common alarm or other effective means, indicate low pressure level of monitoring loss of stored energy in hydraulic accumulators. All local operating space is also equipped with an accumulated loss of light energy; 3. an independent electrical system and engine for each door with each power source consisting of a motor and pump capable of opening and closing the door. Power source can automatically supply with energy from the power source, the temporary emergency if breaks down the main or emergency source of electrical power, and its capacity is sufficient to operate the door at least three times, i. e. closed-open-closed, against an adverse list of 15 °. Systems described in 7.3.1, 7.3.2 and 7.3.3., provides the following: Power-operated watertight sliding door energy system is separated from the rest of the energy recovery system. One damage electrical or hydraulic power-operated systems excluding the hydraulic actuator, do not interfere with the operation of the door with the hand. 7.4. control system handles fitted on both sides of the bulkheads at least 1.6 metres above the floor in such a way that the people who use the door to hold both handles in the open position and cannot accidentally start the door closing mechanism. Opening and closing the door, the handle in the direction of movement is the same as the direction of movement of the door, and it must be clearly stated. If you need to make only one movement of the door closing to occur in living rooms intended for watertight door hydraulic control system positioned so that they cannot run the children, such as behind the paneļdurv with the latch, which is located at least 170 cm above deck. New class B, C and D ships and existing class B ships of 24 metres in length and OVER, both sides of plate with, is how to operate the door system. Both sides of the door is also a plaque with the text or images, which warns about how dangerous it is to be in the doorway when the door is closed. These tiles are made of durable material and tightly fastened. In the text to link or warning plate informs about the closing of the door. New class B, C and D ships of 24 metres in length and OVER 7.5. As far as practicable, electrical equipment and components for watertight doors shall be situated above the bulkhead deck and outside hazardous areas and spaces. 7.6. The electrical components of the box to be placed below the bulkhead deck, sufficiently protected from contact with water. 7.7. power, control, indication and alarm circuits shall be protected against damage in such a way that one door circuit will not cause damage, damage to the other door closing. Short circuit or other door alarm or indicator circuits does not cause damage to the door of the power loss. The system shall be so arranged that water entering electrical equipment located below the bulkhead deck will not cause the door opening. 7.8. the disruption of energy supply due to sliding watertight door control of mechanical power, or mechanical drive system, not close the door opening leads. Energy constantly monitors the electrical circuit in a location as close as possible to all engines required by the provisions of paragraph 7.3. In the case of interruption of the power supply must be exposed and audible signal at the central operating console at the navigating bridge. 8.1. the central management console on the navigating bridge is "privileged mode" switch with two modes of control: a "local control" mode that lets you open the locally and locally close all doors after use without automatic closure, and a "doors closed" mode, which automatically closes all of the open doors. "Close the door" mode allows the door to be opened locally and automatically shuts the door, freeing up the local control mechanism. "Privileged mode" switch is normally switched on "local control" mode. "Close the door" mode is used only in an emergency or inspection purposes. 8.2. The navigating bridge central switchboard has a chart with all door locations and light indicators showing whether the door is closed or open. Red light means that the door is fully open, and the green light means that the door is fully closed. If the door closes with the remote, red light blinks to indicate that the door is closed. Led circuit is not connected to the door controls. 8.3. Remotely from the central control console shall not be possible to open any door. New class B, C and D ships and existing class B ships 9.1. all watertight doors are closed during navigation except that they may be opened during navigation as specified in paragraphs 9.2 and 9.3. Watertight doors of width permitted in paragraph 11 cases more than 1.2 metres must be opened only under the conditions described in that paragraph. All doors that open in accordance with this paragraph are ready for immediate closing. 9.2. Watertight door may be opened during navigation to the passengers or crew, or when in the immediate vicinity of the door necessitates it being opened because of work. When the door exit has occurred or has completed the work that the door was open, the door must close immediately. 9.3. Certain watertight doors may be permitted to remain open during navigation only if it is absolutely necessary; that is, being open is determined essential to the ship equipment to function safely and efficiently, or to permit passengers normally unrestricted access throughout the passenger area. It determines the KD only after you have carefully considered the impact of opening the door to the operation of the ship and the useful economic life. The watertight door that may remain open, clear information on the vessel's stability, and they constantly must be ready to close. New class B, C and D ships 10.1. If the KD believes that such doors are essential, according to the construction of watertight doors may be fitted with watertight bulkheads and decks separating cargo spaces. They can be hinged door, the door on the drums or sliding doors, but they are not controlled by remote control. They shall be provided at the highest level and as far from the shell plating, but the external vertical distance from the borders in the shell plating shall be not less than one fifth of the breadth of the ship, and this distance shall be measured at right angles to the centreline at the level of the deepest subdivision load line. 10.2. The doors shall be closed before the voyage commences and shall be kept closed during navigation; a log entry when this door opened after the arrival of the ship in port and what time they close before the vessel's departure from the port. If any of the doors be accessible during the voyage, they shall be fitted with a device which prevents unauthorized opening. If you receive a proposal to install such a door, this particular KD door number and system. 11. Bulkheads, other than machinery spaces may not be fitted with removable plates. Before the ship leaves port, the plates are always placed them in the space provided and do not touch it during navigation except in case of urgent need, as it does after the captain's choice. KD may allow in each main transverse bulkhead of one sliding watertight doors, which are greater than those in point 7.1.2. door, replace it with these plates each, provided that these doors shall be closed before the ship leaves port and remain closed during navigation except in case of urgent need where do check the master. These doors need not meet the requirements of paragraph 7.1.4 regarding complete closing 90 seconds, using a hand-operated drive. Regardless of whether the ship is at sea or in port, this door opening and closing times of the log entry. 14. Ships carrying goods vehicles and accompanying personnel (R 16) new class B, C and D ships and existing class B ships: 1. This provision applies to passenger ships designed or adapted for trucks and accompanying personnel. 2. If such a ship the total number of passengers, including persons accompanying vehicles, does not exceed N = 12 + A/25, where A = total deck area (square metres) of spaces available for the stowage of goods vehicles and where accommodation and entrance to the height of not less than 4 metres, the provisions of paragraph 10 of 13 on the watertight doors, except that the doors may be fitted at any level in watertight bulkheads thereof separating cargo spaces. In addition, on the navigating bridge shall be indicators that automatically shows that all doors are closed and secured. 3. in applying the provisions of this chapter to such a ship, consider that N is the maximum number of passengers which the ship may be carried under this provision. 15. Openings in the shell plating below the margin line (R 17) new class B, C and D ships and existing class B ships: 1. The number of openings in the shell plating shall be reduced to the minimum compatible with the design and proper working of the ship. 2.1. The shell plating of the means for closing any opening in the effectiveness of the system and be consistent with its intended purpose and the position in which it is fitted. 2.2. subject to the provisions of the International Convention on load lines in force, make any sidescuttles shall not be fitted so that its lower edge is below the line on the side of the ship drawn parallel to the bulkhead deck, and the lowest point height above the deepest subdivision load waterline is 2.5% of the breadth of the ship, or 500 mm, whichever distance is greater. 2.3. all side scuttles the sills of which are below the margin line, shall be so constructed that any person opening them without the consent of the master of the ship. 2.4. If, before the ship leaves port, any intermediate 2.3. side scuttles referred to the lower edge of the low line on the side of the ship drawn parallel to the bulkhead deck, and the lowest point of the height above the water is the 1.4 metres plus 2.5% of the breadth of the ship, all the sidescuttles in that between decks, close to be watertight and locked before the ship leaves port, and shall remain closed until the ship is arrived at the next port. Where appropriate, the application of this paragraph, take into account the presence of the vessel in fresh water. 2.5. the sidescuttles and their deadlights which opened during navigation, closed and secured before the ship leaves port. 3. Drain, exhaust pipe for sanitary and other similar number of openings in the shell plating shall be reduced to a minimum, each exhaust pipe connecting to the greatest possible number of open sewers and other or other suitable means. 4. All the inlet and the exhaust pipe in the shell plating shall be fitted with efficient and readily accessible system to prevent accidental water entering the ship. 4.1. subject to the provisions of the International Convention on load lines in force mark requirements and except as provided in paragraph 5, a single exhaust pipe that through the shell plating from spaces below the margin line shall be provided with one automatic non-return valves which can be closed from a location directly above the bulkhead deck or with two automatic non-return valves without explicit closing opportunities, provided that the inboard valve is situated above the deepest subdivision load waterline and during operation it can always be verified. If the valve is installed, you can directly close the operating zone above the bulkhead deck shall always be easily accessible, and it must be a indicator showing whether the valve is open or closed. 4.2. The International Convention on load lines in force make the requirements shall apply to discharges led through the shell plating from spaces above the margin line. 5. Engine intake and exhaust header pipes and palīgcaurul, associated with the operation of machinery shall be fitted with readily accessible valves between the pipes and the shell plating or between the pipes and special boxes attached to the vessel's plating. Valves can be controlled locally and is fitted in the indicators showing whether the valve is open or closed. New class B, C and D ships 1. Kingston leverage and handles are easily accessible for operation. All valves used as kingston, close, turning the lever clockwise. 2. the boiler blowdown exhaust water taps or valves on the side of the ship shall be provided with easily accessible locations, which is not located under the deck plating. Tap or valve design allows you to see immediately whether they are opened or closed. Taps are equipped with safety shields, which, by their design, do not allow you to remove the key when the tap is open. 3. All pipe systems such as bilge and ballast systems, fuel oil and lubricating oil systems, fire extinguishing and sluicing systems, cooling water and sanitary systems, etc., valves and taps shall be clearly marked to indicate its function. 4. other exhaust pipe, if they emerge below the deepest subdivision load line, be provided with equivalent closing devices on the side of the ship; If they emerge above the deepest subdivision load line, be provided with an ordinary storm valve. In both cases, the valves may be provided, if not used, the pipe wall thickness is the same as the toilet and direct output of washbasins and bathroom floor outlet, etc., and the cladding are fitted with deadlights or other type of protection from the water inlet. This pipe wall thickness, however, must not exceed 14 mm. 5. If the valves shall be provided with a direct closing mechanism, the place from where it can be operated must be easily available and have indicator showing whether the valve is open or closed. 6. If the engine is placed the valves with direct closing mechanisms, it is sufficient if it can run from their location, provided that this place is easily accessible under all conditions. 6. all fittings and valves required by this rule, are made of steel, bronze or other approved ductile material. Valves of ordinary cast iron or similar material is not acceptable. All the pipes, to which this Regulation applies, shall be of steel or other equivalent material, recognized by the KD. 7. Routes and cargo ports, situated below the margin line shall be of sufficient strength. Before the ship leaves port on its tightly closed and secured, not to put through the water, and stores closed during navigation. 8. This may not be provided here so that their lowest point below the deepest subdivision load line. 16. watertight integrity of passenger ships above the margin line (R 20) new class B, C and D ships and existing class B ships: 1. Take all reasonable and possible measures to limit the entry and spread of water above the bulkhead deck. These measures may include partial bulkheads or webs. If the bulkhead deck main distribution in the immediate vicinity bulkhead or fitted over them partial watertight bulkheads, with watertight connections are associated with hull and bulkhead deck to restrict water flow along the deck when the ship is damaged and tilted. When partial watertight bulkhead does not coincide with the lower bulkhead, between the existing bulkhead deck makes waterproof. 2. The bulkhead deck or a deck above it is waterproof. All openings on the open deck is very high and strong borders, and they are equipped with effective mechanisms for rapid and weathertight closing. Where necessary provide the sea gate, open rails and scuppers to all weather conditions, open deck for quick release of water. 3. Existing class B ships: air duct open end, ending the superstructure shall be at least 1 metre above the waterline when the ship heeling angle is 15 ° or the maximum angle of heel during flooding, as determined by direct calculation, whichever is the larger. Release from the air tanks, except the oil tanks, may be on the side of the body. The provisions of this paragraph are without prejudice to the International Convention on load lines in force make the rules. 4. Side scuttles, gangway, cargo ports and other openings in the shell plating above the margin line, closing appliances structure is efficient and strong enough, given the location where they are installed and being against the top of the distribution load line. 5. All side scuttles located below the first deck above the bulkhead deck, storm covers, which can be easily and effectively closed and secured so that they are waterproof. 17. Cargo loading door closing (R 20-1) new class B, C and D ships and existing class B ships: 1. The following doors, located above the margin line, shall be closed and locked before the ship leaves the berth on any voyage and shall remain closed and locked until the ship arrives at the next Wharf: 1. cargo loading doors in the shell or enclosed in walls of the bodywork; 2. bow visors fitted to the points listed in 1.1; 3. cargo loading doors in the collision bulkhead; 4 weathertight ramps that provide an alternative to 1.3 1.1 (inclusive) defined closed. If there is a door that can't be opened or closed while the ship is, they can be opened or left open while the ship approaching a dock or go away from it, but only to the extent necessary to enable the doors to be operated immediately. Inner bow door in any case should be closed. 2. Notwithstanding paragraph 1.1 and 1.4, KD can allow a particular door opening to check the master, if necessary for the operation of the ship or the cost of capture and passengers while the ship is safely anchored, and provided that the safety of the ship is not reduced. 3. the master shall ensure that the implementation of effective monitoring and reporting system for the door referred to in paragraph 1 and closing opening. 4. Before the ship leaves the berth on any voyage the master shall ensure that the ship's log in accordance with the requirements of regulation 22, the time is recorded, what has been referred to in point 1, the last of the door closing and the time when that particular door had been opened, in accordance with paragraph 2. 17-1. Watertight integrity from the ro-ro deck (bulkhead deck) to spaces below (R 20-2) new class B, C and D RO-RO passenger ships 1.1 1.2. and 1.3. subject to the provisions of paragraph, all in the space of the entrance, which is located below the bulkhead deck, the lowest point is at least 2.5 metres above the bulkhead deck. 1.2. Where vehicle ramps are installed to give access to spaces below the bulkhead deck, their openings shall be able to be closed weathertight to prevent ingress of water, and must be fitted with a warning device and indicated to the navigation bridge. 1.3. KD may permit the fitting of particular accesses to spaces below the bulkhead deck provided they are necessary for the essential working of the ship, e.g. movement of machinery and stores, and they must be made watertight, alarmed and indicated to the navigation of this approach. 1.4. the approach referred to in point 1.2 and 1.3, be closed before the ship leaves the berth on any voyage and shall remain closed until the ship is at its next berth. 1.5. The master shall ensure that the implementation of effective monitoring and reporting system for 1.2 and 1.3 of this close and open access, and 1.6. The master shall ensure that, before the ship leaves the berth on any voyage in accordance with the regulations II-1/B/22 the log record 1.2. and 1.3. approach referred to the last closing times. 1.7. To comply with paragraph 1.1 to 1.6 rules, new class C ro-ro passenger vessels with a length of less than 40 metres in length and new class D ro-ro passenger ships may correspond to a point 2.4 2.1, provided that the open borders and thresholds is at least 600 mm high on open ro-ro cargo vessel deck and at least 380 mm high on a closed ro-ro cargo ship deck. Existing class B RO-RO passenger ships, all accesses to the 2.1 from the ro-ro deck that lead to spaces below the bulkhead deck, and means shall be provided on the navigating bridge shall be indicators, indicating whether the access is open or closed. 2.2. All such accesses shall be closed before the ship leaves the berth on any voyage and shall remain closed until the ship is at its next berth. 2.3. Notwithstanding the requirements of paragraph 2.2 KD can give permission to some open access during flights, but only as long as necessary to get through to them, and where necessary, the essential purpose of the ship, and 2.4 requirements referred to in point 2.1 shall apply not later than the date of the first periodic inspection after 1 July 1998. 17-2. access to the ro-ro deck (R 20-3) all RO-RO passenger ships the master or responsible officer of the ship shall ensure that, without the master or responsible officer of the ship clear consent of the passengers are not allowed to enter the closed ro-ro deck while the ship is on its way. 17-3. The Ro-Ro deck conclusion of bulkheads (R 20-4) new class B, C and D and existing class B RO-RO passenger ships 1 All transverse and longitudinal bulkheads, which effectively detained on the ro-ro deck account as effective to confine the assumed accumulated sea water, located them in the space provided and is made before the departure of the vessel from the dock and remains in place in the closed position until the ship does not reach the next berth. 2. Notwithstanding the requirements of paragraph 1 may authorize flight KD during open some approaches to these partitions, but only as long as necessary to get through to them, and where necessary, the essential purpose of the vessel. 18. information on persistence (R 22) new class B, C and D ships and existing class B ships: 1. All passenger ships after it carried out the test for durability of construction and their sustainability. The captain submitted to KD approved information needed to master can quickly and easily get precise information about the stability in different conditions of use. 2. If the conversion result of significant changes in the information supplied to the master of persistence, he submitted this information. If necessary repeat the stability check. 3. At regular intervals not exceeding five years, carried out ship checks to determine the light ship displacement and longitudinal centre of gravity changes in the situation. Stability is checked again every time it finds an empty vessel displacement or deviation of more than 2% or the longitudinal position of the Centre of gravity of the deviation of more than 1% of the length of the ship, compared with the approved stability information in these data. 4. What can give permission to do a separate stability tests, provided the basic data for sustainability is available on another the same stability test and recognize that the KD of the following base data can get reliable information on sustainability in respect of vessels exempt from the durability test. 19. emergency control plans (R 23) new class B, C and D ships and existing class B ships on the ship in the ship's officer responsible for information is posted plans for every deck and the cargo space is clearly the boundaries of the watertight compartments, the openings of the sealing devices and control system location, as well as measures for the ship heeling straightening, caused by flooding. In addition, officers have brochures containing the above information. 20. the integrity of the hull and superstructure, damage prevention and control (R 23-2) this rule applies to all ro-ro passenger ships, except for existing ships paragraph 2 shall apply not later than the date of the first periodic inspection after 1 July 1998. 1. installed on the navigating bridge for all shell doors, loading doors and other closing appliances indicators which, if left open or not properly sealing may be flooded a special category space or ro-ro cargo space. Indicator system based on a fail-safe principle and light signal indicating that the door is not fully closed or not fastened and fully closed, but with a sound signal indicates that the appropriate door or closing devices have opened or are no longer supported. The navigating bridge shall be provided with an indicator panel mode selection function "harbour/sea voyage" to hear sound on the navigating bridge when the ship leaves the port with a closed bow doors, inner doors, stern ramp or other enclosure door or, if the device is not a conclusion to the correct position. Indicator system power supply is not connected to the door opening and securing energy supply. You do not need to change ANY of the approved indicator systems which are installed in existing vessels. 2. Installed surveillance cameras and water leak detection system to alert the bridge and to the engine control station of bow leaks internal and external doors, stern doors or any other shell doors, and as a result could flood a special category space or ro-ro cargo space. 3. Special category spaces and ro-ro cargo spaces are constantly patrolled, or effectively monitored, for example, with a surveillance camera system to notice any movement of the vehicle in case of bad weather conditions and unauthorised passenger on the premises while the ship is on its way. 4. in the appropriate place on the ship hold documents on working procedures that describe how to close and consolidate all shell doors, loading doors and other closing appliances which, if left open or not properly secured, it can strengthen the flooded a special category space or ro-ro cargo space. 21. the watertight doors, etc., and regular inspection (R-24) new class B, C and D ships and existing class B ships: 1. each week the watertight doors, sidescuttles, valves and closing mechanisms of scuppers operation training. 2. Each day runs all watertight doors in main transverse bulkheads, used by a ship at sea. 3. the sea at least once a week, regularly check the watertight doors and all mechanisms and related indicators, all valves that close to partition watertight, and all valves that operated balancing of Crossjoin in case of emergency. 4. the valves, doors and mechanisms are appropriately marked to ensure the correct use of the maximum security. 22. Entries in the log (R 25) new class B, C and D ships and existing class B ships: 1. Doors with hinges, removable plates, sidescuttles, gangway and cargo ports and other openings, which under these regulations are to be kept closed during navigation, shall be closed before the ship leaves the port. The log records the time for closing and opening time (if it is allowed in accordance with these terms). 2. The log records all training exercises and inspections required by regulation 21, detailing all the defects that could be detected. 23. A lifting platform and a ramp for trucks new class A, B, C and D ships and existing class B ships on ships fitted with suspended decks for transport of passenger vehicles, the construction, installation and operation shall be carried out in accordance with the recognised organisations specific measures. The construction, the relevant rules of recognised organisations. 24. Bars new class A, B, C and D ships constructed AFTER 1 January 2003 1. On external decks to which passengers can be located and no appropriate height safety rails, handrails shall be provided with a height above the deck is at least 1100 mm, and which, by their design, do not allow passengers to climb on these railings and from accidentally falling off the Board. 2. Stairs and landing on external decks shall be fitted with a similar structure of the rail.
Part c machinery 1 General (R 26) new class B, C and D ships and existing class B ships 1. Machinery, boilers and other pressure vessels, associated piping systems and fittings shall be so installed and protected in such a way that those on board to minimize the risks, paying due attention to moving parts, hot surfaces and other hazards. 2. provides the opportunity to maintain or restore the normal functioning of the engine, even if one of the stops essential auxiliary machinery. 3. Ensure that mechanisms without external help can be activated even when the ship is free of course. NEW class B and C ships 4. Intended that main and auxiliary propulsion machinery, which are all essential for the propulsion and safety of the vessel, set up State works, if the ship is upright or is tilted to one or the other side at an angle that is less than or equal to 15 ° in a static position, or 22.5 ° Dynamic position, swing from one to the other side (heel), and at the same time dynamic lurching slightly 7.5 ° forward or backward (pitch). New class A, B, C and D ships and existing class B ships: 5. Made for engine and propeller stop emergencies from relevant positions outside of the engine room/engine control room, e.g. open deck or from the wheelhouse. Class b, C and D ships, constructed on 1 January 2003 or LATER 6. Heating Oil, settling and lubricating oil tanks vent pipe location and condition the ventilation pipe bursts in the case does not pose a direct sea water or rain water penetration. Each liquid fuel used in the ship's engines and essential systems or similar systems on board each vessel provides two heating oil tanks that are class B ships provide a power of at least 8 hours and the C and D class ships – at least 4 hours at the engine maximum constant output voltage and the normal operating mode of the generator in the sea. 2. Internal combustion engines (R 27) new class B, C and D ships and existing class B ships: 1. to prevent an explosion of internal combustion engines, which is 200 mm in diameter cylinder or crankcase volume of 0.6 m3 and above, is equipped with the appropriate type of explosion safety valves having sufficient flow. Safety valves shall be arranged or provided, ensuring the discharge direction to reduce the possibility that personnel injured. 3. Pumping device (R 21) new class B, C and D ships and existing class B ships shall be provided with efficient bilge 1.1 system with the practical conditions of use which can be atsūknē and draining off water from all of the watertight compartments, except in premises equipped for permanent fresh water, water ballast, oil fuel or liquid cargo and for which other pumps are provided. Provides for the possibility of effectively draining off water from insulated holds. 1.2. The sanitary, ballast and General Service pumps may be accepted as independent power bilge pumps if fitted with the necessary connections to the bilge pumping system. 1.3. all bilge pipes used in or under fuel storage tanks or in boiler or machinery spaces, including spaces in which oil-settling tanks or oil fuel pumping units are situated, shall be of steel or other suitable material. 1.4. the bilge and ballast pumping system shall be such as to prevent water passing from the sea and from water ballast spaces into the cargo and machinery spaces, or from one compartment to another. Do not allow deep tanks connected to the bilge and ballast piping system, random flooding with sea water, if containing cargo, nor have the evacuation with the bilge pump, if they contain water ballast. 1.5. all distribution boxes and manually operated valves connected to the bilge pumping system, located in places that are normally readily available. New class B, C and D ships 1.6. Provide for the drainage of enclosed cargo spaces situated on the bulkhead deck. 1.6.1. If the bulkhead deck is such that the deck edge freeboard was flooded, the ship lurching slightly more than 5 °, the drainage is carried out using a sufficient number of scuppers of suitable size, through which water drains directly overboard and fitted in accordance with the requirements of regulation 15. 1.6.2. If the freeboard is such that the edge of the bulkhead deck flooded, the ship lurching slightly about 5 ° or less, water from a closed cargo space on the bulkhead deck of other appropriate volume into the room or rooms that are fitted with a high water level alarm system and suitable system water discharge overboard. In addition, you must ensure that the number of scuppers, 1 size and location do not allow unreasonable accumulation of free water; 2. This provision required bilge system meets the requirements for a fixed-pressure fire-fighting systems that work with water; 3. water contaminated with petrol or other dangerous substances is not drained to machinery spaces or other spaces where sources of ignition may be present in; and 4 deck scuppers are fitted to prevent choking gas leakage when closed cargo area protected by the fire extinguishing system, which works with carbon dioxide. New class A, B, C and D ships 1.6.3. Ro-Ro decks and car decks for the drainage system has enough capacity to the right and left side drain, freeing ports, etc. may be discharged to the amount of water released from drencher and fire pumps, taking into account the position of the ship and the heel. 1.6.4. When provided with sprinkler installations and hydrants, passenger and crew lounges shall have adequate number of scuppers, sufficient to cope with the quantity of water, from fire extinguishing sprinkler heads and from two fire hoses with jets. Drains are the most appropriate places, such as in every corner. New class B, C and D ships and existing class B ships 2.1. Bilge pumping system required in paragraph 1.1, can operate at all practicable conditions after a crash regardless of whether the ship is upright or tilting position. Generally this end side suctions, except in narrow compartments aft, which may be enough with one suction. Specific forms of partitions may require extra suction. Ensure that the water from the bin go to the suction pipes. 2.2. Where practicable, the power bilge pumps shall be placed in separate watertight compartments and so arranged or situated that these compartments will not be flooded by the same damage. If the main engine, auxiliary power units and boilers are in two or more watertight compartments, bilge pumps are designed to deploy in these areas. 2.3. with the exception of additional pumps which may be provided for peak compartments only, each required bilge pump shall be so arranged as to be able to atsūknē the water from all rooms that remove water down 1.1 points. 2.4. each cargo spaces 11 May to pump water through the required main bilge pipe at a speed of not less than 2 m/sec. Independent power bilge pumps situated in machinery spaces, it is connected to the suction directly from these premises, only each of these premises require no more than two suctions. If two suctions shall be provided or more, at least one shall be provided at each side of the ship. Be suitable for direct suction piping, and the engine suction diameter not less than the required diameter pumping mains. 2.5. Additional 2.4. point requested direct bilge suction pipeline or pipelines from the largest available independent motorsūkņ to the engine room, the level of drainage shall be provided with a direct emergency bilge suction pipes with one-way valve; the suction pipeline diameter is the same as used in the main pump inlet diameter. 2.6. Exhaust and direct suction valves shall extend well above the shaft of the engine-room platform. 2.7. All bilge suction piping up to the connection to the pumps shall be independent of other piping systems. 2.8 main bilge suction pipe diameter of motorways and "d" is calculated according to the following formula. However, the actual internal diameter may be rounded off to the nearest standard, accepted by KD: main bilge suction pipe: main bilge suction pipes that connect the manifolds and suction system: where: "d" is the bilge main internal diameter (in mm); The "L" and "B" is the length and width of the vessel (in m); "L1" is the length of the compartment; "D" is the moulded depth to the bulkhead deck (metres), provided that the ship with a closed cargo space on the bulkhead deck, which atsūkn from the inside, in accordance with the requirements of paragraph 1.6.2. and extending along the length of the ship, the "D" down to the next deck above the bulkhead deck. Where the enclosed cargo spaces, less "D" moulded depth to the bulkhead deck plus lh/L, where the "l" and "h" are respectively enclosed cargo space overall length and height. 2.9. Measures should be adopted to prevent the flooded compartment, fitted with a main bilge suction pipe, if due to collision or stranding stranded breaks down or is otherwise damaged according to the tube on the other partition. For this purpose, if any part of the ship pipes the distance from the side of the ship is less than one fifth of the breadth of the ship (measured at right angles to the centreline at the level of the deepest subdivision load line) or the tube is located in the tuneļķīl, the partition that contains the end of the pipe, the pipe shall be fitted with a one-way valve. 2.10. In connection with the bilge pumping system in the distribution boxes, cocks and valves shall be so arranged that, in the event of flooding, one of the bilge pumps may be operative on any compartment; In addition, the bilge pumping system was not functioning, the pump failure or pipe, linking it to the main collector, which is the distance from the vessel is less than one fifth of the breadth of the ship. If all of the pumps is one common pipe system, main bilge suction pipe necessary to control valves are operable from a position above the bulkhead deck. If in addition to the main bilge pumping system an emergency bilge pumping is also installed on the system, it is independent of the main system and so arranged that the point specified in 2.1 flooding conditions, the pump can be used in all compartments; in this case, from a position above the bulkhead deck shall be operated only on those valves necessary for the operation of the emergency system. 2.11. All valves and valves referred to in paragraph 2.10 which can be operated from the site, which is located above the bulkhead deck, their service is installed in place of the clearly marked controls and indicators for determining whether they are open or closed. 4. Hold the pump number and type (R 21) new class B, C and D ships and existing class B ships of up to 250 passengers: one main engine pump and one independent power pump, located outside the machinery space, which then provide power supply to more than 250 passengers one main engine pump and two independent motorsūkņ, one of which is outside the engine room, which then ensure power supply the main engine pump may be replaced by one independent power pump. Water from very small bins can be atsūknē with a portable hand pumps. 5. Features for driving in reverse (R 28) new class B, C and D ships and existing class B ships: 1. Sufficient capacity for driving in reverse, to properly manage the ships under all normal conditions. 2. Shall be displayed and recorded mechanism options to change the propeller shaft in the direction of rotation in the opposite direction, when the ship is moving at maximum service speed ahead, to stop after a reasonable distance has been covered. 3. The master or responsible personnel for use on board are available for experiments recorded data on the time required for the ship's decommissioning, the ship's course and distance, as well as the results of the test, which determines how a ship with multiple propellers to navigate and manoeuvre can, for one or more propellers do not interact. 6. Steering gear (R 29) new class B, C and D ships and existing class B ships: 1. all vessels are efficient main and auxiliary steering system. The main steering gear and steering auxiliary equipment shall be so arranged that, in one or other of the equipment does not cause damage to other equipment failure. 2. the main steering gear and steering shaft: 2.1 of adequate strength, and capable of steering the ship at maximum service speed ahead, and so designed .2.1, not be damaged at maximum speed astern; 2.2. If the ship at sea with the deepest seagoing draught and maximum service speed ahead, the corner, turned 35 ° on one side, can be cut to 35 ° on the other side, and under the same conditions in the corner, turned 35 ° on either side, can be cut to 30 ° on the other side in not more than 28 seconds; 2.3. power-operated running when it needs to comply with the requirements of point 2.2.2, as well as in all cases where, pursuant to the requirements of paragraphs 2.2.1, need the steering shaft, the steering wheel diameter exceeding 120 mm grozīkļ, without taking into account the aizsalušo shore of the navigable waters. 3. If you have installed the Steering unit, 1. it is of sufficient strength and steering the ship for shipping rate and appropriate emergency it can quickly be activated; 2. you can turn the corner cut 15 ° angle to one side to 15 ° on the other side in not more than 60 seconds, if the ship is at sea with the deepest seagoing draught and maximum service speed ahead, or at a speed of 7 knots, whichever is the higher speed; and 3 it is powered by a motor driven if necessary 3.2 point requirement, as well as in all cases where the steering shaft to the steering wheel diameter exceeding 230 mm grozīkļ, without taking into account the aizsalušo shore of the navigable waters. New class B, C and D ships 4. Steering power units shall be: 1. to restart automatically when power is restored after a power failure the rupture; and it can actuate 2 from the navigating bridge. If the electrical power supply to any of the steering gear actuators on the navigating bridge, the buzzer will sound and a light signal. New class B, C and D ships and existing class B ships 5. If the main steering gear shall have two identical power units or more, the auxiliary steering gear need not be fitted, provided that: 1. the main steering gear can be operated in the corner under the requirements of paragraph 2.2, while not running any of the actuators; 2. the main steering gear is so arranged that after a single failure in the piping system or in one of the power units the defect can be isolated, or quickly restoring steering capabilities. New class B, C and D ships 6. Steering gear control system shall ensure that: 1. the main steering gear and rudder on the navigating bridge; 2. If the main steering gear is arranged in accordance with point 4-with two independent control systems, both of which can be operated from the navigating bridge. For this purpose, does not need two steering wheel or the Steering handle. If the control system consists of a hydraulic engine remote control, don't have to set up a second independent system; 3. auxiliary steering gear, in the steering gear compartment and, if power operated, it must be operable from the navigating bridge, and also it is not related to the main steering control system. 7. all the main steering gear and auxiliary steering gear control system operable from the navigating bridge shall comply with the following requirements: 1. If they are electric control system, which has its own separate circuit that receives electricity from the Steering circuit steering gear compartment, or directly from switchboard bus, from where the electricity is supplied in the steering mechanism of the electrical circuit-from a point on the switchboard adjacent to the point from which the supply of electric power steering electric circuit; 2. the steering gear compartment from the steering gear it is possible to disconnect the gear control system operable from the navigating bridge; 3. the system can be operated from the navigating bridge; 4. If the electrical power supply to the control system, an audible and visual alarm shall be given in the navigating bridge; 5. protection against short circuit and provides only the steering gear control system power supply chains. 8. Electrical circuits and the steering gear control system, as well as their components, cables and pipes required by this rule and rule 7, entire length placed the greatest possible distance. 9. Between the navigating bridge and the steering gear compartment or alternative steering position communication system shall be provided. 10. Steering (handlebars) angular position: 1. is indicated on the navigating bridge, where the main steering gear is power operated. Rudder angle indicator is independent of the steering gear control system; 2. is readable in the steering gear compartment. 11. The hydraulic steering gear with motor drive provided with: 1. hydraulic fluid cleanliness of equipment maintenance, taking into consideration the hydraulic type and structure; 2. alarm that warns of low liquid level for each hydraulic fluid reservoir to the received signal as soon as possible on the hydraulic fluid leakage. The sound and light signals received on the navigating bridge and in the engine room, where they can be easily seen; and 3 fixed storage tank having sufficient capacity to recharge at least one drive system including the reservoir, where the main steering gear is required for motor drive. The storage tank with the pipe system is permanently connected to the hydraulic systems can be readily recharged from the steering gear compartment, and it is equipped with a measuring apparatus for the determination of the amount of content. 12. the steering gear compartment shall be: 1. easily accessible and, as far as from machinery spaces; and 2 is adequately equipped to ensure access to steering gear machinery and management systems for operational purposes. Appropriate equipment includes railings and gratings or other non-slip surfaces to ensure suitable working conditions of hydraulic fluid leakage. 7. Additional requirements for electric and electro-hydraulic steering gear (R 30) new class B, C and D ships and existing class B ships: 1. On the navigating bridge and at a suitable main machinery control room installed electric and electro-hydraulic steering gear engine activity indicators. New class B, C and D ships 2. Each electric or electro-hydraulic steering system, to having one or more power units shall be at least two special circuits provided for that purpose, having direct energy provides the main switchboard; one of the circuits, however, can get power from the emergency switchboard. With electric or electro-hydraulic main steering system electric or electro steering auxiliary can be connected to one of the circuits receiving the main electrical power steering system. The circuits of electricity receives electric or electro-hydraulic steering system, has sufficient capacity to ensure energy supply all engines that can simultaneously connect and run at the same time. New class B, C and D ships and existing class B ships 3. Protection against short circuits and overload alarm shall steering gear electric and electro-hydraulic circuits and motors. Protection against power excess, including starting current, if any, must be exposed, if the current size of at least twice the engine or the protected circuit full load current, and it should not hinder the appropriate starting current flow. New class B, C and D ships in accordance with this paragraph must be both sound and light alarm, installed in a prominent place in the main machinery space or control room from which the main machinery is normally run, subject to this section, rule 6 of part E of alleged claims. 4. If the auxiliary steering gear, in accordance with paragraph 6.3.3 of the motor drive is needed, not powered by electricity or run on an electric motor primarily intended for other purposes, the main steering system can receive power from one circuit from the main switchboard. If an electric motor primarily intended for other necessary uses the auxiliary systems for the operation of the Steering, you can not apply the KD 3 requirements, if they are satisfied protection system, as well as the steering the other applicable 6.4.1. and 4.2. implementation of the provisions of paragraph. 8. Ventilation systems in machinery spaces (R 35) new class B, C and D ships and existing class B ships machinery spaces of category A according to ventilate in all weather conditions, including bad weather, when plants and boilers operate at full capacity, ensure a sufficient air supply to the engine room staff safety and wellness and mechanisms. 9. Communication between the navigating bridge and machinery space (R 37) new class B, C and D ships and existing class B ships the order of surrender from the navigating bridge to the machinery space or control room from which usually runs a propeller speed and direction of propulsion, shall be provided with at least two independent communications systems: one is the engine room telegraph, which visually transmits orders and responses both in the machinery space and on the navigating bridge on. Shall be appropriate communication systems operating with all the other places where you can drive the propeller thrust speed or direction. 10. Engineers ' alarm (R 38) new class B, C and D ships and existing class B ships engineers ' alarm shall be so arranged that it can be controlled from the engine control room or, where appropriate, of the manoeuvring platform, and it is clearly audible mechanic cabin and/or, as the case may be, on the navigating bridge. 11. emergency equipment location (R 39) new class B, C and D ships and existing class B ships collision bulkhead in front do not install the emergency source of electrical power, fire pumps, bilge pumps except those specifically intended for rooms before the collision bulkhead and, as provided for in chapter II-2 fixed fire-fighting equipment, as well as other emergency installations which are essential for the safety of the ship, except anchor windlasses. 12. the mechanism controls (R 31) new class B, C and D ships 1. Main and auxiliary machinery essential for the propulsion and safety of the ship shall be provided with efficient operating and control devices. 2. If the engine on the navigating bridge shall be provided for the remote system, and is supposed to work in the engine room crew members, is subject to the following requirements: 1. in all sailing conditions, including manoeuvring, the speed, thrust direction and, if applicable, the pitch of the propeller shall be fully controllable from the navigating bridge; 2. each independent propeller out with control device designed to use, particular attention should be paid to the mechanism of action is not a detail. If you plan to have several running at the same time, propellers can be controlled by one control device; 3. on the navigating bridge shall be provided the main engine emergency stop device shall be independent of the navigating bridge control system; 4. orders from the navigating bridge gives for the engines, is visible in the main machinery control room or at the manoeuvring platform in the case; 5. the remote control of the propulsion machinery shall be possible only from one location at a time; in places, you can set up the associated control system. Each location that is equipped with an indicator showing which location is in control of the engine. The transfer of control between the navigating bridge and machinery spaces shall be possible only in the main machinery space or in the main machinery control room. This system shall include means to prevent the propelling thrust from altering significantly when transferring control of one place to the other; 6. must have a local engine driving opportunity, also, if someone breaks down a remote system; 7. remote control system is designed so that in the event of failure to sound the alarm. The propellers shall be maintained until local control speed and direction of is in operation; 8. on the navigating bridge shall be indicators that show: 1. the propeller speed and direction of rotation in the case of fixed pitch propellers; 2. propeller speed and pitch position in the case of controllable pitch propellers. 9. on the navigating bridge and in the engine room alarm shall be provided to indicate low starting air pressure which must be adjusted so that it is possible to take further steps to run the engine. If engine remote control system designed to run automatically, detects unsuccessful automatic consecutive launch attempts, which are not capped to keep sufficient starting air pressure in the engine to start local. 3. If the main and auxiliary propulsion machinery including main sources of energy are equipped with varying degrees of automatic and remote control systems and are constantly monitored by the control room staff, these systems and control systems must be designed, equipped and installed that the machinery operation will be just as safe and effective as direct supervision; for this purpose, where appropriate, II-1/E/1 to II-1/E/5. Particular attention to the protection against fire and flooding. 4. In general, it must be possible to manually perform autorun, operating and control system functions. This system shall not interfere with the function of the manual. Class b, C and D ships, constructed on 1 January 2003 or LATER at 5. vessels shall apply paragraph 1 to 4 requirements with the following amendments: 1. paragraph 1 is replaced by the following: "1. the main and auxiliary machinery essential for the propulsion, control and safety, be fitted with an effective operating and control devices. All control systems essential for the propulsion, control and safety, are independent or designed so that failure of one system does not affect the operation of another system ". 2. in paragraph 2, The first and the second line, delete the words "and is supposed to work in the engine room crew members". 3. the first sentence of paragraph 2.2 is replaced by the following: ' 2. each independent propeller driven by a single control device, and all related transactions are performed automatically, including where appropriate-of preventing overload of the propulsion ". 4. The relevant paragraph 2.4 is replaced by the following: "4. the orders from the navigating bridge gives for the engines, are visible in the main machinery control room and at the manoeuvring platform". 5. the following sentence shall be added at the end of paragraph 2.6: "it must be possible to control the auxiliary machinery essential for the propulsion and safety of the ship, at or near the machinery concerned"; and (6) is replaced by the 2.8., 2.8.1 and 2.8.2. points: "8. the navigating bridge, the main machinery control room and at the manoeuvring platform mounted indicators showing: 8.1 propeller speed and direction of rotation in the case of fixed pitch propellers; and 8.2. speed and pitch position in the case of controllable pitch propellers. " 13. Steam pipe systems (R 33) new class B, C and D ships 1. all steam pipes and connected components through which the steam can flow, constructed and installed in such a way that they can withstand the maximum working stresses to which they may be exposed. 2. It must be possible to empty all steam pipes, which otherwise may cause dangerous hydraulic blow. 3. If a steam pipe or component thereof may flow into steam from another source, that pressure is higher than expected, shall apply the reduction in pressure valve, safety valve and manometer. 14. The compressed air systems (R 34) new class B, C and D ships 1. It must be possible to prevent the formation of pressure overload of compressed air systems, as well as if the air compressor and air cooling equipment, water housings may be subject to dangerous overpressure due to leakage into them for equipment which is located in the compressed air. All systems provide adequate pressure reduction option. 2. Main propulsion internal combustion engines the main starting air device is eligible to be protected from the consequences, which can cause backfire and explosion starting air pipes. 3. all starting air compressor outlet pipes are connected directly to the starting air receivers, and all starting air air collector pipe connected to main engines and APU are entirely separate from the compressor discharge pipe system. 4. Provide the opportunity to reduce to a minimum the oil inlet compressed air systems, as well as the opportunity to empty the system. 15. Acoustical protection (R 36) (3) new class B, C and D ships shall take steps to reduce machinery noise mechanism to an acceptable level. If this noise cannot be reduced sufficiently, excessive noise source in a manner appropriate to isolated or provides refuge from the noise, the room must be manned. Personnel to be present on the premises issue ear protection. 16. the new class A, B, C and D ships 1. Passenger and goods lifts with regard to size, location, number of passengers and/or quantity of the goods comply with the recognised organisations for the rules laid down in each particular case whether each specific type of installation. 2. The recognised organisation approved installations drawings and maintenance instructions, including provisions governing periodical inspections and verified and validated before commissioning the installation. 3. After approval by a recognized organization shall issue a certificate, which shall be kept on board. 4. Periodic checks can allow KD authorized expert or a recognized organization.

Part d electrical installations 1 General (R 40) new class B, C and D ships and existing class B ships: 1. Electrical installations shall be such that: 1. all electrical auxiliary services necessary for maintaining the ship in normal operational and habitable conditions, provide, without recourse to the emergency source of electrical power; 2. the elektropakalpojum shall ensure the security of material under various emergency conditions; and 3 keeps passengers, crew and ship from electrical hazards caused. 2. What to take appropriate measures to ensure this part of uniform implementation and enforcement relating to electrical equipment [4]. 2. the main source of electrical power and lighting (R 41) new class B, C and D ships and existing class B ships: 1. In new class C and D ships having electricity is only one form of energy to maintain the safety of the ship, and the essential tools to new and existing class B ships with electricity is the only form of energy to maintain the safety and the propulsion of the vessel essential AIDS , installed two or more main generating sets, which allows you to operate power tools listed above, if one of the generating sets do not work. In new class C and D ships of less than 24 metres, one of the main generating sets can be operated in main engine, provided that it allows to operate power tools listed above, if one of the generating sets do not work. 2.1. the electricity supply to the main electric lighting system which shall provide illumination throughout those parts of the ship normally accessible to the passengers or crew shall be supplied from the main source of electrical power. 2.2. The main electric lighting system is installed so that a fire or other accident to rooms that are the main source of electrical power, the associated transformatoriekārt, if any, the main switchboard and the main lighting switchboard, will not damage the provision requested 3 emergency lighting system. 2.3. The emergency electric lighting system is installed so that a fire or other accident in rooms that have emergency source of electrical power, the associated transformatoriekārt, if any, the emergency switchboard and the emergency lighting switchboard will not damage this the rules required under the main electric lighting system. 3. the main switchboard against the generator set is positioned so that, to the extent possible, continuity of power supply may be affected only by a fire or other accident in the space where the generating set is installed and switchboard. 3. emergency source of electrical power (R 42) new class B, C and D ships and existing class B ships: 1. Each ship is above the bulkhead deck shall be provided in an easily accessible place, of an autonomous emergency source of electrical power and the emergency switchboard so that it is next to the boundaries of machinery spaces of category A or space separation, which is the main source of electrical power or main switchboard. 2. emergency source of electrical power may be either an accumulator battery which meets the requirements of subparagraph 5, driven by internal combustion type of machinery with an independent supply of fuel having a flashpoint of at least 43 ° C, with automatic starting system for new ships and approved starting system for existing ships, and in accordance with point 6 is equipped with an emergency source of electricity if the temporary one new class C and D ships with a length of less than 24 metres, in the case of the device in question is not an appropriate place for the independent battery on these rules. 3. The emergency source of electrical power shall be so arranged that it will operate efficiently when the ship is 22.5 ° heel and trim of the ship is 10 ° from the keel box in water. The emergency generating set shall be capable of being readily started in any cold condition likely to be encountered and, in new ships, capable of being started automatically. 4. emergency switchboard located as close as possible to the emergency source of electrical power. 5. emergency source of electrical power required by paragraph 1, 1st generally can work:-12 hours for class B ships (new and existing),-6 hours for class C ships (new)-3 hours for class D ships (new); 2. in particular, you can run the following patērētājierīc of the above specified period according to the class of ship: a ship's bilge) emergency pump and one of the fire pumps; b) emergency lighting: 1. onboard each assembly or embarkation; 2. in all alleyways, stairways and exits, from where you can get to muster or embarkation; 3. the machinery spaces and room set up emergency generator; 4. in the control stations where radio and main navigating equipment; 5. as requested by regulation II-2/B/16.1.3.7 and II-2/B/6.1.7; 6. in all places where the Firefighter's outfits; 7. at the emergency bilge pump and one of the fire pumps, referred to in subparagraph (a)), and run the pump motor; (c)) the ship's navigation lights; (d) all communications equipment) 1., 2. the general alarm system, fire detection system, 3, and 4. the main generating sets; e) ship's sprinkler pump, if any and if it is electrically operated; and (f)), the ship's daylight signalling lamp if it operated the ship's main source of electrical power; 3. can be operated for half an hour, the power-operated watertight doors together with the associated control, indication and alarm circuits. 6. The above paragraph 2 requested the emergency power source consists of a suitable temporary location installed battery batteries used in emergency conditions and without recharging or excessive voltage reduction half hour run: a) in paragraph 2 (b)) in part 1 of the required lighting; (b)) rule II-1/B/13 7.2 and 7.3 points required watertight door, but is not required to operate all the doors at the same time, if one is not provided an independent temporary source of stored energy; and (c)) rule II-1/B/13, paragraph 7.2 required control, indication and alarm circuits. 7. Class B, C and D ships, constructed on 1 January 2003 or LATER When the drive is needed to restore electricity, capacity must be sufficient for 30 minutes of electrical power failure in the course of a ship without restore drive-where appropriate with other mechanisms. 4. supplementary emergency lighting for ro-ro ships (R 42-1) new class B, C and D ships and existing class B ships in addition to II-1/D/3.5.2 (b) in the terms requested emergency lighting on every ship with ro-ro cargo spaces or special category spaces 1. all passenger public spaces and corridors shall be fitted with supplementary electric lighting that can operate for at least three hours after, when all other sources of electrical power have deteriorated because of the as well as to any tilting. Provide the lighting, so you can easily see the approach of the rescue funds. Additional lighting power source consists of accumulator batteries located within the lighting element, which constantly charging from the emergency switchboard, if possible. KD may accept other lighting features that are at least as effective. Additional lighting is such as to be immediately noticeable to fire the lamp. All accumulator batteries replaced regularly, taking into account the particular useful economic life of the circumstances under which they are used; 2. all crew spaces and, rest rooms and work spaces, which are often people, fitted with a portable and rechargeable battery operated lamp, if one is not installed the provided for in paragraph 1, additional emergency lighting. 5. Safety precautions against electric shock, fire and other hazards of electrical origin (R 45) new class B, C and D ships and existing class B ships: 1. Electrical equipment exposed metal parts, which are not to be spriegumaktīv, but that may be due to damage, earthed, unless that equipment: 1. supplied at a voltage not exceeding 50 V direct current or 50 V, root mean square value of- , between conductors; to achieve this, do not use auto voltages; 2. supplied at a voltage not exceeding 250 V by safety isolating transformers supplying only one patērētājierīc; 3. designed in accordance with the principle of double insulation. 2. all electrical equipment constructed and fitted so as not to cause injury when handled or touched in the normal manner. 3. the appropriate way protects the switchboard in the side, rear and front of the case. That the front of switchboards shall not open the spriegumaktīv part that grounded voltage exceeding the voltage specified in paragraph 1.1. If necessary, the switchboard front and rear, nonconducting mats or grids. 4. Distribution systems with no connection to Earth, a device shall be provided, with which you can monitor the level of isolation in respect to the Earth and who warned about the extremely low level of isolation, transmitting sound or light signal. 5.1. All metal sheaths and armour of cables braids shall be electrically continuous and shall be earthed. 5.2. All electrical cables and wiring located outside the equipment, at least flame retarding type and shall be so arranged, without damaging the original flame-retarding properties. If necessary, the specific case may be authorised to use a special type of cables, such as radio frequency cables, which do not comply with the above. New class B, C and D ships 5.3. Cables and wiring for emergency power, lighting, internal communications or signals shall, as far as possible, bypassing the galleys, laundries, machinery spaces of category A and their casings and other high risk areas. To new and existing ro-ro passenger vessel emergency alarms and public address system cables installed on July 1, 1998 or later, approved by the recognised organisation, taking into account the recommendations drawn up by the IMO. Cables connecting fire pumps to the emergency switchboard, is refractory, if they pass through high fire risk areas. If possible, all these cables pull so that they would not get damaged because of the heat, the bulkhead which may cause a fire in the next room. 6. The cables and wiring installed and supported in such a way as to avoid warming result in friction and other damage. All the electrical connections and connection of conductors shall be arranged so as to preserve their original electrical and mechanical properties of flame retarding and, where applicable, the fire resistance. New class B, C and D ships and existing class B ships 7.1. Each individual connection is protected against short circuits and overload, except II-1/C/6 and II-1/C/7 rules for these cases. New class B, C and D ships 7.2 lighting fittings shall be so arranged as to prevent temperature rises which could damage the cables and wiring, and to prevent surrounding material from becoming excessively. 8.1 battery batteries there suitable locations, and compartments used primarily for their accommodation shall be properly constructed and efficiently ventilated. 8.2. these compartments not install electrical or other equipment which may constitute a source of ignition of flammable vapours. 9. the distribution system shall be so arranged that fire vertical zone, as defined in regulation II-2/A/1.8 rules, do not interfere with security measures in another area. This requirement is satisfied if the main and emergency feeders passing through any of these zones are located as far as possible and to vertically and horizontally.
PART E ADDITIONAL REQUIREMENTS For machinery spaces periodically LEFT without supervision specific consideration (R 54) new class B, C and D ships and existing class B ships the recognised organisation especially considering all new class B, C and D ships, to decide whether the machinery spaces may be periodically leave without supervision, and if yes-is it necessary requirements that complement these requirements to ensure safety that is equivalent to the normal monitoring of the safety of machinery. 1. General (R 46) new class B, C and D ships and existing class B ships: 1. Adopt measures to ensure that the safety of the ship in all sailing conditions, including manoeuvering, is equivalent to the safety of the ship, whose engine room personnel staying all the time. 2. Take steps to ensure that the equipment operates safely and that is intended for the periodic inspections and tests, in order to ensure uninterrupted and safe operation. 3. all vessels are documentary evidence of their suitability to operate with periodically unattended machinery spaces of. 2. the security measures relating to the fire (R 47) new class B, C and D ships 1. Provides the opportunity to discover fire and rough at the start of a fire alarm: 1. the boiler air supply casings and exhaust devices; and 2 engine vent Chambers, unless in a given case it is deemed unnecessary. 2. Internal combustion engines, rated at 2250 kW or more, or more than 300 mm bore shall be provided with crankcase oil mist detectors or engine of a concentration bearing temperature equipment or similar devices. 3. protection against flooding (R 48) new class B, C and D ships and existing class B ships: .1 bilge wells 1 periodically unattended machinery spaces located and monitored to detect fluid accumulation at normal trim and heeling angles, and they are large enough that they could fit on the liquid which usually accumulates engine not monitoring. 2. If the bilge pumps may be operated automatically, set the device to show that fluid intake exceeds the capacity of the pump or the pump is operating more frequently than would normally be expected. In such cases, an acceptable term may allow the use of smaller .1 bilge wells. If the installed automatic bilge pumps, paying particular attention to the requirements of the oil pollution prevention. 3. Sea water intake, the exhaust below the waterline or a bilge pumping system valves ejector control device is arranged to have enough time for this valve operation, if the room into the water, taking into account possible time required to reach and use these controls. Depending on the room's potential level of flooding, when the ship is fully loaded, provides for the possibility to operate the controls of these sites located above this level. 4. Engine control from the navigating bridge (R 49) new class B, C and D ships 1. Under all sailing conditions, including manoeuvring, the speed, direction of thrust and, if applicable, the pitch of the propeller shall be fully controllable from the navigating bridge. 1. that each independent propeller provides a single control device, and all related transactions are performed automatically, including where appropriate-of preventing overload of the engine. 2. On the navigating bridge shall be provided the main engine emergency stop device shall be independent of the navigating bridge control system. 2. Orders from the navigating bridge gives for the engines, is visible in the main machinery control room or in the case of engine control. 3. the remote control of the Propulsion machinery shall be possible only from one location at a time; in places, you can set up the associated control system. Each location that is equipped with an indicator showing which location is in control of the engine. The transfer of control between the navigating bridge and machinery spaces shall be possible only in the main machinery space or in the main machinery control room. This system shall include means to prevent the propelling thrust from altering significantly when transferring control from one location to the other. 4. It should be possible for all machinery essential for the safe operation of the ship, run from a local position, even if partially breaks down the automatic or remote control systems. 5. automatic remote control system is designed so that in the event of failure beeps. The propellers shall be maintained until local control speed and direction of the operation, unless it is not considered impossible. 6. On the navigating bridge shall be indicators that show: 1. the propeller speed and direction of rotation in the case of fixed pitch propellers; 2. propeller speed and pitch position in the case of controllable pitch propellers. 7. determine the failed automatic sequential launch number of attempts that are not capped, to ensure sufficient starting air pressure. Alarm shall be provided to indicate low starting air pressure which must be adjusted so that it is possible to make the engine run. 5. Communication (R 50) new and existing class B ships and new class C and D ships of 24 metres in length and OVER the main machinery control room or the propulsion machinery control position as appropriate, the navigating bridge and the mechanic's accommodation with secure voice communication system. 6. Alarm system (R 51) new class B, C and D ships and existing class B ships shall be provided with 1 alarm system that warns of failure that needs to be addressed, and: 1. the ability to give a sound signal in the main machinery control room or at the propulsion machinery control position, and given the item with a light signal indicate that the sound is heard; 2. using the selector switch, is connected with the mechanic and the dormitories each engineer's cabin to provide a connection to at least one of these rooms. May allow alternative systems installation, if they are considered equivalent; 3. start the audible and visual alarm on the navigating bridge for all situations when the officer in charge of action required or attention; 4. to the extent possible, it installed, based on fail-safe principles; and 5. actuate the engineers ' alarm required by II-1/C/10 rule when the set period of time sound not addressed locally. 2.1. The alarm system with a permanent energy supply, and it will automatically switch to stand-by power supply in case of loss of normal power supply. 2.2. For normal alarm system warns of energy disruption alarm. 3.1. The alarm system shall be able to indicate at the same time more than one fault and the acceptance of any alarm shall not inhibit another alarm. 3.2. If one of the items referred to in paragraph 1 has accepted the alarm, it indicates the other items, which were heard the alarm. The alarm should sound, as long as it takes, and individual alarm lights continue to burn until the fault has been corrected, and the alarm system will automatically switch to the normal working mode. 7. safety systems (R 52) new class B, C and D ships and existing class B ships shall be provided with safety system to ensure that serious or boiler in the event of disruption that poses an immediate danger, the relevant part of the facility automatically switches off and a panic alarm. The engine of the system does not switch off automatically unless it can cause serious damage, complete breakdown or explosion. If the system main engine shutdown for removal to prevent the accidental use of this system. On the abolition of the system of warning lights start. Control mechanism for automatic power off and slowing operations for safety purposes shall be separate from the alarm system. 8. Special requirements for the engine room and boiler and electrical installations (R 53) new class B, C and D ships and existing class B ships: 1. the main source of electrical power shall comply with the following requirements: 1. If power typically supplied one generator, suitable load onto the device, to ensure an integrated supply ship propulsion and control, as well as security needs. If the generator fails to provide sufficient capacity, backup generators, automatic start and locking the main switchboard to ensure recovery and management and security of the ship, again automatically when you run the essential auxiliaries including, where necessary – future activities; 2. If the power supply is usually more generators that run parallel to, for example, using the load dropped that one in the event of failure of the generating sets in the other generating sets continue to operate without overload, providing ship propulsion, control and safety of the ship. 2. If the backup mechanism are required for other auxiliary machinery essential to propulsion, automatic switching of installed devices. 9. automatic control and alarm system (R 53.4) new class B, C and D ships and existing class B ships: 1. control system provides the main engine and auxiliary machinery operation, using the required automatic system. 2. in the case of the automatic switch to sound the alarm. 3. Alarm system pursuant to regulation 6 provides the all important pressure levels, temperatures and fluid levels and other essential parameters. 4. The central control position shall be fitted with the necessary alarm panels and instruments, which transmits all the alarm signals. 5. Provides funds starting air pressure at the required level of maintenance, where internal combustion engines essential for main propulsion, run by compressed air.
Chapter II-2 fire protection, FIRE detection and fire clearance part A general provisions 1. Basic principles (R 2) new class B, C and D ships and existing class B ships in this chapter 1 fire safety goals are described: 1. avoid fire and explosion; 2. to reduce the risk of fire of life; 3. reduce the vessel, fire and risk of damage to the environment; 4. restrict, control and suppress fire and explosion in the compartment of origin; and 5 provide adequate and easily accessible passenger and crew evacuation. 2. to achieve the objectives set out in paragraph 1, fire safety objectives, on the basis of the provisions of this chapter have been following guidelines, taking into account the ship type and the associated potential fire hazards: 1. the breakdown of the main vertical zones by thermal and structural boundaries and resistant against mechanical damage; 2. the residential space from other parts of the ship by thermal and structural boundaries and resistant against mechanical damage; 3. the use of combustible materials in limited quantities; 4. fire detection zone of origin; 5. limitation of time of fire and the room in which it originated; 6. means of escape and fire-fighting equipment-fire approach; 7. fire-extinguishing equipment handy for availability; 8. flammable cargo vapour ignition capabilities of reducing to a minimum. 3. Fire safety objectives set out in paragraph 1 above, to reached to ensure compliance with the requirements laid down in this chapter or by an alternative system that corresponds to the 1974 SOLAS Convention, chapter II-2 of the revised F part which applies to ships constructed in January 2003 or later. Considers that the ship complies with paragraph 2, the following functional requirements referred to in paragraph 1 and the fire safety objectives have been met if: 1. the structure and the system as a whole shall meet the relevant requirements of this chapter; 2. or the ship's construction and the system as a whole has been reviewed and approved in accordance with the 1974 SOLAS Convention, chapter II-2 of the revised (F), relating to the ships that were built in January 2003 or later; 3. or ship design and system (part) is reviewed and approved (s) in accordance with the above the 1974 SOLAS Convention, chapter II-2 of the revised (F), and the other parts of the ship comply with the relevant requirements of this chapter. 4. all ships repairs, changes, modifications and outfitting related to the above, continue to comply with at least the requirements previously applicable to these ships. Repairs, alterations and modifications, as a result of significant changes in the ship or passengers sitting room size or substantially improving the ship's valid life and associated equipment comply with the latest requirements for new ships as far as what it considered reasonable and possible. Existing class B ships 5. Notwithstanding the provisions of paragraph 4, where the existing class B ships carrying more than 36 passengers, repair, change, transform or equipment in connection with the above, the following requirements apply: 1. all materials used in these vessels must comply with the requirements with regard to material applicable to new class B ships; 2. all repairs and changes, transformation and decoration associated with the above, and the replacement of material of 50 thereto tonnes and more, with the exception of regulation II-2/B/16, laid down in the provisions comply with the requirements applicable to new class B ships. 2. definitions (R 3) new class B, C and D ships and existing class B ships: 1. Non-combustible material is a material which neither Burns nor flammable vapours in sufficient quantity, so when heated to approximately 750 ° C, this being determined by the auto-ignition by fire test according to IMO resolution 799 (19) ' revised recommendation on test methods for classifying not ship material combustible material in the category ". Any other material is flammable material. 1. a. class B, C and D ships, constructed on 1 January 2003 or LATER non-combustible material is a material which neither Burns nor gives off flammable vapours in sufficient quantity, so when heated to approximately 750 ° C, this auto-ignition; determined in accordance with the fire test procedures code. Any other material is flammable material. 2. Flash exposure testing furnace of the relevant bulkheads or decks specimens to temperatures corresponding approximately to the standard time-temperature curve. The sample surface is exposed to a temperature of at least 4.65 m2, and the height (or deck) is 2.44 metres, and is similar to the design and, where appropriate, it has at least one connection. The standard time-temperature curve is defined by a smooth curve through the following internal furnace temperature points: initial internal furnace temperature: 20 ° C after the first five minutes: 576 ° C after 10 minutes: 679 ° C after 15 minutes: 738 ° C after 30 minutes: 841 ° C after 60 minutes: 945 ° C 2. a class B, C and D ships, constructed on 1 January 2003 or LATER Flash exposure testing furnace of the relevant bulkheads or decks specimens to temperatures corresponding approximately to the standard temperature curve. Test methods comply with the fire test procedures code. 3. (A) the class divisions are those divisions formed by bulkheads and decks which comply with the following requirements: 1. they shall be constructed of steel or other equivalent material; 2. they are properly secured; 3. they shall be so constructed as to prevent the passage of smoke and flame breakouts to one-hour Flash exposure; 4. it is insulated with approved non-combustible materials not used in the test side the average temperature does not exceed 140 ° C above the initial temperature and at no point, including any connection, temperature not exceeding 180 ° C above the original temperature periods specified below: A-60 class 60 minutes.

A-30 class for 30 minutes.

A-15 class 15 minutes A-0 class 0 minutes 5. The recognised organisation require a bulkhead or deck of the model testing to ensure that it meets the above requirements for integrity and temperature rise in accordance with IMO resolution 754 (18). Class b, C and D ships, constructed on 1 January 2003 or later, the text "IMO resolution a.754 (18)" shall be replaced by "fire test procedures code". 4. B ' class divisions are those divisions formed by bulkheads, decks, ceilings or linings which comply with the following: 1. they shall be so constructed as to prevent the passage of smoke and flame breakouts to one-hour Flash exposure; 2. it is isolated so that the unused side test, the average temperature does not exceed 140 ° C above the initial temperature and at no point, including any connection, the temperature does not exceed 225 ° C above the original temperature periods specified below: B-class 15 min 15.

B-0 class 0 min.

3. they shall be constructed of approved non-combustible materials and all materials used in the construction of "B" class divisions shall be non-combustible, with the exception that combustible veneers may be permitted the use of the provided that it meets the other requirements of this chapter; 4. The recognised organisation requires a test Division to ensure that it meets the above requirements for integrity and temperature rise in accordance with IMO resolution 754 (18). Class b, C and D ships, constructed on 1 January 2003 or later, the text "IMO resolution a.754 (18)" to read "fire test procedures code". 5. the "C" class divisions shall be constructed of approved non-combustible materials. They do not have to comply with the requirements relating to the smoke and flames roaring temperature rise, no restrictions. Combustible veneers permission provided they meet other requirements of this chapter. 6. Continuous "B" class ceilings or linings are those "B" class ceilings or linings, which ends just at the "A" or "B" class divisions. 7. Steel or other equivalent material are mentioned the words "steel or other equivalent material", "equivalent material" means any non-combustible material, which themselves or because of the insulation has the characteristics of the steel equivalent mechanical strength and integrity the properties after the exposure of the Flash exposure (e.g. aluminium alloy with appropriate insulation). 8. Low flame spread means that the surface thus described will adequately restrict the spread of flame, this being determined by a fire test according to IMO resolution a.653 (16) with respect to bulkhead, ceiling and deck finish materials. 8. a. Class B, C and D ships, constructed on 1 January 2003 or LATER at low flame spread means that the surface thus described will adequately restrict the spread of flame, this being determined in accordance with the fire test procedures code. 9. The main the vertical zone is the section in which the hull, superstructure and booths divided into "A" class divisions and the average length and width on all decks in total do not exceed 40 metres. 10. Accommodation spaces are those spaces used for public spaces, corridors, lavatories, cabins, offices, hospitals, cinemas, games and rest rooms, Barber, pantries containing no cooking appliances and similar spaces. 11. Public spaces are part of the living quarters, which are medications, dining rooms, lounges and similar permanently enclosed spaces. 12. Service spaces are those spaces which are the galleys, pantries, kitchen appliances, lockers, mail room and the money store, warehouse, workshop, except those that are part of the machinery spaces, and similar spaces and trunks to such spaces. 13. the cargo spaces are all spaces used for cargo (including cargo oil tanks) and trunks to such spaces. 13-1. Vehicle spaces are cargo spaces intended for the carriage of motor vehicles with fuel in the fuel tanks is driven. 14. Ro-Ro cargo spaces are spaces not normally subdivided and stretching the entire length of the ship or take up a large part of it, and normally the horizontal direction can be loaded and from where you can unload motor vehicles that are fuel tanks fuel for propulsion and/or goods (packaged or in bulk, in wagons or trailers, vehicles (including road and rail tankers), trailers, containers, the armrest is nomontējamo of reservoirs, or similar strengthened constructions or tanks). 15. Open ro-ro spaces are ro-ro cargo spaces which are open at both ends or at one end and provided with adequate natural ventilation throughout the length, using the permanent openings in the side plating or on the deck surface, or from above, and for ships constructed 1 January 2003 or later, this cargo area of the total surface area of at least 10% of the total surface area of the walls. 15-1. Open vehicle spaces are vehicle spaces which are open at both ends or at one end and provided with adequate natural ventilation throughout the length, using the permanent openings in the side plating or on the deck surface, or from above, and for ships constructed 1 January 2003 or later, this cargo area of the total surface area of at least 10% of the total surface area of the walls. 16. Closed ro-ro cargo spaces are ro-ro cargo spaces which are not open ro-ro cargo spaces or open deck. 16-1. Closed vehicle spaces are vehicle spaces which are not open vehicle spaces nor the open decks. 17. Open deck is a deck which is completely exposed to the weather from above and from at least two sides. 18. Special category spaces are those enclosed vehicle spaces above or below the bulkhead deck, where you can enter and from which you can leave the vehicle in which passengers can stay. Special category spaces may be provided on the several decks provided that the total net weight of the vehicles does not exceed 10 metres. 19.1. the machinery spaces of category A are those spaces and trunks to them, which are: 1. internal combustion machinery used for main propulsion; 2. internal combustion machinery used for purposes other than main propulsion where such machinery total power of not less than 375 kW; 3. all liquid fuels in boilers or oil fuel units. 19.2. The engine room are all machinery spaces of category A and all other spaces containing engines, boilers, oil fuel units, steam and internal combustion engines, generators and major electrical machinery, filling the spot, refrigeration, stabilisation, ventilation and conditioning equipment, and similar spaces and trunks to such spaces. 20. Oil fuel unit is the equipment used for the preparation of oil fuel for delivery to the heating oil boiler, or equipment used to prepare for a heated fuel internal combustion engine, and they consist of compressed fuel pumps, filters and heaters that make up fuel at a pressure exceeding 0.18 N/mm2. 21. A checkpoint are those spaces in which the ship's radio or main navigating equipment or the emergency source of electrical power, or where the fire recording or fire control equipment is centralised. 21.1. the central control station is a control station in which the following are concentrated control and indicator functions: 1. fixed fire detection and fire alarm system; 2. the automatic sprinkler, fire alarm and fire detection system; 3. fire doors indicator panels; 4. fire doors closure; 5. watertight door indicator panels; 6. conclusion the watertight door; 7. fan; 8. General/fire alarms; 9. communication systems including telephones; 10. speaker system and microphones. 21.2. the permanent supervision of the central control station is a central control station in which the resident in charge of the crew. 22. the spaces containing furniture and furnishings of restricted fire risk, II-2/B/4 rule spaces containing furniture and furnishings of restricted fire risk (cabins, public spaces, offices or other premises intended for habitation) where 1. all built-in furniture such as desks, wardrobes, dressing tables, desks, lockers are made entirely of approved non-combustible materials, except the combustible veneer which thickness not exceeding 2 mm, you can use the above furniture natural surfaces; 2. all built-in furniture such as chairs, sofas, tables, frame is made of non-combustible materials; 3. all drapery, curtains and other suspended textile materials are resistant to flame spread, and this resistance is not less than the wool of mass 0.8 kg/m2 resistance in accordance with IMO resolution 471 (XII) and its amendments adopted by resolution 563 (14). Class b, C and D ships, constructed on 1 January 2003 or later, the text "IMO resolution a.471 (XII) and its amendments adopted by resolution 563 (14) ' shall be replaced by" fire test procedures code "; 4. all the flooring is resistant to flame spread, and this strength is less than for the same purpose use wool material strength. Class b, C and D ships, constructed on 1 January 2003 or later, this is replaced by the following: all floor coverings have low flame spread of ability; 5. all exposed surfaces of bulkheads, linings and ceilings have low flame spread of ability; and 6 all upholstered furniture is resistant to the ignition and propagation of flame in accordance with the IMO resolution a. 652 (16) Upholstered Furniture flammability test methods. Class b, C and D ships, constructed on 1 January 2003 or later, the text "IMO resolution a.652 (16) ' shall be replaced by" fire test procedures code ". Class b, C and D ships, constructed on 1 January 2003 or LATER 7. all bedding is resistant to the ignition and propagation of flame, this being determined in accordance with the fire test procedures code. 23. Ro-ro passenger ship means a passenger ship with ro-ro cargo spaces or special category spaces as defined in this regulation. 24. The fire test procedures code is the international code for application of fire test procedures, adopted by the IMO Maritime Safety Committee resolution MSC 61 with (67), which made amendments to the IMO. 25. the fire safety systems code means the international code for fire safety systems, adopted by the IMO Maritime Safety Committee resolution MSC 98 (73), which may be amended by the IMO, provided that such amendments shall be adopted and shall enter into force in accordance with the existing SOLAS Convention article VIII rules concerning the amendment procedures applicable to the annex other than chapter I thereof. 26. the flash point temperature in degrees Celsius (closed cup test) at which the object emits enough flammable vapour to be ignited, as determined by an approved flashpoint apparatus. 27. the prescriptive requirements mean the design characteristics, limited size or fire safety systems specified in this chapter. 3. Fire pumps, fire mains, hydrants, hoses and nozzles (R 4) new class B, C and D ships and existing class B ships 1.1. Every ship shall be provided with fire pumps, fire mains, hydrants, hoses and nozzles complying as applicable with the requirements of this regulation. New class B, C and D ships, CONSTRUCTED before 1 January 2003 1.2. If you need more than one independent fire pump in an easily accessible and tenable position outside the machinery space shall be provided with isolating valves to separate the section from the rest of the fire main of the fire main within the machinery space containing the main fire pump or pumps. The fire main shall be so arranged that when the isolating valves are shut all the hydrants on the ship, except those in the machinery space referred to above, the water can deliver fire pump outside that machinery space through pipes, which does not pass through the engine room. Exceptionally, the emergency fire pump suction and draining pipe system a small fraction may penetrate the machinery space if it is not convenient to install, bypassing the machinery space, provided that the integrity of the fire main is maintained by placing pipes in steel shell thick enough. New class B, C and D ships, constructed on 1 January 2003 or LATER 1.3. An easily accessible and tenable position outside the machinery space shall be provided with isolating valves to separate the section from the rest of the fire main of the fire main within the machinery space containing the main fire pump or pumps. The fire main shall be so arranged that when the isolating valves are shut all the hydrants on the ship, except those in the machinery space referred to above, the water can be supplied by another pump or an emergency fire pump. The emergency pump, this pump sea water inlet and suction and draining pipes and atvienojošo valves fitted outside the engine room. If this is not possible, may be fitted in the engine room, where the sea-chest valve is controlled by the remote control of the items in the same compartment as the emergency pump and the suction pipe is as short as possible. The suction or discharge piping may penetrate the machinery space, provided that they are sufficiently thick steel shell or insulation under the A-60 standards. Pipe wall thickness is sufficiently thick, and they may not be thinner than 11 mm and are connected by welding, flanged connection except with the sea water intake valve. All new and existing class B ships and new class C and D ships of 24 metres in length and OVER 2. Fire pump capacity 1. fire pumps required for fire-fighting purposes at the pressure specified in paragraph 4.2 may supply the amount of water that is at least two thirds of the quantity required to be extracted the bilge pumps when employed for bilge pumping. 2. Every ship, which according to these rules must be more fire pumps, each required pump capacity is at least 80% of the total required capacity divided by the minimum required fire pumps, but in any case it must be not less than 25 m3/h and, in any case, each pump can supply at least two of the required water. These fire pumps to supply the fire main system under the required conditions. 3. If the ships built 1 January 2003 or later when the pump exceeds the minimum number of additional pump pumping capacity of at least 25 m3/h and they can deliver at least two water required by paragraph 5 of this rule. 3. Fire pumps, fire-fighting system of motorways and the easy availability of water supply. 1. Vessels installed power fire pumps as follows: 1. ships certified to carry more than 500 passengers: at least three pumps, one of which may be a pump powered by the main engine; 2. ships certified to carry 500 passengers and less: at least two pumps, one of which may be a pump powered by the main engine. 2. Drain, ballast, bilge or general service pumps may be accepted as fire pumps, provided that they are not normally used for pumping oil and-if it is sometimes used for transfusion or liquid fuel pumping, they shall be fitted with a suitable switching device. 3. the intake of the sea water, and fire pump power source system is such that, in the event of a fire in one compartment of the ship, which can carry more than 250 passengers, not stops all fire pumps. New class B ships certified to carry 250 passengers or less, if, in the event of a fire in one partition may stop working all the pumps, as an alternative to the fire-fighting water supply purposes used independently operated, mechanically driven emergency fire pump whose source of power and sea water inlet hole located outside the machinery space. The independent said the power operated emergency fire pump shall comply with the provisions of the fire safety systems code for ships constructed in January 2003 or later. 4. New class B ships certified to carry more than 250 passengers, the easily accessible water supply system is that of any existing indoor hydrants can now get at least one effective jet of water and water supply to provide you with the required fire pump automatic launch. 5. For vessels periodically unattended machinery space or guard to stand only one crew member, the fire main system now supplies water to the applied pressure from the navigating bridge or fire control station, if is-when you run the remote-one of the main fire pumps with remote or one of the main fire pump constantly keeping under pressure of the fire main system. 6. the spiedienvārst of each fire pump shall be fitted with a one-way valve. 4. The fire of the motorways of the diameter and pressure in the fire mains and 1 water supply pipe diameter is sufficient for the effective distribution of the maximum required discharge from two fire pumps operating simultaneously. 2. If two pumps simultaneously over specified in point 8 nozzles and water supply is sufficient to tap a number to ensure 4.1. above water at all faucets maintains the following minimum pressure: class B ships certified to carry more than 500 New existing passengers 0.4 N/mm2 0.3 N/mm2 up to 500 passengers 0.3 N/mm2 0.2 N/mm2 3. Maximum pressure on all the faucets do not exceed pressure What can effectively control the fire hose. 5. number of hydrants and disposition 1. number of hydrants and placement shall be such that at least two water jet from a variety of taps, one of which escapes from the seamless hose, may reach any part of the ship where the shipping time is normally accessible to and used by passengers or crew, and any part of the cargo space empty, any ro-ro cargo spaces or special category spaces, any such space in the event the room is accessible by two water jet from two one-piece hoses. In addition, these hydrants shall be arranged at the passages leading to the protected spaces. 2. the accommodation, service and machinery spaces the number and position of the taps meets the requirements of paragraph 5.1 are closed when all watertight doors and all doors in main vertical zone. 3. If the lower part of the engine can be accessed from an adjacent shaft tunnel shall be provided outside the two hydrants at the entrance to the engine room. If the engine enters from the other premises, in one of the rooms at the entrance to the machinery spaces two hydrants shall be provided. These requirements are not followed, if the tunnel or adjacent spaces are not used as an escape route. 6. Pipes and fire hydrants 1. Fire mains and hydrants do not use materials that fire affects breaks down, if it does not provide adequate protection. Pipes and hydrants shall be located so that you can easily add the fire hoses. Pipes and hydrants system shall be so arranged as to prevent lice. The ships, which can carry cargo on deck, fire cocks so positioned that they are always free, and pipes shall be arranged as far as possible, to prevent the spoil that. 2. A valve shall be fitted to serve each fire hose so that any fire hose may be removed while the fire pumps are at work. 3. For ships constructed in January 2003 or later, atvienojošo valves shall be provided for all open deck fire main branches, which is not used in firefighting, but for other purposes. 7. Fire hoses 1. Fire hoses made of approved material dilumizturīg and the length is enough to transmit water to any room where their use is required. Each hose shall be fitted with a nozzle and the necessary connections. Hose connections and nozzles must be fully interchangeable. Hoses specified in this chapter as "fire hoses", together with the necessary fittings and tools, there's a ready-to-use dangerous places on the water taps or connections. In addition, indoor, vessels carrying more than 36 passengers fire hoses are permanently connected to the hydrants. 2. for each of the mentioned in paragraph 5 the hydrants is one hose. Fire hoses length on deck and the superstructure does not exceed 20 metres and 15 metres in machinery spaces-but on smaller ships respectively 15 and 10 metres. 8. Nozzle 1.1. In this chapter the nozzle size is 12 mm, 16 mm and 19 mm or as near as possible to these sizes. If used in other systems, such as water mist system, may be authorised to use nozzles with different diameters. 1.2. All nozzles shall be of an approved dual-purpose type (i.e. spray/jet type), and are to be concluded. 2. Accommodation spaces and service spaces not be used nozzles, with size greater than 12 mm. 3. Machinery spaces and spaces in the nozzle size shall be such that the two jets at the pressure mentioned in paragraph 4, it may obtain the maximum possible discharge from the smallest pump, provided that you do not need to use nozzles that exceed 19 mm. New class C and D ships of less than 24 metres in length: 9. Fire pumps, fire mains, hydrants, hoses , jets and easy access to the water supply required 1 one independent fire pump that can deliver fire at least one jet of water from any fire hydrant at the pressure below. The quantity of water so delivered is not to be less than two-thirds of the quantity required to be dealt with by the bilge pumps when employed for bilge pumping. The above maximum flood water from the hydrants with 12, 16 or 19 mm nozzles, these fire pumps can be maintained at any hydrant B class ships required minimum pressure. 2. In all ships, carrying more than 250 passengers shall be provided with an additional fire pump which shall be permanently connected to the fire main. These pumps are power operated. These pumps and their energy source is not in the same partition with 9.1, paragraph requested the pump and they are constantly connected to the sea water inlet outside the machinery space. These pumps can be supplied at least one jet of water from any fire hydrant in the ship, saving at least 0.3 N/mm2 pressure. 3. Drain, ballast, bilge or general service pumps may be accepted as fire pumps. 4. Every ship shall be provided with a fire main having a diameter sufficient for the effective distribution of the maximum discharge of the above. Number of hydrants and the layout is such that at least one water can reach any part of the ship, if the maximum length seamless hose, designed for class B ships in paragraph 7.2. 5. Every ship for every fire hydrant shall have at least one fire hose. 6. Ships machinery space periodically left unattended or guard to stand only one crew member, the fire main system now supplies water to the applied pressure from the navigating bridge or fire control station, if is-when you run the remote-one of the main fire pumps with remote or one of the main fire pump constantly keeping under pressure of the fire main system. 7. spiedienvārst of each fire pump shall be fitted with a one-way valve. 4. fixed fire-extinguishing systems (R 5 + 8 + 9 + 10) 1 fixed gas fire-fighting systems General (R 5.1) new class B, C and D ships, CONSTRUCTED before 1 January 2003 and existing class B ships 1. Pipes necessary for the discharge of fire-extinguishing medium into protected spaces shall be provided with control valves, which are clearly marked with an indication to which premises is pull the tube. In a manner appropriate to ensure that the funds do not allow accidental injection. 2. the distribution of fire-extinguishing medium shall be arranged and piping nozzles so positioned that a uniform distribution of the funds obtained. 3. Made from outside the protected spaces close all openings which protected premises may admit air to or leak gas. 4. Provides automatic sound signal that warns of fire of the admission room where usually work crew or crew can get. The alarm sounds in the period before the release of the funds. 5. All stationary gas fire-extinguishing system controls are easily accessible and simple to operate and shall be grouped in as few locations as possible at positions not likely to be cut off by a fire in the protected space. Each item is clear instructions regarding the use of the system, taking into account the safety of the crew. 6. the automatic launch of fire-extinguishing medium is not permitted except in machinery spaces on machines with a high fire risk or in enclosed spaces of high fire risk within machinery spaces in, except where permission for local automatic appliances installed in addition to and apart from the required fixed fire-fighting systems. 7. If the quantity of fire-extinguishing medium is for more than one room, the available means of protection of quantity, must not exceed the largest quantity required for any of the following protected area. 8. Unless otherwise is allowed, necessary for the storage of fire-extinguishing medium tank located outside protected spaces in accordance with paragraph 1.11. 9. The crew or shore personnel to provide a safe way to check the quantity of containers means. 10. Extinguishing media storage containers and associated pressure components shall be designed to appropriate codes of practice having regard to their locations and maximum ambient temperatures expected in service. 11. when the fire-extinguishing medium is stored outside a protected space, it shall be stored in a room which is secure and easily accessible and which effectively ventilated. Entrance to such a storage room shall preferably be from the open deck and in any event shall be independent of the protected space. The entrance door is opened to the outside, and bulkheads and decks that have doors and other closing appliances and between such spaces and the adjacent spaces are sealed gas-tight. The case concerned the application of regulation II-2/B/4 or II-2/B/5 rule fire integrity of bulkheads and decks in a table, such storage rooms shall be treated as control points. 12. A new fire-extinguishing systems of ships and the new structure to the existing vessels are not allowed to use the fire-extinguishing medium, which either by itself or under expected conditions of use gives off toxic gases in such quantities as to endanger persons or gives off gases which are harmful to the environment. New class B, C and D ships, constructed on 1 January 2003 or LATER 13. Fixed gas fire extinguishing systems shall comply with the provisions of the fire safety systems code. 14. Made from outside the protected spaces close all openings which protected area may admit air to or leak gas. 15. When the fire-extinguishing medium is stored outside a protected space, it shall be stored in a room which is located behind the front of the collision and not used for other purposes. Entrance to such a storage room shall preferably be from the open deck and in any event shall be independent of the protected space. If the storage space under the deck, not in the deeper than one deck below the open deck and is directly accessible by stairs from the open deck. The space below the deck, or the rooms can not enter from the open deck shall be provided with a mechanical ventilation system for the exhaust air from the room and providing at least 6 air changes per hour. The entrance door is opened to the outside, and bulkheads and decks that have doors and other closing appliances and between such spaces and the adjacent spaces are sealed gas-tight. Applying and 4.1, 4.2, 5.1, 5.2 table, such storage rooms shall be treated as control points. New class A, B, C and D ships and existing class B ships 16. provides an additional quantity of fire-extinguishing medium, if any room air savācējo is the free air that, in the event of fire, let the air in that room, the significant reduction of the fixed fire-extinguishing system efficiency. 17. fixed fire-fighting installations suppliers provide rigs description, including maintenance checklist in English and in the official language of the flag State (s). 18. the approved expert, KD structure supplier or recognized organization at least once a year check the quantity of fire-extinguishing medium. 19. Periodic inspection by the ship's first engineer or the ship, recorded in the logbook, specifying the amount and the time of inspection. 20. The fire-fighting equipment and dimensions that are not intended for and what is installed, such as warehouses, comply with the requirements of this regulation, identified by the type of installation. 21. all doors to spaces protected by CO2/halon installation shall be marked with the following text "this space is protected by a CO2/halon installation and space is evacuated, the alarm". 2. Carbon dioxide systems (R 5.2) New class B, C and D ships, CONSTRUCTED before 1 January 2003 and existing class B ships 1.1. Unless otherwise specified, hold the CO2 available shall be sufficient to give a minimum volume of free gas equal to 30% of that in the form of the most-protected cargo space of a ship the gross volume. If the ventilation ducts are connected two or more cargo space, the cargo space shall be considered as one space. Vessels used for the transport of the vehicle, the estimated quantity of CO2 required is 45% of the largest cargo space gross volume. 1.2. the machinery spaces the quantity of carbon dioxide carried shall be sufficient to give a minimum volume of free gas equal to the larger of the following volumes: 1.40% of the most vulnerable in that way, the gross volume of the machinery space; a volume that does not include the portion of the shaft above the level of the shaft or horizontal the surface is 40% or less of the horizontal area of the space determined by the midway between the reservoir and the lower the ceiling of the mine; or 2.35% of the largest machinery space protected, including the gross volume of the mine; provided that two or more cargo spaces that are not completely separated, be regarded as a single space. 2. for the purposes of this paragraph the volume of free carbon dioxide shall be calculated as 0.56 m3/kg. 3. The fixed pipeline system is installed so that 85% of the gas can let room in 2 minutes. 4. release mechanism of carbon dioxide. 1. Install two separate controls to carbon dioxide in a protected location and ensure the alarm operation. One control device used to release the gas from the tanks where it is stored. The second control is used to open the valve in the pipeline system, which conveys the gas safeguard in place. 2. the two control devices located on the release mechanism of the box on which is clearly marked in the particular space. If the control device box is lockable key boxes placed behind glass in the izsitam next to the box. 5. The recognised organisation shall ensure that the spaces in which the CO2 batteries are located will be properly arranged as regards their access, ventilation and communication equipment. It shall take the necessary safety measures for CO2 cylinder, pipe and pipe accessories, design, installation, marking, filling and testing, as well as to the management of the installations and signalling equipment. New class B, C and D ships, constructed on 1 January 2003 or LATER 6. Carbon dioxide systems comply with the provisions of the fire safety systems code. 7. The recognised organisation shall ensure that the spaces in which the CO2 batteries are located will be properly arranged as regards their access, ventilation and communication equipment. It shall take the necessary safety measures for CO2 cylinder, pipe and pipe accessories, design, installation, marking, filling and testing, as well as to the management of the installations and signalling equipment. 3. Stationary low-expansion foam fire-extinguishing systems in machinery spaces (R 8) new class B, C and D ships, CONSTRUCTED before 1 January 2003 and existing class B ships 1. If the engine room under rule 6 shall be provided a fixed low-expansion foam fire-extinguishing systems, this system no more than five minutes through fixed discharge openings can ejaculate a quantity of foam sufficient to the 150 mm thick layer of foam cover the most area in which liquid fuel may spill out. The system is able to produce foam suitable for extinguishing oil fires. Provide for the effective distribution of the foam through a permanent pipeline control valves or valve system and to a suitable exhaust vents and foam diversion using effective fixed nozzles, the other major fire hazards in the protected space. The foam expansion ratio does not exceed 12 to 1., 2. All the control devices shall be readily accessible and simple to operate and shall be grouped in as few locations as possible at positions not likely to be cut off by a fire in the protected space. New class B, C and D ships, constructed in 2003 on 1 January 2004 or LATER 3. Fixed low-expansion foam fire-extinguishing systems in machinery spaces shall comply with the provisions of the fire safety systems code. 4. Fixed high-expansion foam system in machinery spaces (R 9) new class B, C and D ships, CONSTRUCTED before 1 January 2003 and existing class B ships: 1. Any required fixed high-expansion foam system in machinery spaces shall be capable of rapidly discharging through fixed discharge outlets a quantity of foam sufficient to the greatest space to be protected at one minute to fill at least 1 meter in thickness. Foam fluid available must be sufficient to produce the foam capacity, equal to the largest volume of the protected space five-fold. The foam expansion ratio of 1000 to 1 not exceeded. 2. Foam supply air intakes pipes, foam generator and the number of foam-producing units shall be sufficient to ensure effective foam production and distribution. 3. Foam generator feeder pipeline system is fitted to a fire in the protected space untouched foam production facilities. 4. the foam generator, energy sources, foam fluid and system controls are easily accessible and simple to operate and is concentrated in only a few locations as possible at positions not likely to be cut off by a fire in the protected space. New class B, C and D ships, constructed on 1 January 2003 or LATER at 5. Fixed high-expansion foam system in machinery spaces shall comply with the provisions of the fire safety systems code. 5. Fixed pressure water-spraying fire-extinguishing systems in machinery spaces (R 10) new class B, C and D ships, CONSTRUCTED before 1 January 2003 and existing class B ships: 1 any required fixed pressure water-spraying fire-extinguishing systems in machinery spaces shall be provided with nozzles of an approved type. 2. number and arrangement of the nozzles ensure efficient water distribution in protected locations average at least 5 litres/m2 per minute. You can consider to ensure greater efficiency in especially dangerous areas. Nozzles shall be provided above the bilge, reservoirs and other zones in the ceiling where you can pour out the liquid fuel, as well as over other specific fire places in the engine room. 3. the system can be divided into separate sections, the distribution valves of which operated from easily accessible positions outside the spaces to be protected and a fire in the protected space will not shut off the valves. 4. The system maintain the necessary pressure and the pump supplying the water for the system runs automatically, reducing the pressure in the system. 5. Pump at the required pressure to supply all at the same time the system section in any protected compartment. The pump and its control system is installed outside the space or spaces protected. Fire which breaks out in the space or spaces protected by the water pressure in the system can not damage the system. 6. Precautions shall be taken to prevent the nozzle clogging by particles in the water, as well as piping, nozzles, valves and pump corrosion. New class B, C and D ships, CONSTRUCTED before 1 January 2003 7. Pump can run an independent internal combustion machinery but, if it is dependent on electricity delivered under part D of chapter II-1 of rules set up emergency generator, the generator must work automatically if the stops the main energy shortages, to paragraph 5 of the pump is immediately usable. If the pump is driven by an independent internal combustion machinery it shall be so installed that, when a fire in the protected space will not affect the air supply to the machine. New class B, C and D ships, constructed on 1 January 2003 or LATER 8. Fixed pressure water-spraying fire-extinguishing systems in machinery spaces shall comply with the provisions of the fire safety systems code. 5. Portable fire extinguishers (R 6) new class B, C and D ships, CONSTRUCTED before 1 January 2003 and existing class B ships: 1. All fire extinguisher type and construction is approved. 2. The required portable fire extinguisher capacity not more than 13.5 litres and not less than 9 litres. General fire extinguishers must be at least as easy to carry as the 13.5-litre fire extinguisher, and the fire-fighting capacity must be at least equal to the 9-litre capacity of the extinguisher. 3. Spare charges shall be provided by the 50% of each type of extinguisher on board total. Another of the same type of fire extinguisher provided reserve filled fire extinguisher which cannot be recharged on Board immediately. 4. Portable CO2 fire extinguishers shall not be placed in accommodation spaces. Where such extinguishers are positioned in the radio room, at switchboards and other similar items, the purpose of this provision, the volume of the space in which one or more fire extinguishers, should be such as to exhaust the resulting vapour concentration does not exceed 5% of the net volume of the space. The volume of CO2 shall be calculated as 0.56 m3/kg. New class B, C and D ships, constructed on 1 January 2003 or LATER at 5. Portable fire extinguishers to comply with the provisions of the fire safety systems code. 6. Carbon dioxide fire extinguishers shall not be placed in accommodation spaces. Control stations and other premises that have electrical or electronic equipment, necessary for the safety of the ship, placed such extinguishers extinguishing media which are not conductive and does not harm the equipment and appliances. 7. Fire extinguishers placed in a ready-to-use easily visible places, which in case of fire, you can quickly and easily reach at any time and in such a way that their serviceability is not detrimental to the weather, vibration or other external factors. Portable fire extinguishers shall be provided with devices which indicate whether they have been used. 8. Spare charges for the first 100% supports 10 fire extinguishers and 50% rest of fire extinguisher on board by refilling. 9. Fire extinguishers which cannot be recharged on board, in lieu of spare charges provides more portable with the same volume, type, capacity and number of fire extinguishers, as specified in paragraph 13. NEW (B), (C) AND (D) Class ships and existing class B ships 10. Not allowed to use fire extinguishers containing the fire-extinguishing medium, which either by itself or under expected conditions of use gives off toxic gases in such quantities as to endanger persons or gives off gases which are harmful to the environment. 11. Fire extinguishers are suitable for fighting a fire that can outshine the extinguisher nearby. 12. One of the portable fire extinguishers intended for use in the room, positioned at the entrance to the room. 13. the minimum number of fire extinguishers shall be as follows: 1. in accommodation and service spaces: fire extinguishers deployed so that no point of the space is more than 10 metres walking distance from an extinguisher apparatus; 2. fire extinguishers, suitable for use in high-voltage facilities, located at the power Panel or SubPanel, where power is 20 kW or more; 3. more than 10 metres walking distance from an extinguisher apparatus; 4. fire extinguisher placed at the color of the cabinets in rooms containing readily flammable products; 5. at least one extinguisher shall be located on the navigating bridge and in each control station. 14. Portable fire extinguishers provided for use in accommodation or service spaces, are the same. 15. Periodic inspection of fire extinguishers: KD or recognised organisation ensure portable fire extinguisher periodic inspections, performance tests and pressure tests. 6. Fire-fighting equipment in machinery spaces (R 7) machinery spaces of category A fitted with the following equipment. New class B, C and D ships of 24 metres in length and above: 1. one of the following fixed fire-extinguishing systems: 1. gas system that complies with rule 4, paragraph 1 and 2, the relevant requirements, or the equivalent of a water system as an alternative to the use of halon system, following the 1994 December 30, MSC/Circ. 668 and MSC-June 1996/728 Circa rules and taking into consideration the date of construction of the ship; 2. high-expansion foam system complying with the provisions of paragraph 4 of 4 of the relevant requirements, taking into consideration the date of construction of the ship; 3. water pressure systems, which comply with the provisions of paragraph 5 of 4 of the relevant requirements, taking into consideration the date of construction of the ship date. 2. at least one portable air-foam equipment consisting of an inductor type air-blowing nozzle with a fire hose, which can add to the fire main, and a portable tank containing at least 20 litres of foam-liquid and one spare tank. Through the nozzle to dissolve into the foam to extinguish oil fires, with foam covers at least 1.5 m3 per minute. 3. each room housed in approved foam extinguishers with a capacity of at least 45 litres, or their equivalents, which is sufficient to foam or equivalent might be diverted to any fuel and lubricating oil pressure systems, gearing and other parts of the fire places. In addition, deploy a sufficient number of portable foam extinguishers or equivalent to one point of the space is more than 10 metres away from an extinguisher, and each room has at least two fire extinguishers. New class B, C and D ships of less than 24 metres, and existing class B ships shall be provided with one of the 4 fixed fire-extinguishing systems specified in paragraph 1 above, and in addition in any space containing internal combustion engines, or oil fuel settling tanks or oil fuel units, one foam fire extinguisher of at least 45 litres capacity with or one carbon dioxide extinguisher of at least 16 kg capacity , and 5 one portable fire extinguisher suitable for extinguishing oil fires for each facility where capacity is 736 kW or part of such a mechanism; provided that any space is at least two and not more than six such fire extinguishers. A separate six portable fire extinguisher instead allowed to use a fixed low-expansion foam system. New class B, C and D and existing class B ships carrying more than 36 passengers: 6. Each engine installed in two suitable water fog applicators, consisting of a metal L-shaped pipe, whose longest part is about 2 metres tall, and you can add to a fire hose, but the shorter part is about 250 mm in length and fitted with a fixed water fog nozzle or capable of being fitted with a water nozzle. New class B, C and D ships N existing class B ships in 7. If the heating uses liquid fuel may be required in addition to the boiler room to space shall be fitted with a permanent or portable equipment, for the purpose of extinguishing provides jet of water under pressure or the foam above and below the floor. New class B, C and D ships constructed 1 January 2003 or LATER and 24 metres in length and OVER 8.8.1. Machinery spaces of category A, having a capacity of more than 500 m3, in addition to the requested fire fixed systems also protect with an approved type for the use of fixed local water or equivalent fire-extinguishing system, based on the guidelines developed by IMO (see MSC/Circ. 913 "fixed local water for the use of the fire-extinguishing system approval of guidelines for the use of machinery spaces of category A"). If the engine periodically unattended, the fire extinguishing system must be activated for automatic and manual control. If the engine room monitor constantly, fire-extinguishing systems shall be actuated only manual control. 2. the use of the premises with fixed fire extinguishing systems, for example, protected space, without turning off the engine without evacuating the crew and not sealing the premises: 1. the ship's main engines used to generate electricity and the internal combustion machinery or carry flammable parts; 2. the boiler front; 3. waste incineration furnace parts and 4 fire heated fuel oil purifiers. 3. when the use of the local system begins to operate, the protected space and constant monitoring of existing items appear in lights and sounds audible signal. The alarm indicates that the system is triggered. This paragraph describes the requirements for a system alarm complements and does not replace the fire detection and fire alarm requirements set out in this chapter. New class B, C and D ships, CONSTRUCTED before 1 January 2003, existing class B ships, and ALL ships which are certified to carry MORE THAN 400 passengers 9. Fixed fire-extinguishing systems the use of the premises shall, in accordance with paragraph 8 of this regulation not later than 1 October 2005. 7. specific systems in machinery spaces (R 11) new class B, C and D ships and existing class B ships 1. ventilation and the proper and safe operating needs light to a minimum here, the door, the fan, the exhaust ventilation .1 and other machinery spaces open. 2. the light shall be of steel manhole and contain no glass panes. Be the appropriate framework for the release of smoke in the room when the protected fire. New class B, C and D ships 3. If the fire in the room, the door, except for the power-operated watertight doors must be closed, effectively using a closing device with a motor drive or self-closing doors that close automatically regardless of the adverse heeling 3.5 ° angle and having an effective fail-safe security mechanism equipped with remote release device. New class B, C and D ships and existing class B ships 4. Machinery space shall be provided with secondary containment walls without Windows. Engine control stations can, however, use glass. 5. the management structure provides for the following purposes: 1. light the hatch opening and closing, .1 ventilation exhaust and fan damper closing closing; 2. to release the smoke; 3. power-operated door is closed or the door opening mechanism actuating, not watertight doors with motor drive; 4. fan stop; and 5 the suction and the suction fan, liquid fuel pumps, the oil fuel installation pump and other similar fuel pumps. Ships built 1 January 2003 or later, other similar fuel pumps are lubricating oil pumps, thermal oil circulating pumps and oil separators. This provision, section 6 does not apply, however, oil-water separators. 6. The control device required by paragraph 5 and II-2/A/10.2.5 rule, outside the space concerned, where they will deactivate if the space on which these devices apply, fire. These control devices and all necessary fire control system in the same State or kontrolposten are grouped into only a few items. In these roles, you can probably get from the open deck. 7. If the entrance in machinery spaces of category A is installed in the lower part of the space from an adjacent shaft tunnel, this tunnel at the watertight doors shall be provided with a light steel fire ekrāndurv that opens from both sides. 8. the automatic sprinkler, fire detection and fire alarm system (R 14) new class B, C and D ships, CONSTRUCTED before 1 January 2003 and existing class B ships: 1. all automatic sprinkler, fire alarm and fire detection system can immediately at any time, start up, and it is not necessary to run crew. They are filled with water systems, but some parts of the open may not be filled with water, if such a security measure is necessary. All parts of the system during operation can be subjected to the island, must be adequately protected against freezing. This system continuously maintain pressure and ensure a constant water supply, as required by this rule. 2. each sprinkler has installation that automatically transmits light and sound signals to one or more indicating units if sprinkler does. These panels indicate in which section served by the system fire has occurred and is centrally located on the navigating bridge, and in addition, visible and audible alarms also receives another item, not only so as to ensure that the crew is immediately aware of the fire. The alarm system also alerts you if there is a fault in the system. 3. The Sprinkler to be grouped in separate sections, each of which has more than 200 sprinklers. Each section of sprinklers is for no more than two decks, and one section is only one main vertical zone, unless it can be shown that the ship's fire safety in case of fire do not fall, if the sprinkler section will be designed more than two decks or find more of the main vertical zones. 4. Each section of sprinklers can be isolated with only one stop valve. Each section stop valve is easily accessible, and its location is always clearly indicated. Not that the stop valve is operated by a person without the mandate. 5. At each section stop valve and at a central item of the measuring apparatus shall be provided indicating the pressure in the system. 6. the sprinklers are resistant to corrosion in sea air. Accommodation and service spaces the sprinklers started running at 68-79 ° C, except, for example, drying rooms, which could include high ambient temperature; the room temperature at which exposed the sprinkler can increase up to a maximum temperature at this room the ceiling by more than 30 ° c. 7. Each indicating unit list or a plan showing the premises served by the system and the location of the zone in respect of each section. Are available for appropriate testing and maintenance instructions. 8 sprinklers shall be placed in the room at the top and to the average amount of water that spills over the rooms equipped with sprinklers, there are at least 5 l/m2 per minute. Sprinklers shall be clear as possible of beams or other objects likely to obstruct the projections of water and placed as to the proper amount of water that combustible material in the space. 9. Install a pressure tank having a volume equal to at least twice that of the charge of water specified in this paragraph. The reservoir is constantly replenishing that meet water quantity referred to in paragraph 12, the pump will then one minute, and the reservoir must maintain the air pressure in order to ensure that, where the reservoir is used for freshwater quantity, constant pressure not less than the working pressure of the sprinkler, plus the pressure of water from the reservoir to the top of the sprinkler system installed. Manner appropriate to complement the existing air under pressure and the quantity of freshwater reservoir. Fitted glass apparatus from which to read the correct water level in the reservoir. 10. Do not allow the penetration of sea water in the reservoir. The pressure tank shall be fitted with effective safety valve and manometer. Each pressure gauge connection site shall stop valve or valves. 11. an independent power pump shall be provided solely for the discharge of water from the sprinklers automatically. The pump starts automatically when the pressure in the system by 2030 before it is completely empty of permanent fresh water quantity in the pressure tank. 12. Pump and pipe system is able to maintain the required pressure at the highest level in the sprinkler installed to ensure constant water, sufficient to cover at least 280 m2 large area at capacity referred to in paragraph 8. New class C and D ships of less than 40 metres in length and with a total protected area of less than 280 m2, the Administration may specify the appropriate area in the sizing of pumps and alternative components of supply capacity. 13. The pump side, from which emanates a test valve shall be provided with water, with a short, open the exhaust pipe. The valve and the pipe surface is adequate real, to ensure the necessary from the pump, while maintaining the pressure in the system referred to in paragraph 9. 14. open the pump, which takes the water of the sea, as far as possible be in the space containing the pump, in addition to the shipping time not to close the sea water feed pump, except when the inspection or repair of the pump. 15. The Sprinkler pump and reservoir are located in proper distance from machinery spaces and not in a room which is protected by a sprinkler system. 16. Seawater Pump and automatic alarm and detection system has at least two sources of energy. If the pump is driven by a power source, they are the main generator and the emergency source of electrical power. One power pump provides the main switchboard, but the other-the emergency switchboard by using separate feeders reserved solely for this purpose only. The feeders shall be arranged, bypassing the galleys, machinery spaces and other enclosed spaces of high fire risk except in so far as it is necessary to connect the appropriate switchboards, and pull up the switch automatically switch situated near the sprinkler pump. This switch shall permit the supply of power from the main switchboard, if a supply is available therefrom, and to be so designed that the breaking of that supply it will automatically change over to the supply from the emergency switchboard. The main switchboard and the emergency cabinet switches marked and usually kept closed. Relevant fīdero are not allowed to have other switches. One of alarm and detection system of power supply sources are the source of the crash. If one of the pump's power source is the internal combustion engine, further to paragraph 15, it must be so placed that the fire in one of the protected areas does not affect the air supply to the machine. 17. The Sprinkler System is connected to the fire main of the ship, and this connection is fitted with a lockable non-return valve of a screw, which prevents backflow from the sprinkler system to the fire main. 18. the test valve shall be provided to test each section of sprinklers in automatic alarm system, a flood of water that meet one of the triggered the sprinkler spray water. Each section of the control valve is located at the respective section stop valve. 19. Provide for the automatic operation of the pump test, dropping the pressure in the system. 20. One of the indicators referred to in paragraph 2, the panels shall be fitted with a switch that allows you to test each section of sprinklers and alarm indicators. 21. Each section provide at least 6 spare sprinkler heads shall. New class B, C and D ships, constructed on 1 January 2003 or LATER uses approved 22 type automatic sprinkler, fire alarm and fire detection system complying with the provisions of the fire safety systems code. 23. New class C and D ships of less than 40 metres in length and with a total protected area of less than 280 m2, the Administration may specify the appropriate area in the sizing of pumps and alternative components of supply capacity. 9. Fixed fire detection and fire alarm system (R 14) new class B, C and D ships, CONSTRUCTED before 1 January 2003 and existing class B ships: 1. General provisions 1 any required fixed fire detection and fire alarm system with manually operated call points at any time able to act immediately. 2. Power supply and electrical circuits necessary for the system to work, to establish the energy bursts or defects. In the case of a failure of the control panel receives a light and sound signal, which differs from the received signal in the event of fire. 3. Fire detection and fire alarm system in the operation of the electrical equipment is used at least two power sources, one of which is the source of the crash. Supplied separate feeders that are used solely for this purpose. The feeders provide automatic changeover to the switch, located on the fire alarm control panel or next to it. 4. Detectors and manually operated call points shall be grouped by sections. Detector or manually operated call point activation triggers fire light and sound signals to the control panel and indicator panels. If 2 minutes is not focused on the tone, the sound signal will automatically sound crew accommodation spaces and service spaces, control stations and machinery spaces. This alarm system does not have to be integrated into the alarm system. 5. control panel located on the navigating bridge or in the main fire control station. 6. indicator Panel indicates at least section that has triggered a detector or manually operated call point. At least one panel located so that any time it is easily available the responsible crew members at sea or in port, except when the ship is not in service. One indicator panel on the navigating bridge if the control panel is located in the main fire control station. 7. On each indicator or the Panel placed understandable information on sites that are connected to this system, and indicating the location of the sections. 8. If the fire alarm system does not provide for the possibility of remotely identifying each detector, typically do not allow one section to connect more than one deck within accommodation, service and control stations, except where one section concerns a closed stairway. To prevent delays in identifying the source of fire, each section will include the number of closed space limit, as defined by KD. One section must not contain more than 50 enclosed spaces. If the alarm system is equipped with fire detectors, which are separately identifiable from a distance, the section can apply to multiple decks, and any number of closed space. 9. If the fire alarm does not permit the separate identification of each detector from a distance, one detector section may not relate to spaces on both sides of the ship, or on more than one deck and neither it can deploy a number of main vertical zones except in KD, recognizing that the fire was diminishing, may be authorised to use one of the two sections of the detector Board edges and more than one deck. On ships fitted with individually identifiable fire detectors, one section of the room can be used for both sides of the ship and several decks, but it must not be more main vertical zones. 10. Fire detection section used in the checkpoint, service room or living area, do not use the engine. 11. start the heat detectors, smoke or other combustion, flame or combustion and flame products. KD may consider the use of the detector, which triggers other factors indicative of incipient fire, provided that they are not less sensitive. Flame detectors shall only be used in addition to smoke or heat detectors. 12. Provide suitable instructions and spare parts for the testing and maintenance. 13. the operation of the alarm system shall be tested periodically according to the requirements, using equipment that produces according to the temperature of the hot air or smoke or aerosol particles with an appropriate density or size, or other phenomena associated with incipient fires to which the detector should react. Use a type of detectors that can test the correct operation, and then restore the normal operation, without exchanging details. 14. Fire detection system shall not be used for any other purpose, except permission to close the fire doors and perform similar functions from the control panel. 15. Fire detection system that allows you to identify the area, arranged so as to:-fire can cause damage to more than one point in the chain,-ensure that circuit (for example, power transmission, short circuit, Earth breaking) suspended all chain-take all possible measures to restore the original configuration of the system after it ceased to function (electrical, electronic, informatic defect)-first triggered the fire alarm will not prevent the other detectors to broadcast further alarms. 2. requirements for the installation of 1. Manually operated call points shall be installed accommodation spaces, service spaces and control stations. At each exit shall be provided one manually operated call point. Manually operated call points are easily accessible in the corridors of each Board, and no part of the corridor is more than 20 metres from a manually operated call point. 2. Accommodation spaces shall be provided in all smoke detectors on the stairs, corridors and escape routes. 3. where a fixed fire detection and fire alarm system must be provided to the protected spaces, which are not referred to in paragraph 2.2 above, each such room shall be provided with at least one detector complying with paragraph 1.11. 4. Detectors located so as to ensure optimal performance. Avoid installation of the detector positions near beams and ventilation ducts or other positions where the air flow could adversely affect performance and positions where impact or physical damage is likely. In General, detectors, installed on the ceiling must be at least 0.5 metres of bulkheads. 5. the position of the maximum distance the detector shall be determined in accordance with the following table.

The type of detector maximum floor surface area per detector (m2) the maximum distance between centers (m) the maximum distance from the partitions (m) Heat 4.5 5.5 KD 37 9 smoke 74 11 may require or permit other spacings based upon test data which demonstrate the characteristics of the detectors. 6. the wiring, which is part of the system, has been drawn in, bypassing the galleys, machinery spaces and other enclosed spaces of high fire risk except where it is necessary for fire detection or fire alarm in such spaces or installation connected to the appropriate power source. 3. the requirements relating to the construction and equipment of the system 1 design is suited to withstand supply voltage changes and transitions, ambient temperature changes, vibration, humidity, shock, pressure and corrosion normally encountered on board. 2. Smoke detectors to be installed in the living space on the stairs, corridors and escape routes, as required by paragraph 2.2, are certified to act until the smoke density exceeds 12.5% of the light is not a per metre, but not until the smoke density exceeds 2% obscuration per metre. Smoke detectors to be installed in other spaces shall operate ANY or recognized organizations recognized the sensitivity limits, having regard to the avoidance of detector insensitivity or oversensitivity. 3. heat detectors shall be certified to operate until the temperature exceeds 78 ° C but not until the temperature exceeds 54 ° C, when the temperature reaches a certain boundaries, going up by less than 1 ° C per minute. If the temperature increases, heat detectors operate in KD or recognised organisations recognised the limits of temperature, having regard to the avoidance of detector insensitivity or oversensitivity. 4. heat the detector operation the permissible temperature limit may be increased up to 30 ° C above the maximum temperature of the ceiling and similar places dryers, which have a high surrounding air temperature.

New class B, C and D ships, constructed on 1 January 2003 or LATER use 4.1 the approved type of fixed fire detection and fire alarm, which comply with the provisions of the fire safety systems code. 4.2 manually operated call points complying with the fire safety systems code shall be installed in the accommodation spaces, service spaces and control stations. At each exit shall be provided one manually operated call point. Manually operated call points are easily accessible in the corridors of each Board, and no part of the corridor is more than 20 metres from a manually operated call point. New class A, B, C and D ships 5. in addition to the above provisions, KD ensuring compliance with the security rules of the installations regarding their independence from other installations or systems, the corrosion resistance of the components, the electrical power supply to their control system, and the operating and maintenance instructions. 10 solutions for oil fuel, lubricating oil and other flammable oils (R 15) new class B, C and D ships and existing class B ships: 1. Oil as fuel usage restrictions On oil as fuel use subject to the following restrictions. 1. Except as otherwise provided in this paragraph, do not use liquid fuel with a flashpoint of less than 60 ° c. 2. emergency generators you can use liquid fuel with a flash point of at least 43 ° c. 3. KD can allow liquid fuel with a flashpoint of less than 60 ° C, but there are at least 43 ° C, use General, subject to the additional security measures which it considers necessary, and on condition that the ambient temperature of the room in which store or use liquid fuel, do not allow to rise higher than 10 ° C below the flashpoint of the oil fuel temperature. Ships built 1 January 2003 or later, you can allow the liquid fuel with a flashpoint of less than 60 ° C, but there are at least 43 ° C, use, subject to the following conditions: 3.1. fuel oil tanks except those arranged in bins located outside machinery spaces of category A; 3.2. provide for the measurement of the temperature of fuel fuel pump suction; 3.3. liquid-fuel filter on the intake and exhaust sides stop valve shall be provided and/or valves, and 3.4 to more use of welded pipe connections or circular cone or ball coupler connections. Oil flash point is determined using an approved closed cup method. 2. Solutions for liquid fuel to the ship in which oil fuel is used, the storage, distribution and utilisation takes place, to ensure the safety of the ship and persons on board and shall at least comply with the following provisions: 1. To the extent possible, the parts of the oil fuel system containing heated oil under pressure greater than 0.18 N/mm2 shall not be installed in a location that settled instantly is not able to detect the defects and leakage. Machinery spaces containing the oil fuel system parts, provide adequate lighting. 1.2. the heated oil is the fuel that the temperature exceeds 60 ° C by heating or above the flash point of the fuel if it is lower than 60 ° c. 2. The engine room ventilation is sufficient under all normal conditions to prevent accumulation of fuel vapours. 3. As far as practicable, oil fuel tanks within a ship's structure and is situated outside the machinery space. If the liquid-fuel tanks, except double bottom tanks, located next to the engine room or in the machinery space, at least one of the edges of the reservoir is located at the boundaries of the engine room and, preferably, that they have a common border with the double bottom tanks, and the edge of the surface area of the reservoir, which go out to the engine room, should be minimal. If the reservoirs are located in the engine room, they must not keep liquid fuel with a flashpoint of less than 60 ° c. Avoid not built-in oil fuel tanks, and the installation of such tanks is prohibited in machinery spaces. 4. liquid fuel tanks shall not be installed in areas where risk can lead to spillage or leakage of rain on a heated surface. Take precautions to prevent contact with heated surfaces fuel under pressure that the pump from izšļakstījus, filter or heater. 5. Heating Oil pipe damage would allow oil to escape from a storage, settling or daily use of the reservoir, which has a capacity of 500 litres or over and above the double bottom, directly to the reservoir is fitted with a tap or valve that can fasten from outside of the safe room if the room in which the tanks, fire. If the provision is in any shaft or pipe tunnel or similar space, tanks shall be fitted with valves, but tuning in the event of fire may be carried out with an additional valve on the pipe or pipes outside the tunnel or similar space. If such additional valve is fitted in the machinery space it shall be operated from a position outside this space. Ships built 1 January 2003 or later, the emergency generator fuel tank valve remote control device is separate from the rest of the engine valve remote control devices. 6. Provide a safe and effective way to determine the amount of fuel in all liquid oil fuel tanks. New class B, C and D ships 1. Sounding pipes shall not terminate in a room in which the ignition hazards can cause spillage of the measuring tube. In particular, they do not end the passenger or crew spaces. Sounding pipes shall not terminate in machinery spaces often. If the KD believes, however, that these requirements are impracticable, it may permit the measuring pipe ending in machinery spaces, provided that the following requirements are met: 1.1 addition is mounted in the fuel level meter that meets the requirements of paragraph 2.6.2.; 1.2. measuring tube ends at locations remote from ignition hazards unless precautions are not taken, such as the effective installation of the screen, to prevent spillage of liquid fuels measuring pipe ends come in contact with a source of ignition; 1.3. the measuring pipe are fitted with self-closing blanking devices and with a small diameter self-closing control cock located below the blanking device for the purpose of ascertaining before the blanking device is opened that oil fuel is not the pipe. Ensure that liquid fuel spillage through the control cock involves no ignition hazard. New class B, C and D ships and existing class B ships: 2. a quantity of liquid fuel liquid fuel tanks can allow check by other means, if these measures as provided for in paragraph 2.6.1.1. funds should not be entered at the top of the reservoir, and provided that these products are not working properly, or does not result in the reservoir from overflowing fuel spillage will occur. 3. Features that suggest a diet adequate in 2.6.2., in order to ensure continuous and accurate operation. 7. Liquid-fuel tanks and oil fuel system, including the filling pipes served on board existing pumps prevent overpressure. Release of all safety valves and air or overflow pipes going on there that there is a risk of fire or explosion due to gas and steam, and it's not the crew spaces, passenger spaces or special category spaces, closed ro-ro spaces, machinery spaces or similar spaces on ships built 1 January 2003 or later. 8. liquid fuel pipes and their valves and fittings shall be of steel or equivalent material, but in limited quantities, you can allow to use flexible pipes. These flexible pipes and end attachments are made of appropriate strength approved fire-resistant materials. Valves, fitted to oil fuel tanks and controlled static pressure can be made of steel or spheroidal graphite. Ordinary cast iron valves may, however, use piping where the intended pressure is less than 7 bar, but the intended temperature is below 60 ° c. New class B, C and D ships 9. All external high pressure fuel delivery lines between the high pressure fuel pumps and fuel injectors shall be protected with a jacketed piping system, which comes into the fuel, if breaks down the high pressure line. Jacketed pipe incorporates an outer pipe into which the is permanently mounted high pressure fuel pipe. Insulating sheath piping system includes a leak savācējietais and alarm that warns of fuel line damage. 10. Be isolated all surfaces with temperatures above 220 ° C which may come into contact with the fuel, fuel system failure. 11. liquid fuel lines adequately protected by screens or otherwise, so as to avoid oil spray or leakages onto hot surfaces, the mechanism of the air inlet openings or other ignition sources. The pipe system is composed of a minimum number of connections. New class B, C and D ships, constructed on 1 January 2003 or LATER 12. liquid fuel lines shall not be fitted directly above the high temperature or near appliances including boilers, steam pipelines at, exhaust manifolds, silencers or other equipment that requires insulation. As far as practicable, oil fuel lines shall be far from hot surfaces, electrical installations or other sources of ignition and protected by screens or other appropriate means, in order to avoid oil spray or leakages to ignition sources. The pipe system is composed of a minimum number of connections. 13. Diesel fuel system components installed, taking into account the pressure peak during operation, including the high pressure fuel pump maximum of activity occurs and is relayed back to the fuel supply and spill lines. Connections to the fuel supply and spill lines shall be provided, taking into account the ability of these compounds to prevent leakage of liquid fuel under pressure during operation and after maintenance. 14. Installation with several engines that fuel supplies from the same fuel source, provides a single engine fuel supply and spill piping insulation. Isolation does not affect overall engine performance and can be controlled from a position that is achievable, even if any of the engines fire. 15. If ANY permits fuel and combustible liquids through accommodation and 15 service spaces, and flammable liquid fuel liquid pipes must be made of materials approved by the Administration, having regard to the fire risk. 16 existing class B ships shall apply to 2.11 paragraph 2.9. not later than 1 July 2003, except that referred to in paragraph 2.9. insulating sheath piping can be used in place of a suitable camera for those engines rated at 375 kW or less having fuel pumps and supplies fuel to more than one injector. New class B, C and D ships and existing class B ships 3. Solutions to solutions for lubricating oil pressure lubrication system used in oil storage, delivery and use to ensure the safety of the ship and persons on board, and the engine room must be at least 2.1, 2.4, 2.5, 2.6, 2.7, 2.8, 2.10. and 2.11 above, but: 1. This does not preclude the use of observation of flow lubrication systems provided that is checked whether they have a suitable degree of fire resistance. If using a glass observation of flow tube on both ends fitted valves. The pipe is a self-closing valve; 2. the machinery spaces, be authorized to use the measuring tubes; 2.6.1.1. and should not be applied. 2.6.1.3. the requirements of point on condition that the sounding pipes are fitted with appropriate closing mechanisms. Ships built 1 January 2003 or later, the provisions of paragraph 10.2.5 shall also apply to lubricating oil holds, except for tanks having a capacity of less than 500 litres, storage tanks, which in normal operation the valve is closed, or if it is determined that the accidental and quick lube oil tanks threatened the closing stop valve core engine and the auxiliary machinery essential for the safe operation of the. 4. Solutions for other flammable oils the arrangements for the storage of other flammable oils, delivery and use, employed under pressure in power transmission systems, control and activating systems and heating systems shall be such as to ensure the safety of the ship and persons on board. Where is ignition features the following solutions correspond to at least 2.4, 2.6, 2.10 and 2.11 the provisions and paragraph-for durability and construction-2.7 and 2.8 points.. 5. .5 periodically unattended, in addition to points 1 to 4 requirements of the oil fuel and lubricating oil systems shall comply with the following requirements: 1. where daily service oil fuel tanks to make up automatically or by remote control to prevent the spillage of overflow. Other equipment that automatically work with flammable liquids, such as oil fuel purifiers, which set up the possible special scavenger and heaters designed site is equipped with a device that does not allow for overflow spillages; 2. where daily service oil fuel tanks or settling tanks are fitted with heating systems, fitted alarm that warns of high temperature when the liquid fuel can exceed the flash point. 6. Prohibition to carry flammable oils in forepeak tanks fuel oil, lubricating oil and other flammable oils shall not be carried in forepeak tanks. 11. Fireman's outfit and accessories (R 17) new class B, C and D ships and existing class B ships 1. Firefighter's outfits and accessories are the following. 1.1. Personal equipment consists of: 1. the protective clothing of material to protect the skin from the heat generated by the fire and from burns and scalding by steam. Uniform surface is waterproof; 2. shoes and gloves of rubber or other electrically non-conducting material; 3. solid helmet that effectively protects from shock; 4. the approved type electric safety lamp (hand lantern) with a minimum burn time is three hours; 5. a fireman's axe. 1.2. the breathing apparatus of an approved type consisting of a self-contained breathing apparatus with compressed air (SCBA), the volume of the cylinder is at least 1200 litres, or other automatic breathing apparatus, able to run at least 30 minutes. Each SCBA is fully charged spare cylinders having a spare storage capacity of at least 2400 litres of free air except that: (i)) if the ship is five or more SCBA, the total free air reserve storage capacity should not exceed 9600 litres; or (ii) if the ship is possible) will make a full-pressure air cylinders with unpolluted air, each fully loaded up spare SCBA cylinder spare storage capacity must be at least 1200 litres of free air, and the total on board provided free of air reserve storage capacity should not exceed 4800 litres of free air. All air SCBA cylinders must be interchangeable. 2. Every breathing apparatus shall be accompanied by a sufficiently long and sturdy fireproof lifeline, what kind of hooks with carbines can be attached to the apparatus to the mounting straps or a separate belt in order to rescue ropes while using breathing apparatus atraisīto not open. 3. New class B and existing class B ships of 24 metres in length and above and all new class C and D ships of 40 metres in length and over, there are at least two Fireman's outfit. 1. For vessels of 60 metres and more-if all passenger spaces and service spaces on the deck length where the space is more than 80 metres, or, if there is more than one such deck, on the deck, where the total length of the premises that is highest, two Firefighter's outfit and two sets of personal equipment for every 80 metres, or on a smaller distance from the total length. In ships carrying more than 36 passengers, each vertical zone there shall be two additional Firefighter's outfits and accessory sets, except for the staircase, which forms a separate main vertical zone, and except for the limited length of the main vertical zones in the fore and aft, which does not include machinery spaces or main galleys. 2. For vessels with a length of more than 40 metres, but less than 60 metres two Firefighter's outfits and accessory sets. 3. New class B and existing class B ships of 24 metres in length and above but less than 40 metres, also two Firefighter's outfits and accessory sets, but only one automatic breathing apparatus spare charges. 4. new and existing class B ships of less than 24 metres in length and in new class C and D ships of less than 40 metres, Fireman's outfit does not have to be. 5. Firefighter's outfit and set of personal equipment shall be stored in an easily accessible position ready for use, and the number of firemen's outfit or more sets of personal equipment, it stores items that are distant from one another. In these roles must have at least one fireman's outfit and one set of personal equipment. 12. Miscellaneous (R 18) new class B, C and D ships and existing class B ships 1. If A class divisions of electric cables, pipes, trunks, ducts etc., or for girders, beams be installed in them, or other design elements, take measures to ensure that the fire resistance is not impaired in so far as is reasonable and practicable. If A class divisions shall be provided above the ships built 1 January 2003 or later, installed devices tested in accordance with the fire test procedures code, to ensure that the fire resistance is not impaired in the bulkhead. With respect to ventilation ducts II-2/B/9.2.2 (b) and II-2/B/9.3. However, if installed in a pipe is made of steel or equivalent material and its thickness of 3 mm or more and a length of not less than 900 mm (preferably 450 mm each side of the Division), and it does not open, testing is not required. These rigs are isolated to the insulation would be the same as the insulation. 2. If B class divisions of electric cables, pipes, trunks, ducts etc., or for the fitting of ventilation terminals, lighting fixtures and similar devises, arrangements shall be made to ensure that the fire resistance is not impaired in so far as is reasonable and practicable. Ships built 1 January 2003 or later, ensure that the fire resistance is not impaired in the Division. The pipelines, which are not made of steel or copper which is fitted in the B class divisions shall be protected by either: 1. the crossing structure, which made the fire test and meets the fire shelter and used type of fire protection pipelines; 2. with a steel sleeve, having a thickness of at least 1.8 mm and a length of at least 900 mm for pipe diameters of 150 mm or more, and at least 600 mm for pipe diameters of less than 150 mm (preferably equally divided the length on both sides of the Division). The pipe connects to the ends of the sleeve using the flaps or flanges, or gap between the sleeve and the pipe shall not exceed 2.5 mm or the gap between pipe and sleeve shall be completed using non-combustible or other suitable materials. 3. Pipe (A) and (B) shall be provided by class divisions, made of approved materials having regard to the temperature, which must pass the relevant partitions. Ships built in January 2003 or later, the metal pipes without insulation that is installed in the "A" or "B" class divisions are made from materials with melting temperatures above 950 ° C category A-0 partitions and 850 ° C B-0 category bulkheads. 4. Oil and other flammable liquid liquid pipes intended for accommodation spaces, service spaces or control stations shall be constructed of suitable material and is under construction, having regard to the fire risk. 5. Materials that heat, do not use drains overboard, sewage discharges and other openings, which are close to the waterline and where the failure of the material in the event of fire, creating the danger of flooding. 6. electric radiators, if used, is fixed and it is designed so that the fire risk is reduced to a minimum. This radiator is not equipped with a transparent electric heating elements, of which could start during the clothes, curtains or similar materials, or which could ignite the heating element heat release. 7. all waste receptacles shall be constructed of non-combustible materials with no openings in the sides or bottom. 8. Where penetration of oil products is possible, the surface of insulation oil and oil vapour tight. New class A, B, C and D ships: where possible the oil splashing or oil vapour, e.g. in machinery spaces of category A, the surface of the insulating material is oil and oil vapour tight. If the top surface is covered with a perforated steel plate or other non-combustible materials (not aluminium) covering may be joined by seaming, riveting, etc. 9 paint lockers and flammable liquid lockers shall be protected by an approved fire extinguishing arrangement, enabling the crew to extinguish a fire without entering the space. Ships built 1 January 2003 or later: 1. paint lockers shall be protected by: 1.1 the carbon dioxide system, which provides a minimum of free gas volume is equal to 40% of the gross volume of the protected space; 1.2. ugunsšaušan system with dry powdered extinguishing agent substances filled, providing at least 0.5 kg powder per m3; 1.3. water spray or sprinkler system that provides 5 litres per m2 per minute. Water spraying systems may be connected to the fire main of the ship; or 1.4. system to ensure equivalent protection, as defined by the KD, or a recognized organization. In any case, the system control must be outside the designated place. 2. Flammable liquid lockers shall be protected by an appropriate fire extinguishing arrangement approved by the KD, or a recognized organization. 3. Closet, borrowed deck area of less than 4 m2 and from where can get accommodation, stationary systems in place you can use a portable carbon dioxide fire extinguishers with a capacity sufficient to ensure that a minimum quantity of free gas equal to 40% of the gross volume of the space. The oven can be fitted with exhaust hatches, which can be used in fire extinguishers, without entering the protected space. The required portable fire extinguisher shall be affixed next to the hole. As an alternative, you can install the hatch or hose connection for easier to use fire mains water. New class A, B, C and D ships and existing class B ships 10. Deep deep-fat fryer pans, cooking and baking equipment: If deep deep-fat fryer pans, cooking and baking equipment installed and used outside of the main galley, KD, determine additional security measures in relation to the fire risk associated with the use of this equipment. On ships that are built for 1 January 2003 or later, the deep deep-fat fryer equipment shall be equipped with: 1. automatic or hand fire-fighting system that is tested according to international standard in accordance with publication ISO 15371:2000 on fire-extinguishing systems in deep of the galley deep-fat fryer fire protection equipment; 2. the primary and backup thermostat with an alarm that warns of one or the other thermostat failure; 3. possibility to automatically enter into power, starting to use the fire-fighting system; 4. the alarm that warns of the fire-extinguishing system in the galley where the equipment is installed; and 5., and actuate instructions fire-fighting system; labelling should be clear, so that the crew can be used immediately. Ships built before January 2003, deep-fat fryer deep new equipment meets the requirements of this paragraph. New class A, B, C and D ships 11. heat bridges: fire safety measures, KD take measures to prevent heat transfer through heat bridges, e.g. between decks and bulkheads. Ships built 1 January 2003 or later, the deck or bulkhead insulation continues at least 450 mm beyond the crossing, intersection or terminal, if the structure is of steel and aluminum. If the space is divided into class A bulkhead or deck, the insulation of which has a different, more durable insulation will continue on the deck or bulkhead, but less durable isolation for at least 450 mm. New class A, B, C and D ships and existing class B ships 12. gas tank under pressure: all portable tanks which are compressed, liquefied or dissolved under pressure gases, which may feed a possible fire , shall immediately after use be put in a suitable place above the bulkhead deck, from which there is direct access to open deck. 13. Fire control plans (R 20) new class B, C and D ships and existing class B ships: 1. knowledge of the ship's officers to all vessels are permanently posted in general plans that each deck is properly specified in the checkpoint, the various fire sections enclosed by "A" class divisions, the sections enclosed by "B" class divisions, as well as information about the fire detection and fire alarm, sprinkler appliances , fire extinguishers, access to different compartments, decks, etc., as well as the ventilation system, including information on the fan control items, their fan noise suppressor location and identification numbers provided in each section. As an alternative to the above information may also lay down that copy of the leaflet issued by each of the officers, and one sheet permanently on board easily accessible location. Plans and booklets shall, as soon as they reflect all of the changes. These plans and brochures are drawn up in the official language of the flag State. If this language is not English or French, a translation into one of these languages. If the ship is engaged on domestic voyages in another Member State, be accompanied by a translation in an official language of that State, if it is not English or French. For new class B, C and D ships, constructed on 1 January 2003 or later, the information to be provided in the required fire safety plans and brochures, and the graphical symbols to be used for fire control plans are in accordance with the IMO resolution 756 (18) and resolution 654 (16). 2. all vessels of 24 metres in length and over, a set of identical fire control plan or booklet that contains these plans, constantly kept in a clearly marked in the deckhouse is a rugged marine conditions and outside deck cabin, thereby providing help shore firefighters. 14. Readiness for operation and maintenance of the new class B, C and D ships and existing class B ships: 1. General requirements of fire protection systems and fire-fighting systems and appliances keeps usage condition throughout the ship's life. The ship is not in service when: 1. it is a repair or temporarily removed from circulation (standing on the anchor or at port) or in dry-dock; inserted 2. the owner or representative declares that the ship is put into service; and no passenger on Board 3. The following fire protection systems shall be kept in good condition to ensure their appropriate use in the event of a fire. 1.1. The readiness for operation: 1. construction fire protection including fire resisting divisions and the Division and open the crossings, fire protection; 2. fire alarm and fire detection system; and 3 rescue systems and equipment. Fire-fighting systems and appliances shall be kept in good working order and are easily accessible for immediate use. Emptied of portable fire extinguishers to immediately make up or replaced with equivalent apparatus. 1.2. the maintenance, testing and inspection maintenance, testing and inspections shall be carried out on the basis of the guidelines developed by the IMO, taking into account the need to ensure fire systems and equipment for seamless operation. The ship's maintenance plan available for verification purposes when requested by the CUSTOMER. The maintenance plan shall cover at least the following fire protection systems and fire-fighting systems and appliances if they are installed: 1. fire mains, fire pumps and hydrants including hoses and nozzles; 2. fixed fire detection and fire alarm system; 3. fixed fire-extinguishing systems and other fire-extinguishing appliances; 4. the automatic sprinkler, fire alarm and fire detection system; 5. ventilation systems including fire and noise dampers, fans and their controls;. 6. fuel supply emergency shutdown device; 7. fire doors including their controls; 8. General emergency alarm systems;. 9. emergency escape breathing devices; 10. portable fire extinguishers including spare refill; and 11 firefighter's outfit and accessories. Maintenance program can be computerized. 2. Additional requirements for new class B, C and D ships, constructed on 1 January 2003 or later and carry more than 36 passengers, in addition to the above 1.2 maintenance plan developed in low positioned lighting and speaker system maintenance plan. 15. Instructions, on-board training and drills for NEW and existing class B, C and D ships 1. Instructions, duties and organisation. 1. the crew members shall receive instructions on fire safety on board. 2. Crew members shall receive instructions on their responsibilities. 3. the designated person responsible for fire-fighting. These persons to carry out their duties at any time while the ship is in service. 2. Training on board ships and musters 1. Crew members trained, so they know what is the procedure and where and how it is used in fire-fighting systems and appliances that they may have to be used. 2. Training on board ships also include emergency escape breathing apparatus training. 3. crew members assigned fire-fighting duties, regularly assess, through training on board training and drills to identify necessary improvements to ensure the maintenance of fire-fighting skills and fire its readiness for operation. 4. the fire-fighting systems and equipment training on board planned and carried out in accordance with the 1974 SOLAS Convention regulations III/19.4.1, as amended. 5. Fire drill carried out and recorded in accordance with the 1974 SOLAS Convention/III, III/19.5 and 19.3.4 III/30 rule, as amended. 3. Training manual a training manual shall be placed in each crew messroom and recreation room or in each crew cabin. The training manual shall be written in the working language of the ship. The training manual, which may comprise several volumes, shall contain the instructions requested in this paragraph and the information easy to understand language and, if possible, with illustrations. Any part of this information may be provided in the form of audiovisual material, replacing the manual. The training manual is laid out in detail the following information: 1. General fire safety practice and precautions related to the dangers caused by smoking, electrical hazards, flammable liquids and similar dangers, which usually comes on board ships; 2. General instructions for firefighting operations and fire procedures, including notification of a fire and use of manually operated call points; 3. the alarm code; 4. the fire-fighting system and the operation of the installation and use; 5. fire doors and use; 6. fire and smoke damper operation and use; and 7 rescue systems and equipment. 4. Fire safety plan for fire control plans must comply with regulation II-2/A-13. 16. Action for new class B, C and D ships and existing class B ships: 1. On a vessel must be operational brochures to provide information and instructions on how to properly operate the ship and dispose of the goods subject to reaction to fire. 2. The required fire operational booklet contains the necessary information and instructions concerning fire protection of the ship and cargo operations would be safe. The brochure contains information about the crew's responsibilities for the General fire safety of vessel cargo loading and unloading time and shipping time. For ships carrying dangerous goods, fire operational booklet contains a reference to the relevant fire fighting and emergency cargo operation instructions included in the international maritime dangerous goods code. 3. Fire operational booklet shall be written in the working language of the ship. 4. Fire operational booklet may be combined with regulation II-2/A/required training in the provisions of 15.3 manuals.
Part b fire safety measures 1 structure (R 23) new class B, C and D ships and existing class B ships 1. Hull, superstructure, structural bulkheads, decks and deckhouses constructed of steel or other equivalent material. II-2/A/2.7 rules contained in steel or other equivalent material for the purposes of applying the definition "the corresponding Flash exposure" correspond to rules 4 and 5 of the table to the integrity and insulation standards. For example, if the shelter-deck or deck cab ends and edges is allowed B-0 fire resistance, "the corresponding Flash exposure" lasts half an hour. 2. However, where a portion of the structure is of aluminium alloy, the following shall apply: 1. A and B class divisions in insulation aluminium alloy components, with the exception of non-load-bearing structures, is that the core temperature of the structure at the time the relevant fire exposure does not exceed ambient temperatures of more than 200 ° C. 2. particular attention shall be aluminium alloy components isolation given, stanchions and other structural elements necessary for survival craft stowage, launching and embarkation areas, and class divisions A and B pillars, in order to ensure that the 1. after one hour the lifeboat and life-raft stowage, and class divisions A and B support temperature increase does not exceed the limits laid down in point 2.1 and by one half hour 2 "B" class divisions the necessary supports for temperature increase does not exceed the limits laid down in item 2.1. 3. .3 crowns and trunks shall be of steel construction adequately insulated and openings, and, if applicable, the location is and its is protected to prevent the spread of fire. 2. the main vertical and horizontal zones (R 24) new class B, C and D ships 1.1. Ships carrying more than 36 passengers, the hull, superstructure and deckhouses divided into main vertical zones by A-60 class divisions. "Step" and recesses are minimal, but if you need them, they are A-60 class divisions. If one side is an open deck, sanitary or similar space or a tank including fuel oil tank, empty space or auxiliary machinery space having little or no fire risk such as voids, or, if both sides of the Division is the fuel oil tanks, the standard may be reduced to A-0. New class B, C and D ships and existing class B ships 1.2. To new class B, C and D ships carrying not more than 36 passengers and for existing class K ships carrying more than 36 passengers, the hull, superstructure and deckhouses in accommodation and service spaces divided into main vertical zones by "A" class divisions. This insulation is the Division in accordance with the provisions of 5 tables. New class B, C and D ships 2. To the extent possible, the partitions between main vertical zones above the bulkhead deck, complies with watertight subdivision bulkheads situated immediately below the bulkhead deck. Main vertical zone length and width may be increased, up to a maximum of 48 metres in order to main vertical zone ends coincide with watertight subdivision bulkheads or to include the broad public space, which stretches the entire length of the main vertical zone provided that the-main vertical zone total area on any deck shall not exceed 1600 m2. Main vertical zone length or width is the maximum distance between the outermost points of the bulkheads that it delimits. New class B, C and D and existing class B ships carrying MORE THAN 36 passengers 3. bulkhead That extend from deck to deck and to the shell or other boundaries. 4. where a main vertical zone is divided by horizontal "A" class divisions into horizontal zones for the construction of an adequate barrier between the zones where the vessel has sprinklers and zones that have no sprinkler, bulkhead extending from the adjacent main vertical zone bulkheads to the ship's structure or outer edges and isolated, in accordance with the directions given in table 4.2 fire insulation and integrity values, which apply to new ships carrying more than 36 passengers, respectively table 5.2, which apply to new vessels carrying less than 36 passengers and existing class B ships carrying more than 36 passengers. 5. On ships designed for special purposes, such as automobiles or railway wagons, and main vertical zone bulkhead installation does not match the intended operation of the vessel, the equivalent fire protection is achieved by dividing space in horizontal zones. 2. However, vessels with special category spaces, any such space shall comply with regulation II-2/B/14 and in so far as this provision is inconsistent with compliance with other requirements of this part prevail II-2/B/14. 3. Bulkhead main vertical zone (R 25) new class B, C and D ships carrying more than 36 passengers 1.1. In new ships carrying more than 36 passengers all bulkheads which are not to be ' A ' class divisions shall be at least class B or C class divisions as prescribed in the tables in regulation 4. All these divisions can be apšū with combustible materials in accordance with rule 11. New class B, C and D ships carrying not more than 36 passengers and existing class B ships carrying more than 36 passengers 1.2. In new ships carrying not more than 36 passengers and in existing class B ships carrying more than 36 passengers all bulkheads within accommodation and service spaces which are not to be ' A ' class divisions shall be at least B and C class divisions as provided in rule 5. These divisions can be apšū with combustible materials in accordance with rule 11. New class B, C and D ships and existing class B ships: 2. On the new class B, C and D ships carrying not more than 36 passengers and in existing class B ships carrying more than 36 passengers all corridor bulkheads, which don't have to be A ' class bulkheads are B class divisions that extend from deck to deck except: 1. If both sides of the bulkhead is fitted in the continuous "B" class ceilings or linings , the portion of the bulkhead behind the continuous ceiling or lining is made from a material which, in thickness and composition, it can be used in the construction of "B" class divisions, but which must comply with the class B integrity standards only in so far as it is reasonable and practicable; 2. where vessels are protected by an automatic sprinkler system that complies with regulation II-2/A/8, the corridor "B" class materials may terminate at a corridor bulkhead ceiling-provided that these ceilings are made from material which by its thickness and composition can be used for the construction of "B" class divisions. Regardless of the rules 4 and 5 of the requirements of those bulkheads and ceilings should meet class B integrity standards only in so far as it is reasonable and practicable. All doors and boxes in these bulkheads shall be made of non-combustible materials and shall be so constructed and arranged to ensure a great fire. 3. all partitions that must be "B" class Division, except as provided for in paragraph 2 of the corridor bulkheads, extend from deck to deck and to the shell or other external edges, if both sides of the bulkhead installed continuous "B" class ceilings or linings, fire is the same as the bulkhead, in which case the bulkhead may terminate at the continuous ceiling or lining. 4. Fire integrity of bulkheads and decks in new ships carrying more than 36 passengers (R 26) new class B, C and D ships 1. in addition to the specific provisions for fire integrity of bulkheads and decks mentioned elsewhere in this part, all the bulkheads and the minimum fire integrity of the deck is indicated in tables 4.1 and 4.2. table 2 shall apply, subject to the following requirements: 1. the partitions that do not border the main vertical zones or horizontal zones covered by table 4.1. On decks not forming steps in "main vertical zones and horizontal zones do not limit, subject to 4.2 table. 2. for the purposes of determining the appropriate fire integrity standards to be applied to boundaries between adjacent spaces, such spaces are classified according to their fire risk as shown in (1) to (14). If the content and use of the space to create doubts about its distribution, for the purpose of this regulation, it is considered a space that falls into the category of, subject to the most stringent requirements in relation to the enclosure. That each category name describes the type, rather than set the limits. The number in parentheses preceding each category refers to the corresponding field in the table. (1) control stations:-the rooms have energy and lighting emergency sources; -wheelhouse and card-room, the room in which the ship's radio room, fire-fire kontrolposten and fire recording points,-engine control room, when located outside the propulsion machinery space,-spaces containing centralised fire alarm equipment,-spaces containing centralized emergency public address system points and equipment. (2) the ladder:-interior stairways, lifts and escalators (other than those wholly contained within the machinery spaces) for passengers and crew and enclosures thereto,-in this context, a stairway which is enclosed only at one level shall be regarded as part of the space from which it is not separated by a fire door. (3) corridors:-passenger and crew corridors. (4) the evacuation points and external escape routes:-rescue boat and raft, the zone of attachment-open deck spaces and enclosed places on the upper deck, where the lifeboat and life-raft embarkation and lowering points,-internal and external Assembly station,-external stairs and open decks used for escape routes,-empty the ship's side to the waterline and the deck superstructure cab sides below liferaft and escape slide embarkation the and next to it. (5) open deck spaces:-open deck spaces and enclosed places on the upper deck, which is not in the lifeboat and life-raft embarkation and lowering points-open spaces (the space outside superstructures and decks booths). (6) the living space with a small fire:-cabins containing furniture and furnishings of restricted fire risk,-service facilities and dispensaries containing furniture and furnishings of restricted fire risk,-public spaces containing furniture and furnishings of restricted fire risk and having a deck area of 50 m2 in less than. (7) the living space with a medium risk:-above (6) category space, but where is the furniture and furnishing of other than limited-public spaces containing furniture and furnishings of restricted fire risk and having a deck area of 50 m2 or more,-isolated lockers and small store living spaces, having areas less than 4 m2 (in which flammable liquids are not stowed),-stores -movie review and film storage rooms-dietary kitchen (with no open flame),-cleaning tool lockers (in which flammable liquids are not stored)-laboratories (in which flammable liquids are not stored)-pharmacy-small drying rooms (having a deck area of 4 m2 takes or less)-safety-working space. (8) accommodation spaces of greater fire risk to:-public spaces containing furniture and furnishing of other than restricted fire risk and having a deck area of 50 m2 or more,-Barber and cosmetic Cabinet. (9) the sanitary rooms and similar spaces:-common sanitary knots, shower, bath, toilet, etc.,-small laundry rooms, swimming pools,--isolated pantries containing no cooking appliances in accommodation spaces, the-individual sanitary node are considered to belong to it, in which they are located. (10) tanks, empty tanks and auxiliary machinery spaces having little or no fire risk:-water tank, which is part of the design of the vessel,-empty tank and cofferdams,-auxiliary machinery spaces which do not contain machinery having a pressure lubrication system and where storage of combustibles is prohibited, such as-ventilation and air-conditioning rooms; windlass room; steering gear room; stabiliser equipment room; electric motor in the engine room; spaces containing section switchboards and purely electrical equipment other than oil-filled electrical transformers for (above 10 kVA); shaft the shaft and pipe tunnels; pumps and refrigeration machinery rooms (not intended for flammable liquid or use)-closed trunks, which refers to the spaces listed below, other shafts concluded, for example, pipeline and cable trunks. (11) auxiliary machinery spaces, cargo spaces, cargo and other oil tanks and other similar spaces of moderate fire risk:-cargo oil tanks, cargo tanks, mine-and here,-refrigeration-Chamber liquid-fuel tanks (where installed in a separate space with no machinery),-shafts and tunnels, pipelines which can store flammable substances-auxiliary machinery spaces as in category (10) which contain machinery having a pressure lubrication system or where flammable substances are permitted storage -liquid fuel filling point,-spaces containing oil-filled electrical transformers (above 10 kVA)-spaces containing small internal combustion engines, power of 110 kW, and powering generators, sprinkler, drencher or fire pumps, bilge pumps, etc.,-closed trunks, which refers to the spaces listed below. (12) machinery spaces and main galleys:-main engine room (with the exception of the engine-powered) and boiler rooms,-auxiliary machinery spaces other than (10) and (11) category, which is referred to in internal combustion machinery or other oil burning, heating or pumping units,-the main galley and annexes,-that leads to shaft spaces listed above. (13) the warehouses, workshops, pantries, etc.:-main pantries not bulkheads, galley-main laundry,-large drying rooms (which takes more than 4 m2 of deck),-various warehousing, mail and baggage rooms-accommodation-workshop (outside the machinery space, galley, etc.)-lockers and storerooms having areas greater than 4 m2, other than premises in which flammable liquids may be stored. (14) other spaces in which flammable liquids are stored:-color-storage cabinets, containing flammable liquids (including colors, medication, etc.),-laboratories (in which flammable liquids are stowed). 3. If two space enclosure integrity is specified for one value, that value shall apply in all cases. 4. If the table columns are retracted in the bars, enclosure integrity is not material or put special requirements. 5. The recognised organisation in respect of category (5) determines whether the table 4.1 shows the isolation values apply deck superstructures and deckhouses and or 4.2 of the values specified in the table apply to the open decks. tables 4.1 and 4.2 of the specified requirements in respect of category (5) does not mean the delimitation of space, which by the recognised organisations should not be delimited by the opinion. 3. It can be considered that a continuous "B" class ceilings or linings, in association with the relevant decks or bulkheads, in full or in part, to the required insulation and integrity of a Division. 4. Approves the construction of fire protection information, the recognised organisation shall take into account the risk of heat transmission of the requested approval of intersections and ends. 4.1. table partitions that are not bounded by main vertical zone or horizontal zone area (1) (2) (3) (4) (5) (6) (7) (8) (9) (10) (11) (12) (13) (14) (1) control stations: (a) (A) (B)-0-0 A-0 A-0 A-0 A-60 A-60 A-60 A-0 A-0 A-60 A-60-60-60 (A) (A) (2) ladder A-0 (a) 0 (A) (A) (A)-0-0 A-0 A-A-15-15-0 (A) (c) A-0 A-15 A-30 A-15 A-30 (3) (A) (B) Hall-15-60 A-0 B-15 B-15 B-15 B-15 A-0 A-15 A-30 A-0 A-30 (4) evacuation points and external evacuation the roads A-0 (A) (d)-60 (A) (b), (d)-60 (A) (b), (d)-(b) A 60-0 (d) 0 (A)-(A)-(b) A 60-60-60 (A) (b) (b) A-60 (b) (5) open deck spaces-A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0 (6) accommodation spaces of low risk B-0 B-0 B-C A-0 A 0-0-0 (A) (A) (A)-30-30 (7) living rooms with medium risk (B) 0 (B) 0 (C) A---0 A-15 A-60 A-15 A-60 (8) accommodation spaces of greater fire risk with a B-A-C 0 A 0-30 A-60 A-15 A-60 (9) sanitary rooms and similar spaces: (C) A-0 A-0 A-0 A-0 A-0 (10) tanks, empty tanks and auxiliary machinery spaces having little or no fire risk (a) (A) (A)-0-0 A-0 A-0 A-0 (11) auxiliary machinery spaces , cargo spaces, cargo and other oil tanks and other similar spaces of moderate fire risk A-0 (a) (A) (A) (A)-0-0-15 (12) machinery spaces and main galleys A-0 (a) A-0 A-60 (13) warehouses, workshops, pantries, etc.






A-0 (a) (A)-0 (14) other spaces in which flammable liquids are stored in A-30 4.2 table decks not forming steps in "main vertical zones and horizontal zones does not limit space (1) (2) (3) (4) (5) (6) (7) (8) (9) (10) (11) (12) (13) (14) (1): A-30 checkpoints A-30 A-15 A-0 A-0 A-0 A-15 A-30 A-0 A-0 A-0 A-60 A-0 A-60 (2) (A) 0 (A) a ladder--0--0-0 (A) (A) (A) (A) (A)-0-0-0-0-0 A A A-A-A-30 0 0 A-30 (3) corridors A-15 A-0 A-0 (a) (A) (A) (A)-0-60-0 (A)-15
A-15 A-0 A-0 A-0 A-A-A-30 0 30 (4) evacuation points and external escape routes A-0 A-0 A-0 A-0-A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0 (5) open deck spaces A-0 A-0 A-0 A-0-A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0 (6) accommodation spaces of low fire risk A-60 A-15 A-0 A-0 A-60 A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0 (7) living space with a medium risk A-60 A-15 A-15 A-60 A-0 A-0 A-15 A-15 A-0
A-0 A-0 A-0 A-0 A-0 (8) accommodation spaces of greater fire risk with A 60-A-15 A-15 A-60 A-0 A-15 A-15 A-30 A-0 A-0 A-0 A-0 A-0 A-0 (9) sanitary rooms and similar spaces: A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0 (10) tanks, empty tanks and auxiliary machinery spaces having little or no fire risk (A) 0 (A)-(A)-0-0-0-0 A A A-0 A-0 A-0 A-0 A-0 (a) 0 (A) 0 (A)-A-A-0-0 (11) auxiliary machinery spaces , cargo spaces, cargo and other oil tanks and other similar spaces of moderate fire risk A-60 A-60 A-60 A-60 A-0 A-0 A-15 A-30 A-0 A-0 A-0 (a) 0 A-0 (A) (A)--30 (12) machinery spaces and main galleys A-60 A-60 A-60 A-60 A-0 A-60 A-60 A-60 A-0 A-0 A-30 A-30 (a) (A)-0 A-60 (13) warehouses, workshops, pantries, etc. (A)-(A) (A) 60-30-15 A-60 A-0 A-15 A-30 A-30 A-0 A-0 A-0 A-0 A-0 A-0 (14) other spaces storing flammable liquids are A-60 A-60 A-60 A-60 A-0 A-30 A-60 A-60 A-0 A-0 A-0 A-0 A-0 A-0 notes relating to tables 4.1 and 4.2 a) where adjacent spaces are in the same category and superscript is noted in the letter "a", between such spaces need not be fitted in the bulkhead or deck, where a recognised organisation is not regarded as necessary. For example, (12) a bulkhead need not be in the category between the galley and the pantries, piebūvēt provided that the pantry bulkheads and decks maintain the integrity of the galley boundaries. But bulkhead is required between the galley and engine room, while the two spaces are included (12) category. (b) A-30 can apply to the ship's side to the waterline and the deck superstructure cab sides, located below and adjacent to the liferafts and evacuation slide. If the toilet is fully installed in stairway enclosures, toilet partitions in the stairway enclosure can be of ' B ' class integrity. c) If toilets are installed completely within the stairway enclosures, toilet partitions in the stairway enclosure can be of ' B ' class integrity. (d)) If 6, 7, 8 and 9 category space fully located on the outer perimeter of the Assembly stations inside this room partitions can be B-0 categories integrity. Audio, video and lighting installation control items can also be considered part of the Assembly site. 5. Fire integrity of bulkheads and decks in new ships carrying not more than 36 passengers and existing class B ships carrying more than 36 passengers (R 27) new class B, C and D ships carrying not more than 36 passengers and existing class B ships carrying more than 36 passengers: 1. in addition to the specific provisions for fire integrity of bulkheads and decks in the mentioned elsewhere in this part, the minimum of bulkheads and decks fire resistance is specified in 5.1 and 5.2. Reaffirming the constructive security measures concerning the new ship fire protection, take into account the risk of heat transfer through heat bridges at intersection points, and ends in approval. table 2 shall apply, subject to the following requirements: 1. the bulkheads and decks separating adjacent spaces, respectively, applied to 5.1 and 5.2. 2. For determining the appropriate fire integrity standards to be applied to divisions between adjacent spaces, such spaces are classified according to their fire risk as shown in (1) to (11) category. That each category name describes the type, rather than set the limits. The number in parentheses preceding each category refers to the corresponding field in the table. (1) control stations:-the rooms have energy and lighting-emergency sources, wheelhouse and card-room, the room in which the ship's radio room, fire-fire kontrolposten and fire recording points,-engine control room, when located outside the propulsion machinery space,-spaces containing centralised fire alarm equipment. (2) the tunnel:-passenger and crew corridors and lobbies. (3) the living space:-space defined in regulation II-2/A/2.10 provisions, except for the passages. (4) ladders:-interior stairways, lifts and escalators (other than those wholly contained within the machinery spaces) and enclosures thereto,-in this context, a stairway which is enclosed only at one level shall be regarded as part of the space from which it is not separated by a fire door. (5) service spaces (low risk): – lockers and storage, which is not designed to hold liquids and inflammable material having areas less than 4 m2 and drying rooms and laundries. (6) machinery spaces of category A:-space defined in regulation II-2/A/2.19.1 rules. (7) other machinery spaces:-space defined in regulation II-2/A/rules, except 2.19.2 machinery spaces of category A. (8) cargo spaces:-all spaces used for cargo (including cargo oil tanks) and trunkways and hatchways to such spaces, other than special category spaces. (9) service spaces (high risk): – galleys, pantries with kitchen appliances, paint and lamp rooms, lockers and storerooms having areas of 4 m2 or more, flammable liquid storage facilities and workshops, except those in the machinery space. (10) open decks:-open deck areas and designated places on the upper deck, not fire. Open space (the space outside superstructures and decks booths). (11) special category spaces:-space defined in regulation II-2/A/2.18 provision. 3. in determining the fire resistance level applicable to the delimitation between the two rooms main vertical zone or horizontal zone which is not protected by an automatic sprinkler system complying with regulation II-2/A/8 or between these zones, none of which are not protected in this way, use the higher of the following two tables values. 4. in determining the fire resistance level applicable to the delimitation between the two rooms main vertical zone or horizontal zone which is protected by an automatic sprinkler system complying with regulation II-2/A/8 or between these zones, both of which are protected in this way, use the lower of the following two tables values. If a sprinklered zone and a zone that is not equipped with sprinklers, connecting the living and service spaces, the divisions between these areas apply to the higher of the following two tables values. 3. It can be considered that a continuous "B" class ceilings or linings, in association with the relevant decks or bulkheads, in full or in part, to the required insulation and integrity of a Division. 4. the external walls, which in accordance with the provisions of 1.1 to be of steel or other equivalent material may be fitted with Windows and sidescuttles, provided that the provisions of this part, nowhere else is saying that these walls need A ' class integrity. Also, you do not need A ' class integrity, doors may be made of the recognised organisations approved materials.

5.1. the table in the adjacent space dividing partitions fire area (1) (2) (3) (4) (5) (6) (7) (8) (9) (10) (11) (1) control stations: (A) (c) (A)-0-0-60-0 (A) (A) (A)-15 A-60 A-15 A-60 A-60-A-60 (2) (B) (C) (e) Hall-0 (e) 0 (a) (A)-(B)-0 (e) (e) (A) (B)-0-60-0 A-0 A A-15 A-0 (d) (*) A-15 (3) living space C (e) (a) (B) (A)-0-0-0 (e) (B) (e) A-60 A-0 A-0 A-15 A-0 (d) (*)-30 A-0 (A) (d) (4) ladder A-0 (a) (B)-(e) (A) 0-0 (a) B-0 (e) (A) (A)-0-60-0 (A) (A) (A)-15-0 (d) (*) (*) A-15 (5) service spaces (low risk) (C) (e) A-60 A-0 A-0 A-0 () 0 (A)-(6) machinery spaces of category A (*) A-0 A-0 A-60 (*) A-60 (7) other machinery spaces A-0 (A) (A) (b)-0-0 () 0 (A)-(8) cargo spaces (*) (*) (A) (A)-0-0 (9) service spaces (high risk level) A-0 (A) (b) (*)-30 (10) open decks are-(A) 0 (11) special category spaces A-0 5.2. table space separating adjacent deck fire above and below board space (1) (2) (3) ( 4) (5) (6) (7) (8) (9) (10) (11) (1) (A) 0 (A)-checkpoints-0 A-0 A-0 A-0 A-0 A-60 A-0 A-0 (*) A-30 (2) corridors A-0 (*) (*) (*) (A) (A)-0-60-0 A-0 (A) (A)-0 () 0 (3) (A)-the living space A-60 A-0 (*) (*) (A) (A)-0-60-0 A-0 A-0 (A) (*)-30 A-0 (A) (d) (4) (A) 0 (A)-ladders-0 A-0 A-0 (A) (*)-60 A-0 A-0 A-0 () 0 (A)-(5) service spaces (low risk A-level) 15 A-0 A-0 A-0 (*) (A) (A) (A)-0-60-0 (*) (A) (A)-0-0 (6) (A) machinery spaces of category A-60 A-60 A-60-60-60 (A) (A) (*) A-60 (f) (A)-30 A-60 (*) A-60 (7) other machinery spaces A-15 A-0 A-0 A-0 A-0 A-0 A-0 (A) (*)-(*) (A) 0-0 (8) cargo spaces A-60 A-0 A-0 A-0 A-0 A-0 A-0 (*) (*) (A) (A)-0-0 (9) service spaces (high risk level) A-60 A-30 A-0 (d) (A)-(d) 30 A-0 A-30 A-0 (d) 0-60 (A) (A)-(A)-0-0-0 (A) (A) (*) A-30 (10) open decks (*) (*) (*) (*) (*) (*) (*) (*) (*)-A-0 (11) special category spaces A-60
A-15 A-30 A-0 (d) A-A-0 A 15-30 A-0 A-0 A-A-A-30 0 0 notes that must be applied to 5.1 and 5.2 for a table) to determine which are to be applied, see 3 and 8. (b) if the premises are in one) category and is marked "b", the categories displayed in table bulkhead or deck is required only when the adjacent spaces are for a different purpose, e.g. in category space is (9). A galley next to a galley does not require a bulkhead but a galley next to a color space, it is necessary to "A-0" bulkhead. c) bulkheads separating the wheelhouse of the war rooms, may be ' B-0 ' category. (d)) view this rule 2.3 and 2.4 above. (e) the application of regulation 2.1.2) "B-0" and "C", if they are in table 5.1, shall be read as ' A-0 '. (f) fire insulation need not be) shall, if the machinery space in category (7) has a low risk of ugunsnedrošīb or it does not exist. * If the tables marked an asterisk to the Division must be of steel or equivalent material, but it doesn't have to meet the "A" class standard. Ships built 1 January 2003 or later-if, except through the deck (10) category area, pull out the electrical cables, pipes and ventilation ducts, this opening must be isolated to prevent flames and smoke transfer. The walls between checkpoints (emergency generators) and open decks may have to close the air intake openings, except when it is installed in the fixed gas fire-extinguishing systems. Applying the rule 5.2.2.1.2 table contains the symbol "*" shall be read as "A-0", except for (8) and (10) category. 6. Means of escape (R 28) new class B, C and D ships and existing class B ships 1. Ladders, corridors and doors shall be so arranged that, from all passenger and crew spaces and from the normal crew working spaces, except for the engine, through them you can easily get to the deck, from which lifeboats and climb plosto. Must comply with the following provisions in particular: 1. Below the bulkhead deck each watertight compartment or similarly enclosed rooms or groups of rooms shall be provided with two means of escape, at least one of which do not pass through watertight doors. An exception may not be a second means of escape, taking into account the use of the premises and being, as well as the number of persons who usually work in them. In that case, the only means of escape is required to ensure safe evacuation. Ships built 1 January 2003 or later, the above exception can only be applied to the crew room in which crew members are only from time to time, in which case the required escape routes should not be linked to a watertight door. 2. Above the bulkhead deck there shall be at least two means of escape from each main vertical zone or similarly enclosed space or group of spaces at least one of which exit on the stairs, forming a vertical escape. 3. If the item is not direct radiotelegraph exit to the open deck, that item shall be provided with two evacuation or access issues, one of which maybe enough big porthole or window or other opening. 4. In existing class B ships, a corridor, or part of the corridor, which is only one route of escape shall not exceed 5 metres. New class A, B, C and D ships of 24 metres in length and over, prohibit the installation of corridor, lobby or part of a corridor from which there is only one route of escape. Permits installation of the passages with a sealed end, necessary for the practical operation of the vessel premises of the service, such as oil and gas sites across the ship-supply passages, installed, provided that the corridors with a sealed end is separated from the living rooms of the crew and they can not penetrate into the living rooms of the passenger. Part of the Hall, which does not exceed the width of the depth, consider recess or extension, and permits installation on board.
New class B, C and D ships of 24 metres in length and OVER which are built before January 5, 2003. at least one of the 1.1 and 1.2 point requested evacuation exits form the readily accessible enclosed stairway, which will provide continuous fire shelter from, starting from the bottom of the stairs to the deck, the lifeboat and plosto, or to the highest deck If the embarkation deck does not extend to the main vertical zone. In the latter case a direct exit to the embarkation deck shall be provided with an external open stairways and passageways, and in accordance with regulation III/5.3 emergency lighting shall be provided and not slippery pavement beneath his feet. Boundaries coming out of the exposed external staircase and passages that make up the escape route, so that a fire in the protected space behind the walls smooth running into places of embarkation. The width of the escape, and continuity is as follows: 1. the width of the ladder is not less than 900 mm. Special-in coordination with the KD, and if ANY accept reasonable and possible, landing width shall not be less than 600 mm. Stairways shall be provided with handrails on both sides. The minimum width of the stairs shall be increased by 10 mm per person if there are more than 90 people. Maximum width between handrails where stairways are wider than 900 mm, 1800 mm. it is assumed that the total number of persons which the withdrawn by this staircase is two thirds of the crew and all passengers in premises subject to the staircase. The width of the stairs must comply at least with the IMO resolution a.757 (18) standards. 2. all stairs for more than 90 people, be fore and aft. 3. The entrances and corridors, and landing, including means of escape, the size is determined in the same way as the stairs. 4. Stairs shall not exceed 3.5 metres in vertical without landing, and rake angle not greater than 45 °. 5. the landing size each deck level shall not be less than 2 m2, and increase by 1 m2 for every 10 people, if there are more than 20 people, but their size should not exceed 16 m2, except for the landing, located at public spaces, of which have direct access to stairway enclosures.
New class B, C and D ships of 24 metres in length and OVER and who built 1 January 2003 and LATER 5. a) at least one of the 1.1 and 1.2 point requested evacuation exits form the readily accessible enclosed stairway, which will provide continuous fire shelter from, starting from the bottom of the stairs to the deck, the lifeboat and plosto, or to the highest open deck If the embarkation deck does not extend to the main vertical zone. In the latter case a direct exit to the embarkation deck shall be provided with an external open stairways and passageways, and in accordance with regulation III/5.3 emergency lighting shall be provided and not slippery pavement beneath his feet. Cage, coming out of the exposed external staircase and vaults which form part of the escape route, and the walls that break down during the fire delayed the evacuation to the embarkation deck shall be fireproof, including-insulation value must match the 4.1 to 5.2 table stated values. The width of the escape, and continuity must be in accordance with the requirements of the fire safety systems code.
New class B, C and D ships, CONSTRUCTED before 1 January 2003 and existing class B ships 6. Satisfactory protection need access from the stairway enclosures to the zones where the lifeboat and plosto.
New class B, C and D ships, constructed on 1 January 2003 or LATER) 6a Output from the stairway enclosures to the areas where the lifeboat and plosto be protected directly or use the protected internal outlet fire resistance and insulation value corresponds to 5.2 in table 4.1 fixed value.
New class B, C and D ships 7. in addition to the emergency lighting required by II-1/D/3 and III/5.3, the means of escape including stairways and exits shall be marked by lighting the door or fotoluminiscējoš line of lighting, which placed not more than 0.3 metres above the deck at all points of the escape route including the corners and intersections. The mark must be such as to be able to find all the evacuation routes and easy to find means of escape. If using electric light, it is necessary for the emergency source of power and it shall be so arranged that one lamp or fluorescent stage stop results in a mark does not lose its meaning. Additionally, all escape route signs and fire equipment location markings shall be made in photoluminescent material or marked with lights. The recognised organisation shall ensure that such lighting or the evaporant rigs have been evaluated, tested and applied in accordance with IMO resolution 752 (18) in the guidelines set out. However, for new class B, C and D ships, constructed on 1 January 2003 or later, the recognised organisation shall ensure that such lighting or the evaporant rigs have been assessed, tested and applied in accordance with the fire safety systems code.
New class B, C and D ships, constructed on 1 January 2003 or LATER 8 ships carrying more than 36 passengers the requirements of point 1.1 also apply to the crew's living quarters. 9. generally, locked doors, which include escape routes. 1. the cabin doors shall not require keys to unlock them from inside. Also for escape route doors that do not require keys to unlock them when moving in the direction of escape. 2. Rescue door public spaces that are normally sealed with latch, be equipped with a device that allows them to quickly open. This structure consists of a latch mechanism which opens the device lock, if the door is exposed to the direction of flow of the rescue. Quick opening mechanism shall be arranged according to KD or recognised organisation's requirements and in particular: 2.1. they are grid or panels that run across a portion of at least half of the door sash, and are installed at least 760 mm and not more than 1120 mm above the floor; 2.2. they open the door latch to the door if exposed to a force not exceeding 67 N; and they are not equipped with 2.3 key locks, bolts, or other appliances that do not allow the exact latch if it acts with force. New class B, C and D ships and existing class B ships: 2.1. In special category spaces the number of escape and below and above the bulkhead deck down the KD, getting to the embarkation deck shall be at least as safe as expected 1.1., 1.2, 1.5 and 1.6. For new class B, C and D ships, constructed on 1 January 2003 or later, the space shall be equipped with a specially designed passages to means of escape, which is at least 600 mm in width and if possible and acceptable, these specially constructed longitudinal aisles shall be at least 150 mm above the deck. The vehicle must be positioned so that the tunnel should be free all the time. 2. one of the escape routes, the engine room, fitted with the crew normally works, need not be a direct exit to the special category space. 3. Lifting ramps, through which ran into on the platform deck and off of it, lowered position must not be to block escape routes. 3.1. for each engine must provide two means of escape. Must comply with the following provisions in particular. 1. Where the space is below the bulkhead deck, the two means of escape shall consist of: 1. either of the two steel ladders positioned as far away and leading to doors in the upper part of the space similarly separated and from which access is provided to the Board, picked up from lifeboats and plosto. New ships on one of these ladders shall provide continuous fire shelter from the lower part of the staircase to a safe position outside the space. For new class B, C and D ships, constructed on 1 January 2003 or later, the staircase is located in a protected shaft, corresponding respectively to II-2/B/4 rules (2) category or II-2/B/5 rule (4) category-from the lower part of the space to which the staircase ", to a safe position outside the space. The pit shall be self-closing fire doors that meet the same fire resistance standard. Ladder fitted that of not izolētaj the fastening points in the mine do not come into heat. Protected shaft minimum dimensions are 800 mm × 800 mm, and shall have emergency lighting installed; 2. one steel ladder leading to a door, which give access to the embarkation deck, and the lower part of the space away from those stairs in addition be installed steel doors that can be opened from both sides and which provides a safe escape route from the lower part of the space to the embarkation deck. 2. Where the space is above the bulkhead deck, the two main means of escape should be located as far from each other, and the doors leading from these exits should be in there, which is output to the decks, from which the lifeboat and plosto. If the mentioned means of escape ladders are required, they must be of steel. New class A, B, C and D ships 3. In rooms where the watch mechanism, and from work spaces, there shall be at least two means of escape, of which one shall be independent of the machinery space and give access to the embarkation deck. 4. the bottom of the stairs in machinery spaces shall be shielded. New class B, C and D ships and existing class B ships 3.2 on board a ship whose length is less than 24 metres, KD may allow not to install one of the means of escape in the engine room, in view of the upper part of the space width and location. On the ship of 24 metres in length and over, KD can not allow to install one escape if one door or a steel ladder provides a safe escape route to the embarkation deck having regard to the use of space and location, and whether the crew is normally employed in that space. For new class B, C and D ships, constructed on 1 January 2003 or later when the Steering room of the second means of escape shall be provided, if the room contains the emergency steering position-unless there is no direct exits and open deck. 3.3. A machinery control room located within a machinery space, two means of escape shall be provided in at least one of which will provide continuous fire shelter from to a safe position outside the machinery space. 4. Lifts should not be regarded as one of the requested means of escape. 5 new class B, C and D ships and existing class B ships of 40 metres in length and OVER the 1 emergency escape breathing apparatus, complying with the fire safety systems code. 2. in each vertical zones at least two emergency escape breathing apparatus. 3. In ships carrying more than 36 passengers in each main vertical zone there are two emergency escape breathing devices, in addition to those required by section 5.2. 4. However, section 5.2 and 5.3 will not apply to stairway enclosures which constitute individual main vertical zones and for main vertical zones located fore and aft of the ship and which do not have regulation II-2/B/4 the provisions defined in (6), (7), (8) or (12) in category space. 5. Engine room emergency escape breathing devices shall be ready for use at easily visible places, which in the event of fire is quick and easy to reach. Deploying emergency escape breathing devices shall take account of the position of the engine and the number of people normally employed in that space. 6. The IMO guidelines for the emergency breathing apparatus performance, location, use and maintenance. (MSC/Circ. 849). 7. the number of This apparatus and the location is specified in regulation II-2/A/13 requesting fire plan. 6-1 escape routes on ro-ro passenger ships (R 28-1), 1 new class B, C and D and existing class B RO-RO passenger ships applicable requirement 1.1. This paragraph shall apply to the new B, C and D and existing class B ro-ro passenger ships. For existing ships the requirements of this rule shall apply not later than the first day, periodic inspection following the rule II-2/B/16 of the provisions referred to in paragraph 1. 1.2. in all corridors along escape routes shall be handrails or other handholds to on the way to the Assembly stations and embarkation stations every step of the firm handhold is available, if it is possible. Such handrails shall be provided on both sides of longitudinal corridors not exceeding 1.8 metres, and transverse corridors, over 1 metre in width. Particular attention is drawn to the fact that it must be possible to cross the lobby, atrium and other large open spaces along escape routes. Railing and holds, must be strong enough to withstand the 750 N/m high dispersed horizontal load, directed against the corridor or space, and 750 N/m large distributed vertical load facing down. The two loads need not be simultaneous. 1.3. Escape routes shall not be obstructed by furniture or other obstructions. Filing cabinets and other heavy equipment, except tables and chairs that you can remove, freeing up space, public space and escape route, so that they do not strengthen the slide, if the ship rolls sideways or from the bow and stern. Also reinforce flooring. If the ship is on its way, along escape routes must not be obstacles, such as cleaning carts, bedding, luggage and boxes of goods. 1.4 escape routes shall be provided from every ship in rooms that usually keeps to an Assembly station. These escape routes shall be arranged so that they provide the most straightest possible path to the Assembly station, and shall be marked with symbols representing the life-saving appliances and arrangements and adopted by the IMO in resolution 760 (18). 1.5. If adjoin deck is enclosed spaces, openings between the confined space and open deck wherever possible, should be used as emergency exits. 1.6. Decks shall be sequentially numbered, starting with at the tank top or lowest deck, designated "1". These numbers are easily visible way prominently and stair lobbies at the elevators. Decks can also be a name, but the Board number should always be presented in conjunction with the Board name. 1.7. the inside of each cabin door and in public spaces in the conspicuous place simple plans that indicate the place where the people who consult and escape routes marked by arrows. The plan shows the direction of the escape route, and the plan must be properly oriented for its location on the Board. 1.8. Cabin doors shall not require keys to unlock them from inside. Also for escape route doors that do not require keys to unlock them when moving in the direction of escape. 2. for new class B, C and D RO-RO passenger ships, the applicable requirements of the bulkheads and other 2.1 wall 0.5 metres lower, forming vertical divisions along the escape route, must withstand a load of 750 N/m2 to be used for walking along the escape route, if the heel is very large. 2.2. The escape route from cabins to stairway enclosures shall be as direct as possible, with a minimum number of changes in direction. To achieve the escape routes must not cross the ship from one edge to the other side. To reach the Assembly stations or open deck of the passenger facilities, there is no need to go upstairs or down further on two decks. 2.3. External routes shall be provided from open decks, referred to in paragraph 2.2, to places where the lifeboat and plosto. 3. for new class B, C and D RO-RO passenger ships, CONSTRUCTED in 1999 on or after July 1, the requirements APPLICABLE to new class B, C and D ro-ro passenger ships, constructed in 1999 on or after July 1, the escape routes shall be evaluated by conducting evacuation analysis early in the design. This analysis is used to identify and eliminate bottlenecks that can occur during ship abandonment due to the movement of passengers and crew along escape routes, including taking into account the possibility that crew may need to move along these routes in the opposite direction to the movement of passengers. In addition, this analysis is used to show that the rescue measures are sufficiently flexible and provides for the possibility that some evacuation routes, assembly stations, embarkation or rescue boats and rafts due to the accident are not available. 7. Crossings and the opening (A) and (B) the class divisions (R 30, 31) new class B, C and D ships and existing class B ships: 1. all openings (A) class divisions equipped with fixed .1, which is as fireproof as a wall where they are installed. 2. (A) All class divisions built door and the doorframe construction, as well as means of strengthening it when the door is closed, as far as possible, provide fire resistance as well as resistance against smoke and flame, which is equivalent to the strength of the bulkheads in which the doors are fitted. Doors and door frames are made of steel or other equivalent material. Watertight doors should not be isolated. 3. It must be possible to close all the doors and open from both sides of the bulkhead, which can only be done by one man. 4. Fire door of main vertical zone bulkheads and stairway enclosures other than power-operated sliding watertight doors and doors normally locked, shall satisfy the following requirements. 1. The doors shall be self-closing and be capable of closing the heel reaches 3.5 ° angle, which interfere with door closing. If necessary, the closing speed is controllable to not endanger people. The new ships, the closing of the uniform speed of not more than 0.2 m/s and no less than 0.1 m/s, when the ship is in a vertical position. New class B, C and D ships 2. Remote sliding or power-operated doors shall be equipped with an alarm that sounds at least 5 seconds but no more than 10 seconds before the door begins to move and continue sounding until the door is completely closed. Doors which are intended to open it again when closing its contact with an object, open it again, the insufficient width of at least 0.75 metres, but not more than 1 metre. 3. All doors, except fire doors which are normally closed, shall be capable of remote and automatic open from the continuously manned central control station-either simultaneously or in groups, and also individually from a position at both sides of the door. Continuously manned central control station fire panel is an indicator that shows whether each of the remote-controlled doors is closed. The release mechanism shall be so designed that the door will automatically close in the event of disruption of the control system or main source of electric power. The release switches are "on-off" function to prevent automatic resetting of the system. Are prohibited State aizturierīc which cannot be to central control station release. 4. Local power accumulators for power-operated doors shall be provided in the immediate vicinity of the doors to enable the doors to be operated at least 10 times (fully opened and closed) using the local controls. 5. Divvērtņ the doors equipped with latch necessary to their fire integrity shall this door, is a latch that is automatically activated by the door when it opens the control system. 6. the door providing direct exit to the special category spaces and having a motor drive, and automatically closing should not be equipped with alarms and remote-release mechanisms required in 4.2 and 4.3. Class b, C and D ships, constructed in 2003 on 1 January or LATER in place of paragraph 4, the following paragraph 4 (a): 4. a. fire doors main vertical zone bulkheads and stairway enclosures, containment kambīž, except for the power-operated watertight doors and doors normally locked, shall meet the following requirements: 1. the doors shall be self-closing and be capable of closing the heel reaches 3.5 ° angle opposing closure; 2. hinged fire door closing the estimated time is longer than 40 seconds and no less than 10 seconds from the start of movement, when the ship is in a vertical position. Sliding fire door approx. the same closing speed shall not exceed 0.2 m/s and no less than 0.1 m/s, when the ship is upright; 3. the doors shall be capable of remote open from the continuously manned central control station-either simultaneously or in groups, and also individually from a position at both sides of the door. The release switches are "on-off" function to prevent automatic resetting of the system; 4. it is prohibited in the State of aizturierīc that can not be to central control station release; 5. the door is closed remotely from the central control station release, are likely to open again with a local management system from both sides of the door. After the local opening the door automatically closes again; 6. the continuously manned central control station for fire doors light panel is visible, or all the remote-controlled doors is closed; 7. the release mechanism shall be so designed that the door will automatically close in the event of disruption of the control system or main source of electric power; 8 local power accumulators for power-operated doors shall be provided in the immediate vicinity of the doors to enable the doors to be operated at least 10 times (fully opened and closed) using the local management in the event of disruption of the control system or main source of electric power; 9. one door control system or main source of electrical power failure does not affect the rest of the safe use of the door; 10. remote sliding or power-operated doors shall be equipped with an alarm that sounds at least 5 seconds but no more than 10 seconds after the door is released from the continuously manned central control station and before the door begins to move and continue sounding until the door is completely closed; 11. the doors which are intended to open it again when closing its contact with an object, open it again, not more than 1 metre in width from point of contact; 12. divvērtņ the doors equipped with latch necessary to their fire integrity shall this door, is a latch that is automatically activated by the movement of the door if they exempt the management system; 13. the door providing direct exit to the special category spaces and having mechanical drive and automatically closing should not be equipped with alarms and remote opening mechanism that requires 3 and 10; 14. the local elements of the management system is available for maintenance and adjusting; 15. power-operated doors shall be equipped with an approved type of management system that can be used in the event of fire, and determined in accordance with the fire test procedures code. This system meets the following requirements: 15.1. management system the door with power can run at at least 200 ° C for at least 60 minutes; 15.2. the power to the other door, which is not affected by the fire, is intact, and 15.3. if temperature exceeds 200 ° C, the control system automatically isolated from the power supply and it is possible to hold the door closed position until at least 945 ° C temperature. New class B, C and D ships 5. Requirements for the vessel outer edge ' A ' class integrity shall not apply to glass partitions, Windows and sidescuttles, provided that the rule does not require 10 to these edges would be ' A ' class integrity. Similarly, the requirements for ' A ' class integrity shall not apply to exterior doors in superstructures and arranged deckhouses. Class b, C and D ships, CONSTRUCTED in 2003 on 1 January or LATER in place of paragraph 5, the following paragraph 5a: 5. (a) the requirements for the external edge of the ship ' A ' class integrity shall not apply to glass partitions, Windows and sidescuttles, provided that the rule does not require 10 to these edges would be ' A ' class integrity. Requirements for the the outside edge of the ship ' A ' class integrity shall not apply to exterior doors, except for the superstructure and deckhouses installed outside door, coming out for the rescue funds, embarkation and muster stations, external stairs and open decks used for escape routes. This requirement need not be complied with by the stairway door. New class B, C and D ships 6. with the exception of watertight doors weathertight door (partially watertight doors), doors that go out on the open deck and the door, which must be reasonably gas-tight, all class A door located on the stairs, public spaces and main vertical zone bulkheads in escape routes shall be equipped with a self-closing hose port of material, which the construction and fire protection are the same as the door that it installed, and this here is 150 mm square hole closed the door, installed in the lower part of the door, opposite the door hinges or sliding door close to the openings in the case. New class B, C and D ships and existing class B ships 7. Doors and door frames (B) class divisions, as well as this, the door is closed in a manner which provides for equivalent fire protection wall, except that the doors may be fitted to the bottom of the ventilation openings. If this is the door or under the door, or the total net open size does not exceed 0.05 m2. As an alternative, are allowed to have non-combustible air balance duct intake between the cabin and the corridor and located below the sanitary node, if the cord of the cross-sectional area shall not exceed 0.05 m2. All ventilation openings shall be fitted with a grille made of non-combustible materials. The door is made of non-combustible material. 7.1. in order to reduce the noise, the Administration may approve, as an equivalent, doors with built-in ventilation sound-locks with openings at the bottom on one side of the door and at the top on the other side, on condition that the following conditions are met: 1. The top must always be open to the Hall and pass it to be fitted with a non-flammable material grid and automatic fire damper, acting approximately 70 ° c. 2. The lower opening shall be provided with non-combustible material. 3. the doors shall be tested in accordance with resolution 754 (18). New class B, C and D ships 8. Cabin door that housed the B class divisions have self-closing doors. The open position of the aizturierīc are not allowed. New class B, C and D ships and existing class B ships: 9. Requirements for the vessel outer edge of the B ' class integrity shall not apply to glass partitions, Windows and sidescuttles. Similarly, the requirements for "B" class integrity shall not apply to exterior doors in superstructures and arranged deckhouses. For ships carrying not more than 36 passengers, the KD can permit the use of flammable materials in the cabin, separating individual internal sanitary knots, such as showers. 8. Stair and elevator fire in accommodation and service spaces (R 29) new class B, C and D ships 1 All stairways shall be of steel frame construction and its workings, are enclosed by "A" class divisions, and closing all openings with the exception of mechanisms 1. staircase connecting only two decks need not be enclosed by, provided that the integrity of the Board provides adequate bulkheads or doors in one room. If the ladder is secured in the space between decks, stairway enclosures shall be protected in accordance with rules 4 and 5 contained in Board tables; 2. uncover ladder can be a public space, provided that they are fully present in these public areas. New class B, C and D ships and existing class B ships Of 2 stairway enclosures getting directly in the corridors and be of a sufficient area to prevent congestion, having in view the number of people who use them in an emergency. New class B, C and D ships: stairway inside the perimeter permit installation of toilets, lockers of non-combustible materials providing storage for safety equipment and open information counters. Only public spaces, corridors, toilets, special category spaces, other escape stairways required by regulation 6-1.5, and external zones can have direct access to stairway enclosures. New class B, C and D ships and existing class B ships 3. Elevator shafts shall be so arranged as to prevent the passage of smoke and flame from entering from one deck to another and shall close a device that lets you control the draught and smoke. 9. Ventilation systems (R 32) 1. Ships carrying more than 36 passengers. New class B, C and D ships 1. in addition to paragraph 1 the ventilation system must also match this rule 2.2, 2.8 and 2.6 to 2.9 points.
New class B, C and D ships and existing class B ships: 2. The fans in General shall be so arranged that the pipelines that connect the different rooms, located on the main vertical zone. 3. If the ventilation system is installed in addition to the above, measures relating to Regulation II-2/A/12.1 the Board provided for in the provisions of the fire safety measures to reduce the possibility that the smoke and gases heated by the system you can get from one room to the Board room to the second deck. In addition to insulation requirements contained in this regulation, where appropriate, the vertical pipes insulated to the relevant provisions of the 4 tables. New class B, C and D ships 4. Ventilation ducts are made of the following materials: 1. pipeline, of which any cross-sectional dimension not less than 0.075 m2, and all vertical ducts, which apply to more than one space between decks are made of steel or other equivalent material; 2. pipeline, of which any cross-sectional dimension of less than 0.075 m2 except 1.4.1 referred to vertical wires, made from non-combustible materials. If these pipelines have been installed (A) or (B) the class divisions fire integrity of the Division must be provided; 3. short pipelines that cross section not exceeding 0.02 m2 in total and not more than two metres in length, need not be made of non-combustible materials, provided that all the following conditions are met: 1. the pipeline is made of low-risk material approved by KD or recognised organisation; 2. use only the pipeline ventilation system Terminal and pipeline 3 is at least 600 mm apart, measured by the length of this pipeline inset "A" or "B" class Division, including continuous "B" class ceilings.
Class b, C and D ships, CONSTRUCTED on 1 January 2003 or LATER instead of point 1, the following paragraph 1a: 1. a. pipeline is made of a material which has low flame spread characteristics. 5. ventilation-in stairway enclosures shall be an independent fan and duct system that the ventilation system is not connected to other rooms.
New class B, C and D ships and existing class B ships 6. All power ventilation, except machinery space and cargo space ventilation and any alternative system which may be required under sub-paragraph 9.2.6., be fitted with a control device which groups so that fans can stop in one of two separate items, located as far from each other. Control devices installed by the machinery spaces shall be fitted with power ventilation, also groups so that they can be operated from the two items, one of which must be situated outside the machinery space. The cargo area power ventilation system fans have probably stopped from a safe position outside such spaces. New class B, C and D ships 7. If the public rooms are located in three or more decks and they are flammable objects, such as furniture and enclosed spaces such as shops, offices and restaurants, the space shall be equipped with a smoke extraction system. Smoke extraction system triggers a smoke alarm that is required, and it is possible the manual control. Fan power is enough to smoke across the room volume can be fed in 10 minutes or less. 8. Ventilation ducts shall be provided at suitable locations for viewing and cleaning the hatch where it is acceptable and feasible. 9. the smoke discharge duct of the galley, which can build up fat, 9.2.3.2.1 and 9.2.3.2.2 shall meet the requirements and are equipped with: 1. grease trap readily removable for cleaning unless an alternative grease removal of installed system; 2. automatic fire damper at the bottom of the pipeline and with the remote control, and remote-controlled fire damper shall also be provided at the top of the pipeline; 3. fixed device reset to fire in the pipeline; 4. the remote control device to drain aircraft fans and supply fans, power referred to in paragraph 2, fire dampers and fire-fighting system, and this device is placed at the entrance to the galley. Where a multi-branch system, allows to conclude all the wires through which discharged air through the same main duct before an extinguishing media is entered in the system; and 5 installed at suitable locations for inspection and cleansing hatches. 2. Ships carrying more than 36 passengers. New class B, C and D ships 1. Ventilation ducts shall be of non-combustible material. Short ducts, usually in length and not exceeding 2 m of which any cross-sectional dimension not exceeding 0.02 m2 need not be non-combustible, however, subject to the following conditions: 1. These wires shall be of a material which, in accordance with the KD or recognised organisations findings is low fire risk; 2. you can only use venting devices in the end; 3. they are located at least 600 mm apart, measured by the length of the pipeline, from the opening "A" or "B" class Division, including continuous "B" class ceilings.
Class b, C and D ships, constructed on 1 January 2003 or LATER instead of point 1, the following paragraph 1a: 1. a. These wires are made of a material which has low flame spread characteristics. 2. (a). Where the ventilation ducts with a cross-section of more than 0.02 m2, is installed in A class bulkheads or decks, the openings on the deck or bulkhead crossing lined with steel sheet sleeve unless the ducts bulkheads or decks are of steel in the pipeline, and this part of the piping and sleeve must meet the following requirements: 1. Sleeve wall thickness of at least 3 mm, but at least 900 mm. Installing the CAP bulkhead preferably, on each side of the bulkhead is located 450 mm of length. These pipes or sleeves, with which these pipelines are made of fire protection insulation. Insulation resistance of at least the same as the bulkhead or deck, the pipeline has been pulled. 2. in addition to the requirements of sub-paragraph 9.2.2.1. pipelines, where the cross-sectional area exceeding 0.075 m2 shall be fitted with fire dampers. Fire damper shall operate automatically, but you can also close the hand from one or the other side of the bulkhead or deck. The damper shall be fitted with an indicator showing whether the damper is open or closed. Fire dampers are not required, if the pipelines pass through space, bounded by "A" class divisions, but does not apply to those premises-provided that the ducts have the same fire integrity as the walls where they are installed. Fire dampers shall be easily accessible. For new class B, C and D ships, constructed on 1 January 2003 or later, where fire dampers are placed behind ceilings or linings, ceilings or linings shall be provided in the inspection door, to which the lays the plate with fire damper identification number. Fire damper identification number shall also be indicated on the remote device needs. 2. b. To new class B, C and D ships, constructed on 1 January 2003 or later that thin pipeline with coating and cross-sectional area equal to or less than 0.02 m2 passes through "A" class, bulkhead or deck, the opening in the steel sleeve inserts, which wall thickness of at least 3 mm and a length of at least 200 mm-it is desirable that each side of the bulkhead should be 100 mm but in the case of all deck inserts crossed the bottom of the deck. 3. Engine, kambīž, car deck space, ro-ro cargo space or special category space for ventilation pipes installed does not pass through accommodation spaces, service spaces or control points, if it does not correspond to 9.2.3.1.4 or 9.2.3.2.1 9.2.3.1.1..., and 9.2.3.2.2. the conditions laid down in point: 1.1. pipelines are of steel, their thickness is at least 3 mm and 5 mm for ducts having a width or diameter is 300 to mm and 760 mm and over including but the pipelines that width or diameter is 300 mm and 760 mm, of thickness is determined by interpolation; 1.2. support and strengthen the pipeline in an appropriate manner; 1.3. ducts are fitted with automatic fire dampers close to the boundaries in which they are installed; 1.4. pipeline and insulated to "A-60" standard from the machinery spaces, galleys, car deck spaces, ro-ro cargo spaces or special category spaces, at least 5 feet in length from each fire damper; or 2.1. pipelines made of steel 9.2.3.1.1 and 9.2.3.1.2 under.; and 2.2. insulated pipelines to "A-60" standard accommodation spaces, service spaces or control stations; but the main zone divisions crossings must meet the requirements of subparagraph 9.2.8. For new class B, C and D ships, constructed on 1 January 2003 or later when the machinery spaces of category A, vehicle spaces, ro-ro spaces, kambīž, special category space and cargo space ventilation system at all separate from each other and from the rest of the room ventilation systems. Only the galley ventilation systems on passenger ships carrying not more than 36 passengers, not fully, but they can be made to connect the individual pipelines, connected to other rooms ventilation unit. In any case, the galley ventilation duct near the ventilation unit shall be provided with automatic fire damper. 4. Residential space, service space or control ventilation ducts shall not pass through machinery spaces, galleys, car deck spaces, ro-ro cargo spaces or special category spaces unless they conform to 9.2.4.1.3 or 9.2.4.2.1 9.2.4.1.1..., and in 9.2.4.2.2 specified conditions. 1.1. where pipelines pass through machinery spaces, galleys, car deck spaces, ro-ro cargo spaces or special category spaces, they are made of steel in accordance with subparagraphs 9.2.3.1.1 and 9.2.3.1.2.;. 1.2. automatic fire dampers are fitted close to the boundaries, through which the wires are fitted; 1.3. the crossing places and keep the engine room, kambīž, car deck space, ro-ro cargo space or special category space, the integrity of the containment wall; or 2.1 where pipelines pass through machinery spaces, galleys, car deck spaces, ro-ro cargo spaces or special category spaces, they are made of steel in accordance with subparagraphs 9.2.3.1.1 and 9.2.3.1.2.;. and 2.2. insulated pipelines to "A-60" standard machinery spaces, galleys, car deck spaces, ro-ro cargo space or special category space; but the main zone divisions crossings must meet the requirements of subparagraph 9.2.8. 5. Ventilation ducts that cross sectional area exceeding 0.02 m2 and which is fitted in the class B bulkheads lined with steel plate flanges, which length is 900 mm-it is desirable that each side of the bulkhead should be 450 mm, unless the length of the pipeline is of steel. 6. possible measures for the checkpoints outside machinery spaces in order to ensure ventilation, visibility and the absence of smoke and fire can effectively monitor the engine mechanism and its further work. Provide alternative and separate means of air supply; Air inlets of the two sources of supply shall be arranged to minimise the risk of both inlets drawing in smoke simultaneously. These requirements should not apply to the checkpoint, which is located on the open deck and go to it, or if the local conclusion is equally effective device. 7. where they pass through accommodation spaces or spaces containing combustible materials, the exhaust ducts from galley shall be provided with (A) the class divisions. Each exhaust duct shall be fitted with: 1. a fat tray can be easily removed and cleaned; 2. fire damper located in the bottom of the pipeline; 3. exhaust fan stop device, which is powered from the galley; 4. fixed device and fire extinction in the pipeline. 8. If the ventilation ducts must be installed in the main vertical zone Division, next to this to the Division shall be fail-safe automatic closing fire damper. It is possible to close the damper manually from one or the other side of the Division. The operational area is readily available and marked red, reflective color. The pipeline between the Division and the damper shall be of steel or other equivalent material and, if necessary, insulated 2/II A/12.1. conditions requirements. At least one shelter half damper shall be fitted with a light indicator showing whether the damper is open.
New class B, C and D ships and existing class B ships 9. All ventilation systems the main intake and exhaust porting is possible to close the outdoors that is ventilated.
New class B, C and D ships 10. Residential spaces, service spaces, cargo spaces, control stations and machinery spaces power ventilation can be stopped from an easily accessible position outside the space for the ventilation. If the premises for which the ventilation, fire, this item does not come in isolation. Power ventilation of the engine stop device is completely separate from the other rooms, the ventilation stop devices. 3. all class B, C and D ships, CONSTRUCTED in 2003 on 1 January or LATER in accordance with the IMO fire test procedures code tests the following: 1. for flame resistant locks, including the operation of the installations concerned; and class divisions 2A ratings pipelines. Where steel sleeves are directly joined to ventilation ducts using rivets, screwed flanges or welding, the test need not be performed. 10. Windows and sidescuttles (R 33) new class B, C and D ships and existing class B ships: 1. all partitions Windows and side scuttles in the accommodation and service spaces and in control stations, except those to which the provision is 7.5 installed, subject to the requirements for the integrity of bulkheads in which they are installed. For new class B, C and D ships, constructed on 1 January 2003 or later, this being determined in accordance with the fire test procedures code. 2. Notwithstanding the provisions of the 4 and 5 of table requirements, all Windows and sidescuttles in bulkheads separating accommodation and service spaces and control stations, shall be provided from the outside with steel or other suitable material frames. Glass reinforced using metal border or stūren. New class B, C and D ships carrying more than 36 passengers 3. Window opposite the rescue funds, embarkation and muster stations, external stairs and open decks used for escape routes, and Windows situated below liferaft and escape slide embarkation areas, fire resistance corresponds to rule 4 on the table. If the Windows down special automatic sprinkler heads shall, (A) may be accepted as an equivalent-0 Windows. For new class B, C and D ships, constructed on 1 January 2003 or later, the special automatic sprinkler heads must be: 1. a dedicated heads located above the Windows and are installed in addition to the conventional ceiling sprinklers; 2. conventional sprinkler heads installed to protect window sprinklers with a capacity of at least 5 litres per square metre per minute, and the area estimates covered sprinklers shall include additional window surface. The fire, located in the ship's side below the zones from which rises the lifeboat, is at least equal to A-0 fire resistance categories. New class B, C and D ships carrying more than 36 passengers and existing class B ships 4. Apart from II-2/B/5 rule table requirements, paying particular attention to the fire integrity of Windows situated directly opposite the open or enclosed places from which rises the lifeboat and plosto, as well as their window to the resistance, which is located below the listed locations and where corruption during the fire delayed rescue boats or survival or boarding. 11. the restriction of the use of combustible material (R 34) new class B, C and D ships 1. Except in cargo spaces, mail rooms, baggage rooms, or refrigerated compartments of service spaces, all linings, grounds, fume, ceiling and insulation, louvres must be of non-combustible materials. Also, partial bulkheads or decks used to divide space and rest zones must be of non-combustible material. 2. Anti-condensation material and adhesives used in conjunction with insulation, as well as a cooling system pipe insulation equipment does not have to be of non-combustible material, but it is used as little as possible and open surfaces have low flame spread characteristics, this being determined in accordance with the IMO resolution a. 653 (16). Class b, C and D ships, CONSTRUCTED in 2003 on 1 January or LATER in place of paragraph 2, the following paragraph 2a: 2. a. anti-condensation material and adhesives used in conjunction with insulation, as well as a cooling system pipe insulation equipment does not have to be of non-combustible material, but it is used as little as possible and open surfaces, it has low flame spread characteristics. 3. The following surfaces have low flame spread characteristics. 1. open the surface corridors and stairway enclosures, and of bulkheads, wall roof lining the open surfaces in all accommodation and service spaces and control stations; 2. hidden or inaccessible places in accommodation and service spaces and control stations. 4. Combustible cladding, mouldings, decorations and veneers in any accommodation for the total quantity and service space shall not exceed a quantity equal to 2.5 mm veneer on the walls and the ceiling set. Flammable materials the total quantity calculation must not include furniture, attached to the plating, bulkheads or decks. If the ship is fitted with an automatic sprinkler system complying with the provisions of (II) 2/A/8, the above quantities may include some combustible material used for the construction of the C class divisions. 5. The plywood calorific value used for surfaces and linings covered by the requirements of paragraph 3, to the thickness used shall not exceed 45 MJ/m2. 6. provided in stairway enclosures shall be limited to seating furniture. They must be fastened, the number does not exceed six chairs on each deck in each stairway enclosure, the fire risk is limited and does not restrict the passenger escape route. KD may allow additional placement of chairs in the main reception area within a stairway enclosure if it is fixed, non-combustible and does not restrict the passenger escape route. Furniture should not be placed passenger and crew corridors forming escape routes in the cabin area. In addition to the above may allow the installation of the lockers of non-combustible materials, which keep the safety equipment provided for in the rules. Drinking water and ice packs you can install assemblies in the corridors, provided that they are fixed and do not reduce the width of the escape route. The same applies to decorative flowers or plants, sculptures or other art objects, such as paintings and tapestries in corridors and stairways. 7. Paints, varnishes and other finishes used on exposed interior surfaces shall not be capable of producing excessive quantities of smoke and toxic products. Class b, C and D ships, CONSTRUCTED in 2003 on 1 January or LATER in place of section 7, the following paragraph 7a: 7. a. Paints, varnishes and other finishes used on exposed interior surfaces shall not be capable of producing excessive quantities of smoke and toxic products, this being determined in accordance with the IMO fire test procedures code. 8. the Primary deck coverings, if applied within accommodation and service spaces and control stations, shall be of approved material which will not readily ignite, in accordance with IMO resolution a. 694 (17) flash point test procedures-or give rise to toxic or explosive hazards at elevated temperatures. Class b, C and D ships, CONSTRUCTED in 2003 on 1 January or LATER in place of paragraph 8, the following paragraph 8A: a. the Primary 8 deck coverings, if applied within accommodation and service spaces and control stations, shall be of approved material which will not readily ignite and give rise to toxic or explosive hazards at elevated temperatures, this being determined in accordance with the fire test procedures code. 12. details of Construction (R 35) new class B, C and D ships and existing class B ships in accommodation and service spaces, control stations, corridors and stairways: 1. the free space that is enclosed behind a ceiling, Panel or lining, decomposed in a manner appropriate to the suction of the louvres, between which the distance of not more than 14 metres; 2. vertical direction that free space, including the space behind the siding, casings of the stairs, etc. in each deck. 13. Fixed fire detection and fire alarm system and automatic sprinkler, fire detection and fire alarm system (R 14) (R 36) new class B, C and D ships 1. For vessels carrying not more than 36 passengers and in ships with a length of less than 24 metres in length, each individual in the vertical or horizontal zone, all in accommodation and service spaces and in control stations, except spaces which do not pose a great risk, such as blank spaces, sanitary spaces, etc., either: 1. an approved type of fixed fire detection and fire alarm system that meets the requirements of regulation II-2/A/9 and so installed has to be able to detect a fire in these spaces, however in new class B, C and D ships, constructed on 1 January 2003 or later, provides the detection of smoke in the corridors, stairways and escape routes within accommodation spaces , or 2. the approved type automatic sprinkler, fire detection and fire alarm systems that meet II-2/A/8, the requirements or provisions of the IMO guidelines for an approved equivalent sprinkler system as provided for in the IMO resolution 800 (19), and is installed to protect such spaces; In addition, the approved type of fire detection and fire alarm system that meets the requirements of regulation II-2/A/9 and are installed so as to provide smoke detection in corridors, stairways and escape routes within accommodation spaces. 2. Ships carrying more than 36 passengers, except ships with a length of less than 24 metres, shall be equipped with: a an approved type automatic sprinkler, fire detection and fire alarm system, corresponding to the II-2/A/8, the requirements or provisions of the IMO guidelines for an approved equivalent sprinkler system as provided for in the IMO resolution 800 (19), in all service spaces, control stations and accommodation spaces, including corridors and stairways. Control points where water may cause damage to essential equipment may be equipped with different type of an approved fixed fire-extinguishing system. Fixed fire detection and fire alarm system that meets the requirements of regulation II-2/A/9 shall be so arranged as to provide smoke detection in service spaces and control stations and accommodation spaces, including corridors and stairways. Smoke detectors need not be fitted in private bathrooms and kitchens. The rooms, which have a small fire risk or not at all, such as blank spaces, toilets, carbon dioxide rooms and similar places, must not be fitted with an automatic sprinkler system or fire alarm and fire detection systems. 3. Periodically unattended machinery spaces shall be of an approved type of fixed fire detection and fire alarm system in accordance with regulation II-2/A/9. The fire alarm system is designed and the detectors are positioned so as to quickly detect the outbreak of fire in any part of the said premises during normal operation of the machine for different ventilation modes that determine the possible ambient temperature. Are not allowed in a detection system, which is only siltumdetektor, except with limited height, where their use is specially appropriate. There shall be enough places in the ring and light signals that are both different from other system alarms, which warn of fire is to ensure that the alarm heard and taken into account on the navigating bridge and the responsible engineer. If not on the navigating bridge crew, the alarm should sound in the place where the responsible person on the crew. After the installation of the system is tested at different engine operation and ventilation. 14. fire protection of special category spaces (R 37) 1. Provisions applicable to special category spaces regardless of whether they are above or below the bulkhead deck.

New class B, C and D and existing class B ships carrying more than 36 passengers: 1. General provisions 1. This provision is based on the principle that-as the special category space is not possible in conventional vertical separation zone-this zone equivalent fire protection is achieved by horizontal separation concept and an efficient fixed fire-extinguishing system. According to this concept in the area of horizontal rules can include special category places several decks provided that the total net vehicles height does not exceed 10 metres. 2. II-2/A/12, II-2/B/7 and II-2/B/9 rule requirements for maintaining the integrity of vertical zones shall be applied equally to decks and bulkheads separating horizontal zones from each other and from the rest of the Board. 2. Construction fire safety 1. To new ships carrying more than 36 passengers, the special category space delimited bulkhead and deck shall be isolated in accordance with the A-60 class standard. However, if the open deck space (as defined in regulation 4.2.2 (5)), the Health Assembly or the like deck space (as defined in regulation 4.2.2 (9)) or the container, empty space or auxiliary machinery space with little or no fire risk (as defined in regulation 4.2.2 (10)) is located on one side of the Division, can be applied to A-0 standards. Where fuel oil tanks are below a special category space, the integrity of the deck between such spaces of the standard may be reduced to A-0 standards. 2. To new ships carrying more than 36 passengers and existing class B ships carrying more than 36 passengers, the partitions between special category spaces, isolated, in accordance with rule 5 5.1 the requirements laid down in the table for (11) category, but the horizontal divisions shall be isolated in accordance with rule 5.2. table 5 requirements for (11) category. 3. On the navigating bridge shall be indicators that show whether it is closed to all fire doors special category spaces. Special category room door is designed so that they cannot be kept open, and the shipping time must be kept closed. 3. fixed fire-extinguishing system for every special category space shall be fitted with an approved fixed pressure water system, operated by hand and which protects all parts of the deck and vehicle platform in space. For new class B, C and D ships, constructed in 2003 on 1 January or after these water pressure systems are: 1. the pressure gauge on the valve manifold; 2. clear marking on each manifold valve indicating the spaces where this system is used; 3. service and operating instructions, which is located in the valve room; and (4) a sufficient number of drainage valves. KD may allow the use of other fixed fire-fighting systems, full scale test at a time when a simulating a flowing petrol fire in a special category space, is shown to be not less effective in deleting a fire that may break out in these spaces. That of the fixed pressure water system or other equivalent fire-extinguishing system shall comply with the IMO resolution a.123 (V) and the IMO MSC/Circ. 914 "guidelines on alternative water fire-fighting systems for use in special category spaces". 4. Fire safety monitoring and detection 1. Special category spaces take effective fire monitoring service. All spaces where fire supervisory service is not running constantly all the time of the voyage, shall be of an approved type of fixed fire detection and fire alarm system that meets the requirements of regulation II-2/A/9. Stationary fire alarm can quickly detect the outbreak of the fire. Detector type, location, and location is determined taking into consideration the ventilation and other relevant factors. For new class B, C and D ships, constructed on 1 January 2003 or later, the system after the installation is tested under normal ventilation conditions and determines the response time of the system approved by the recognised organisation. 2. Manually operated call points shall be provided as necessary throughout the special category spaces and one shall be placed next to each exit from such spaces. For new class B, C and D ships, constructed on 1 January 2003 or later, manually operated call points shall be located so that no part of the premises were not more than 20 metres from a manually operated call point. 5. Portable fire extinguishers in new class B, C and D ships, CONSTRUCTED before 1 January 2003 and existing class B ships: 5. (a) in each special category space shall be provided: 1. at least three water fog applicators; 2. one portable foam extinguishers that correspond to II-2/A/6.2 rule-provided that at least two such units are available in the ship for use in such spaces; and 3 at least one portable fire extinguisher at each access to such spaces the entrances. New class B, C and D ships, constructed on 1 January 2003 or LATER at 5. b. Portable fire extinguishers placed in each deck level-in all compartments, carrying vehicles and the distance between them-not more than 20 metres on both sides of the room. At least one portable extinguisher located at each access to such spaces the entrances. In addition to special category spaces places the following fire equipment: 1. at least three water fog applicators; and 2 one portable foam fire extinguisher, which comply with the provisions of the fire safety systems code, provided that at least two such units are available in the ship for use in such ro-ro space. New class B, C and D ships and existing class B ships 6. Ventilation system 1. Special category spaces shall be provided an effective power ventilation system providing at least 10 air exchanges per hour. The ventilation system is completely separate from other ventilation systems and running all the time while in these spaces is in the vehicle. The number of air exchanges increases until at least 20 times per hour, while loading and unloading vehicles. Ventilation ducts, which apply to special category spaces which can effectively conclude a chapter, separately for each such space. The system can operate outside those premises. 2. the ventilation shall be such as to prevent air stratification and the formation of the air hole. 3. On the navigating bridge shall be indicators that warn of the required ventilating capacity loss or reduction. 4. Provides the ability to quickly and efficiently turn to enter into the ventilation system in case of fire, taking into account the weather and sea conditions. 5. Ventilation ducts, including dampers, are made of steel and their arrangement approved by the recognised organisation. For new class B, C and D ships, constructed on 1 January 2003 or later, the horizontal zones or machinery spaces the ventilation ducts is installed A-60 class steel ducts are installed in accordance with regulation II-2/B/9.2.3.1.1 and 9.2.3.1.2 II-2/B/rule. 2. additional provisions applicable only to special category spaces above the bulkhead deck new class B, C and D ships 1.1. Scuppers in view of the serious loss of stability which could arise due to large quantities of water accumulating on the deck or decks at fixed pressure water-spraying system, scuppers shall be fitted so that the water can quickly drain directly overboard. New class B, C and D and existing class B RO-RO passenger ship 1.2 release 1.2.1. While the ship is at sea, the safety valve drain fitted with efficient means of closing operable from a position above the bulkhead deck in accordance with the International Convention on load lines in force make the rules there. 1.2.2. All actions referred to in point 1.2.1 valves recorded in the logbook. New class B, C and D ships 2. security measures to prevent ignition of flammable vapours. 1. On any deck or platform, if any, to transporting vehicles and on which explosive vapours can build up, except platforms with openings of sufficient size at which gasoline gas can leak down equipment that can prove to be a possible source of ignition of flammable vapours and, in particular, electrical equipment and wiring shall be at least 450 mm above the deck or platform. Electrical equipment installed more than 450 mm above the deck or platform is enclosed and protected to prevent the escape of sparks. If the safe operation of electrical equipment and installations must be less than 450 mm above the deck or the platform, the electrical equipment and installation can be provided that they are certified and approved for use in explosive petrol and air mixtures. 2. If the electrical equipment and installation of exhaust ventilation is installed in the pipeline, these rigs are approved for use in explosive petrol and air mixtures and the outlet opening of the pipeline in a safe place, having regard to other possible sources of ignition. 3. additional provisions applicable only to special category spaces below the bulkhead deck. New class B, C and D ships 1. Bilge pumping and drainage in view of the serious loss of stability which could arise due to large quantities of water accumulating on the deck or decks at fixed pressure water-spraying system, which may require the bilge and drainage installation in addition to II-1/C/3. For new class B, C and D ships, constructed on 1 January 2003 or later, the drain system of sufficient capacity to conduct at least 125% of the water pressure system pumps and the required number of fire hose nozzle water delivered jointly. Drainage system valves are operated outside of the protected area system of fire control devices in the vicinity. .1 bilge wells capacity should be sufficient, and they shall be provided to the ship's port side hull; the distance between them in each watertight compartment shall not exceed 40 metres. 2. security measures to prevent ignition of flammable vapours. 1. Electrical equipment and wiring, if fitted, are suitable for use in explosive petrol and air mixtures. Are not allowed in other equipment which may constitute a source of ignition of flammable vapours. 2. If the electrical equipment and installation of exhaust ventilation is installed in the pipeline, these rigs are approved for use in explosive petrol and air mixtures and the outlet opening of the pipeline in a safe place, having regard to other possible sources of ignition. 4. permanent openings class B, C and D ships, CONSTRUCTED on 1 January 2003 or LATER Permanent openings on the special category space at the ends of the side plating, or ceilings are arranged to fire in a special category space does not endanger the survival craft anchorages and boarding places, accommodation, service spaces and control points in the superstructure and deckhouses above the special category spaces. 15. Fire Monitoring, fire detection, alarms and public address systems (R 40) new class B, C and D ships 1. manually operated call points shall be provided that complies with the requirements of regulation II-2/A/9. 2. Any vessel at any time while you are at sea or in port (except when a ship is not in service), there must be a crew or equipment which ensures that the crew member responsible shall immediately receive all the original fire alarm signals. 3. to assemble the crew shall be provided with a special alarm, operated from the navigating bridge or fire control item. This alarm can be part of the ship's general alarm system, but it can play regardless of the alarm in the passenger space. 4. Accommodation spaces, service spaces, control stations and open decks are available in the system or other effective means of communication. In new class B, C and D ships, constructed on 1 January 2003 or later, this speaker system complies with the provisions of regulation III/6.5. 5 new class B, C and D ships and existing class B ships in ships carrying more than 36 passengers, maintains an effective fire monitoring service, so you can immediately uncover the outbreak of fire. Each Member of the fire protection supervision departments are trained and familiar with the arrangements of the ship as well as all the equipment location and use, it would have to be used. Each fire monitoring service member is a two-way portable radio telephone. New class B, C and D ships 6. Ships carrying more than 36 passengers, has detektorsignalizācij them the systems required by regulation 13.2, and it is concentrated in a continuously manned central control station. In addition, the same place remote closing of the fire doors and shutting down the ventilation fans, shall devices. In a continuously manned central control station crew is possible again to start the fan. The control panel in the central control station shall indicate whether the fire doors are open or closed, or detectors, alarms and fans are turned off. The control panel provides you with a constant supply of energy, and it automatically switches to stand-by power supply in case of loss of normal energy shortages. Control panel receives electricity from the main source of electrical power and the emergency source of electrical power, as defined in II-1/D/3 unless appropriate provisions do not preclude other solutions. 7. control panel works on the principle of fail safe, for example, sounds an alarm if the detector circuit is interrupted. 16 existing class B ships carrying more than 36 passengers, upgrading (R 41-1) in addition to the requirements, existing class B ships in this chapter II-2 bleed, existing class B ships carrying more than 36 passengers, is subject to the following requirements. 1. not later than 1 October 2000:1. all accommodation spaces and service spaces, stairway enclosures and corridors shall be equipped with approved type smoke detectors and alarm system, and comply with the requirements of regulation II-2/A/9. Such system need not be fitted in private bathrooms, and spaces having little or no fire risk such as voids, such as empty and similar spaces. Detector that reacts to heat instead of smoke galleys shall be provided. 2. Smoke detectors connected to the fire detection and fire alarm system, installed above the ceiling, stairs and corridors, where the ceiling construction is flammable. 3.1. the hinged fire doors in stairway enclosures, main vertical zone bulkheads and galley boundaries which are normally kept open shall be self-closing and door, and they can be opened from a central control station and from a position at the door. 3.2. In a continuously manned central control station installed in the dashboard to indicate whether the fire doors in stairway enclosures, main vertical zone bulkheads and galley boundaries are closed. 3.3. Exhaust pipes the galley that can build up fat and which pass through accommodation spaces or spaces containing combustible materials, the horizon is as the A class division. Each galley exhaust duct shall be fitted with: 1. grease trap readily removable for cleaning unless an alternative grease removal of installed system; 2. fire damper located in the bottom of the pipeline; 3. exhaust fan stop device, which is powered from the galley; 4. fixed device for pipeline, fire extinction and 5. installed at suitable locations for inspection and cleansing hatches. 3.4. installing a stairway inside the permission only toilets, lifts, lockers of non-combustible materials providing storage for safety equipment and open information counters. Other locations in stairway enclosures: 1. must be emptied, permanently closed and must be cut off from electricity; 2. be separated from the stairway enclosures to the "A" class divisions in accordance with regulation 5. A direct exit from such spaces to stairway enclosures can provide A ' class doors in accordance with rule 5, if the premises are equipped with a sprinkler system. But from the cabins do not have direct access to stairway enclosures 3.5. Direct access to stairway enclosures must not contain spaces, which are not public spaces, corridors, toilets, special category spaces, other stairways required by regulation 6.1.5. as, open deck spaces and spaces covered by paragraph 3.4.2. 3.6. you can keep the existing machinery spaces of category (10) described in regulation II-2/B/4, as well as the provision of information services processing offices that go directly to the stairway, provided that they are protected by smoke detectors and that the processing of the information service offices furniture fire risk is limited. 3.7. in addition to the emergency lighting required by II-1/D/3 and III/5.3, the means of escape including stairways and exits shall be marked by lighting the door or fotoluminiscējoš line of lighting, which placed not more than 0.3 metres above the deck at all points of the escape route including the corners and intersections. The mark must be such as to be able to find all the evacuation routes and easy to find means of escape. If using electric light, it is necessary for the emergency source of power and it shall be so arranged that, in one of the lamps or lighting phase cut-off score label does not lose its meaning. Additionally, all escape route signs and fire equipment location markings shall be made in photoluminescent material or marked with lights. KD shall ensure that such lighting or fotoluminiscējoš the rigs have been evaluated, tested and applied in accordance with IMO resolution 752 (18) or ISO standard 15370-2001 guidelines. 3.8. installing a general emergency alarm system. The alarm is heard in all the accommodation and normal crew working spaces and open decks, and its sound pressure level corresponds to the alarm and the indicator for the standards of the code, adopted by the IMO in resolution 686 (17). 3.9. the accommodation, public and service spaces, control stations and open decks are available in the system or other effective means of communication. 3.10. for in stairway enclosures shall be limited to seating furniture. They must be fastened, the number does not exceed six chairs on each deck in each stairway enclosure, the fire risk is limited and does not restrict the passenger escape route. KD may allow additional placement of chairs in the main reception area within a stairway enclosure if it is fixed, non-combustible and does not restrict the passenger escape route. Furniture should not be placed passenger and crew corridors forming escape routes in the cabin area. In addition to the above may allow the installation of the lockers of non-combustible materials, which keep the safety equipment provided for in the rules. 2. not later than 1 October 2003:1. All stairs in accommodation and service spaces shall be of steel frame construction except where KD allow the use of other equivalent material, and shall be integrated in stairway enclosures formed of "A" class divisions, and closing all openings, but the mechanism: 1. not to be delimited by a staircase connecting only two decks, provided that the integrity of the Board provides adequate bulkheads or doors in one room. If the ladder is secured in the space between decks, stairway enclosures shall be protected in accordance with the rules given in deck 5 tables; 2. uncover ladder can be a public space, provided that they are fully present in these public areas. 2. the machinery spaces shall be provided with fixed fire-extinguishing system, which shall comply with regulation II-2/A/6 rule. 3. Ventilation ducts fitted main vertical zone divisions, be equipped with a fail-safe automatic closing fire damper which is possible to be operated by hand from one or the other side of the bulkhead. In addition, fail-safe automatic closing fire damper which shall be operable by hand from the inside, to all ventilation ducts serving intended premises and service spaces and stairway enclosures where they pierce the pipeline. Ventilation ducts fitted in the main fire zone Division, but not for space for both sides of the wall, or are installed but are not intended for stairway enclosures shall not be required to be fitted with dampers provided that the pipelines are retracted and isolated, in accordance with the A-60 standards and they are open to a stairway or on the side of the mine to which they are intended. 4. the special category space II-2/B/14. 5. all fire doors in stairway enclosures, main vertical zone bulkheads and galley boundaries which are normally kept open can be opened from a central control station and from a position at the door. 6. This rule 1.3.7 of requirements also apply to living spaces. 3. not later than 1 October 2005 or 15 years after the date of construction of the ship, whichever occurs later: 1. Residential and service spaces, stairway enclosures and corridors shall be fitted with an automatic sprinkler, fire detection and fire alarm system, corresponding to the II-2/A/8, the requirements or provisions of the IMO guidelines for an approved equivalent sprinkler system as given in IMO resolution 800 (19). 17. Special requirements for ships carrying dangerous goods (R 41) new class B, C and D ships, CONSTRUCTED before 1 January 2003 and existing class B ships in passenger ships carrying dangerous goods, as appropriate, apply the SOLAS regulations II-2/54. New class B, C and D ships, constructed on 1 January 2003 or LATER in passenger ships carrying dangerous goods, as appropriate, apply to the 1 January 2003 in the revised SOLAS chapter II-2, part 19 G. requirements for rules 18. Special requirements for helicopter take-off and landing devices in new class B, C and D ships, constructed on 1 January 2003 or LATER ships that is the helicopter take-off and landing area, 1 January 2003 at the revised SOLAS chapter II-2, part of the 18 G. rule requirements.
Chapter III life-1. definitions (R 3) new and existing class B, C and D ships in this chapter, unless expressly provided otherwise, the amended SOLAS 1974/III of the definitions given in regulation 3. 2. Communication, survival craft, rescue boats, personal life-saving appliances (R 6 + 7 + 18 + 21 + 22) new and existing class B, C and D ships, each ship has at least carry the life-saving appliances, radar transponders, personal life-saving appliances, survival craft and rescue boats, distress flares, līnmetēj, specified in the table below and the relevant notes, taking into account the vessel's class. All above appliances, including their launching, as appropriate, comply with the amended SOLAS 1974 chapter III of the annex to the requirements of the following paragraphs, unless otherwise provided. In addition, every ship must be wet and heat protection for lifeboats and rescue boats to the existing people, to the extent required by the amended SOLAS 1974 chapter III of the annex. Vessels without the lifeboat or rescue boat, saving at least one immersion suit. However, if the ship is mostly located in warm climates, where, after the opinion of the heat protective KD is not required, this protective clothing on board do not have to be.

Ship class: (B) (C) (D) the number of people (N) > 250 250 250