Provisions of the Ministry of transport no. 12 in Riga 2004. April 30, rules on passenger safety and standards rules published in the newspaper "Gazette", no. 22 09.02.2005. Annex 1 of the Ministry of transport of 30 April 2004, regulations No 12 safety requirements for new and existing passenger ships engaged on domestic voyages of chapter I. General provisions rule 1. The provisions of this annex shall apply to new and existing passenger ships of classes A, B, C and d: engaged on domestic voyages.
2. the rule. New class B, C and D ships of less than 24 metres, shall comply with this annex II-1/B/2 to II-1/B/8 and II-1/B/10 rule requirements.
3. Rule. If the provisions of this annex do not apply to new ships the length of which is less than 24metr, you ensure an equivalent level of security.
4. Rule. Existing class C and D ships do not have to comply with this annex II-1 and II-2 chapters.
5. Rule. If the IMO resolution is required in this annex for existing ships, the application of this resolution shall 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.
6. Rule. "Significant" repairs, alterations and modifications, such as the following: 6.1 any change that substantially alters the dimensions of a ship, example: renewal of the vessel, adding new midbody;
6.2. any change that substantially alters the maximum number of passengers on board, for example: vehicle deck converted to passenger space;
6.3. all changes as a result of the significantly longer service life of the vessel, such as: passenger space izremontēšan across the Board.
7. Rule. The letter "(R)" following a number of the provisions of this annex shall apply to the headlines, the provisions of the SOLAS Convention, on the basis of which is prepared by the provisions of this annex.
Chapter II-1. Design — distribution and persistence, and A part of ENGINE power. General Provisions Rule 1. Definitions relating to part B (R 2) new class B, C and D ships and existing class B ships:. 1.1. Distribution compartments load line is the waterline used in determining the allocation of the ship compartments.
2. Distribution in the upper 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 Board 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 height.
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 uppermost deck up to which the 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.
Watertight integrity of 12 design means that the design not from one, not the other parties passed through the water, caused by water pressure does not ship the damaged or faulty condition.
13. The durability against atmospheric exposure 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. the rule. 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 control system is the equipment by which orders are transmitted from the navigating bridge to the steering gear power units. Steering control system includes a transmitter, receivers, hydraulic kontrolsūkņ and with the connected motors, motor controllers, piping and cables.
2. Main mechanisms are the 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 power units shall be: 1. electric steering in the case of an electric motor and its associated electrical equipment; 2. electrohydraulic steering gear in the case of an electric motor and its associated electrical equipment and connected pump;. 3. General hydraulic steering, engine and connected pump.
3. in addition to the steering equipment means equipment necessary for steering the vessel, if breaks down the main steering equipment in which do not fit into any of the major part of the steering equipment, nor does it include the wheel electronics, and other items intended for the same purpose.
4. Normal operation and extinguished in vojamīb conditions are the circumstances under which the ship as a whole, the machinery, services, means of propulsion, steering, safe navigation options, and ensuring fire safety nogremdējamīb products, 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. emergency 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. The ship without power is when a lack of energy is not running the main engines, boilers and auxiliary power units.
8. the main power plant is the space which contains the main source of electrical power.
9. 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. the combustion mechanism or used for purposes other than the main driving device, if this mechanism of total capacity of not less than 375 kW; or. 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.
(B) part. Intact Stability, SUBDIVISION And The Emergency Rule 1 Of SUSTAINABILITY. 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 ship stability, 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, taking into account the free 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 shall not be less than: (i) 0.055 metre radian once at an angle of heel up to 30 °;
(ii) 0.09 metre radian once 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 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. the rule. The 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 vessel shall be 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. Rule. The flooding of the floodable length (R 4) new class B, C and D ships and existing class B ships: .1 the floodable length at a particular Stage. the 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 point of flooding can be defined 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 considerably lower than the deck connected to partitions is permitted to a limited extent reduce the partition part of the watertight integrity above the margin line and immediately under the higher deck.
4. Rule. 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 of flooding multiplied by the appropriate factor called the allocation factor.
5. Rule. Permeability (R 5) new class B, C and D ships and existing class B ships: 3. the rules laid down in these assumptions relate to the permeability of the spaces below the margin line.
In determining the floodable length, flooding the room chosen average permeability below the margin line, is specified in the rule table 8.3.
6. Rule. 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;
-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. Rule. 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 vessel water tight bulkheads given to a higher deck than in the rest of the ship, and if you wish to use such a bulkhead extension length calculation of flooding, for each such portion of the ship can be used separate margin line, provided that the ship's sides 1 extended 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 both bins 2 next 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 its flooding or twice the permissible length whichever is the less.
3. 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 water-tight compartment has partitions and KD or recognised organisation assumes 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 two compartments, separated by the length of the bulkhead shall not exceed 90% of the floodable length or flooding 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 the bulkhead flat distribution, providing additional "step"; 3 compartment above which extends "step", does not exceed 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. Rule. Sustainability 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 flooding in 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.
2.1.1. point 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 to install 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: 29 April. the resilience required 2.3 after emergency and equalization where provided, shall be determined as follows:

2.3.1. the remaining Positive. the righting lever curve minimum length to the heel of the axis is 15 ° above the balance angle. This tilting axis may be reduced to not more than 10 ° if the area under the righting lever curve set out are indicated in paragraph 2.3.3., multiplied by the ratio 15/length along the axis in degrees, which is expressed in degrees.
2.3.2. Area under the righting lever curve has at least 0.015 metrradiān, measured from the angle of equilibrium to the lesser of the following: 1. angle 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 two adjacent compartments at the same time in case of flooding.
2.3.3. Remaining righting is to be found within the limits 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: heeling moment GZ (meters) = – – – – – – – – – – – – – – – – – – – – + 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. heeling moment due to passengers scramble to one side of the ship: 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. people who do not find 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. 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 is 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. When a large 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, and 2.3.2 and 2.3.1. paragraph pozetīv of the persistence length on heeling axis and area should be measured to that angle.
.2.5. If 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 the Flooding. the maximum righting lever shall be at least 0.05 metres and length of positive righting on the axis of the heel 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 premises for Living room 60 95 engine rooms 85 for Liquids or 95 * 0 * depending on which requirements are more stringent.
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 vertical: 3 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., would cause the 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). 6.2 b) if otherwise provided for in paragraph 1, 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 more 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, may require such studies and measures deemed 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 paragraph 7 data, allowing 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. May not impose requirements for facilitating the 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 in exceptional cases, provided that the ship's size, structure and other characteristics, which can practically and reasonably be adopted in certain operating conditions, the best resistance in case of emergency.
8-1. the rule. 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 the simplified method, which is 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. the rule. 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: Notwithstanding the rules II-1/B/8 and II-1/B/8-1:1. new ro-ro passenger ships certified to carry 400 persons or more, apply the rules II-1/B/8.2.3, assuming that the damage is affected by the length of the ship (L); and 2. existing ro-ro passenger ships that may transport people and 400 more, point 1 shall apply not later than the first scheduled trial date after a. 2.1., 2.2.2.3. in compliance with the prescribed days – depending on which of the days would come last.
A/Amax: 2.1. Eligibility: less than 85% of the days in the 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 1.2.2 the transported passengers allowed: 1500 or more 2002 October 1, 1000 or more but less than 1500 2006 October 1, 600 or more, but less than 1000 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. Provision. 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 afterward, other than RO-RO passenger ships.
Notwithstanding rule 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 and paragraph 2.3.2.6, assuming that the damage is affected by the length of the ship (L) rule 9. Peak and machinery space bulkheads (R 10) new class B, C and D ships and existing class B ships:. 1. the 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 bow perpendicular, point 1 measured distances set out in either: 1. the projection, or the distance of 1.5% 2 of 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 3 provided the extension need not be fitted directly above the bulkhead below, provided that all parts of the extension are not raised behind. or 1.2 in front.
However in existing class B ships: .1 where a sloping loading ramp. includes 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 the 1.2; and 2. where 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 point 2. within the limits laid down in the , you can fit a limited projection distance behind the back of the ship as determined. or 1.2. 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 and the ramp is installed so that it cannot be damaged if ramp breaks down or removed.
5. Ramp that does not meet the above requirements is not considered a collision bulkhead in the projection.
6. Existing class B ships and 3. point 4 shall apply not later than the first sister to the scheduled trial date of entry into force of these regulations.
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. Rule. Double (R 12) new class B, C and D and existing class B ships, and NEW ships constructed 1 January 2003 or LATER and 24 metres in length and over.
1. New class B, C and D and existing class B ships, and new ships constructed on 1 January 2003 or later and are 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. 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 over, has a double bottom is amidships and the forepeak and afterpeak reaches to the bulkhead or as close as possible to them.
2. If you need a double 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 cumin bevel. 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 the angle to the base of the 25 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 the UK should not be drawn under paragraph 2 in the horizontal plane. Oh, as for external bottom, however, is allowed in the shaft rear end of the tunnel. You can set a different installation of the UK (e.g. lubricating oil under main engines), if such systems provide protection equivalent to that afforded under this rule is provided for the fire.
4. you do not need a double small watertight compartments used exclusively for the carriage of liquids, provided the ship's bottom or side damage, for this reason, do not reduce the safety of the vessel.
5. Notwithstanding the provisions of 10. paragraph 1 shall not be fitted with a double may be permitted on 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. Rule. Subdivision load line detection, marking and recording of (R 13) new class B, C and D ships and existing class B ships: .1 the necessary distribution. to store, 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, under various operating conditions.
2. Set and marked in 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. 1.
3. 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. the rule. The watertight bulkhead construction and initial testing, etc. (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.
the forepeak, double 4 (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 4.5, and a tool to verify the distribution of elements of the design of water-tightness, 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. the rule. The 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 transverse watertight bulkheads dividing a cargo space from an adjacent cargo space, except as provided for in paragraph 10.1., and rule 14.
3.2. Except. 3.3 in cases provided for in 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 tubes are 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. Existing class B ships and new class B, C and D ships of less than 24 metres: 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 over:

Vessels having a total number for watertight doors is not more than two and these doors are situated in the machinery space or in the bulkheads bounding the machinery space, 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 sliding door impervious operated power-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 requests. 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 5.1 paragraph 5.5., 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. vertical or horizontal motion;. 2. subject to paragraph 11, usually not more than 1.2 metres in width. 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 doors must 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 the opening is completely necessary; it is equipped with 3 devices needed to open the door using electric power, hydraulic power, or any other form of energy; 4 are 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. 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 vessel was upright position;. equipment with 5. management system the door opening and closing mechanical from both sides of the door, as well as the motor of the door closed from the central operating console at the navigating bridge;. equipment with 6 is a sound that differs from the others in the area heard the signals and sound every time When the door is closed remotely by power and which, before the closing of the door opening and the door is completely closed after playing for 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. May require that the passenger rooms and rooms with loud background noise sound complement with a flashing light signal at the door; and there are 7 with roughly equal 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 power required for 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 have: 1. a 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; or 2. 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. independent or 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 in paragraph 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 systems. handle shall be arranged 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 above:. 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. Electrical components. boxes, which definitely must be located below the bulkhead deck, sufficiently protected from contact with water.
7.7. Electricity management., 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 energy. disturbance 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. Central switchboard 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 shall only be used 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 9.2 and 9.3... The water-tight doors maximum 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. the individual. 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. 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 you believe 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. This door closes. 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 doors, KD or recognised organisation in particular the number of doors and the 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. Is allowed 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. for 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. the rule. 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 to go truck parking and accommodation and entrance to the height of not less than 4 metres, the provisions of 13. paragraph 10 of the rules relating to 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. the rule. 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.
Hull plating III.2.1 of the means for closing any opening in the system and efficiency meets the intended purpose and the position in which it is fitted.
2.2. subject. The International Convention on load mark, no side scuttles shall not be installed 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, depending on what the 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 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 International Convention on load lines mark requirements and the exception provided for in paragraph 5 where 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. International Convention on load lines mark 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, close, kingsten 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 number of lavatories and washbasins direct entrance 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 valve 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.
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. the rule. Passenger vessel water permeability 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 greater. 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 make the rules.
4 sidescuttles, 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. the rule. 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 berth:. 1. cargo loading doors in the shell or enclosed superstructure walls; 2 bow visors fitted. 1.1. places listed in point;. 3. cargo loading doors in the collision bulkhead;

4 weathertight ramps that provide alternative. 1.1. to. 1.3 (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 1.1 and 1.4. requirements, are allowed a certain door open after the selection of 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 1 door referred to in paragraph closing and 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 taken place. the door referred to in paragraph 1, and the last closing time, when specific doors have been opened, in accordance with paragraph 2.
17-1 rule. 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. and 1.2. subject to the provisions of paragraph 1.3., the entrances all spaces 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. Can. 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 situation. This approach 1.4 approaches mentioned. 1.2., 1.3 and 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.., paragraph approach to closing and opening, 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 entries in the logbook. 1.2. and 1.3. approach referred to in paragraph last closing times.
1.7. Instead of respected. to 1.1. the provisions of paragraph 1.6., 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 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:. 2.1. All accesses to the 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.
All these approaches 2.2. 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. 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 vessel.
17-2 rule. 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. Provision. 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 be authorised during the voyage to open some of the approaches in these bulkheads, but only as long as necessary to get through to them, and, where necessary, the essential purpose of the vessel.
18. Rule. 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 receives the information needed to master can quickly and easily get precise information about the stability in different conditions of use.
2. If rebuilding results in significant changes in the information submitted to the captain about 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. you can not make a separate stability checks provided that basic data on persistence are available by the same other stability tests, and from these base data can get reliable information on sustainability in respect of vessels exempt from persistence.
19. Rule. Emergency control plans (R 23) new class B, C and D ships and existing class B ships: The ships are responsible for the information of the standing officers are posted in the plan where each 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. Rule. Integrity of the hull and superstructure, damage prevention and control (R 23-2)

This provision applies to all ro-ro passenger ships, except for existing ships paragraph 2 shall apply not later than the first scheduled trial date after article 14 of the directive referred to in paragraph 1.
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 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. The appropriate place on the ship kept in documented work 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 rule. 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. the rule. Entries in 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. the rule. Lifting platforms and ramps for cars 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 approved measures. The construction, the relevant rules of recognised organisations.
24. the rule. Railings 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.
(C) part. 1. The Provisions Of The MECHANISM. 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. Provide 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. Provides the engine and propeller of an emergency suspension of the relevant sites located outside 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, and lubricating oil settling tank 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 class C and D ships, at least 4 hours at the engine maximum constant output voltage and the normal operating mode of the generator in the sea.
2. the rule. Internal combustion engines (R 27) new class B, C and D ships and existing class B ships:

1. To protect against explosion inside the combustion engine, the cylinder diameter is 200 mm, or a crankcase volume of 0.6 m3 and above shall be provided 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. Rule. .1 bilge-pumping device (R 21) new class B, C and D ships and existing class B ships: .1 1.1. effective .1 bilge pumping system of establishing the practical conditions of use 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 Wells constructed power bilge pumps if fitted with the necessary connections to the bilge pumping system of Wells constructed.
1.3. All the pumping Wells constructed. 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 pumping Wells constructed. 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 with a .1 bilge bilge and ballast piping system, random flooding with sea water, if containing cargo, nor have the cushion to hold .1 bilge pump, if they contain water ballast.
1.5. All. distribution boxes and manually operated valves associated with the .1 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. Where 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, to ensure that: 1. the number of scuppers, 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, which works 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; 4 deck scuppers are fitted to prevent choking gas leak If the enclosed cargo space is 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: .1 bilge pumping 2.1. a system that 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 Wells constructed 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 the bilge wells constructed more pumps to deploy these partitions.
2.3. with the exception of the additional. pumps, which can be provided only for peak compartments, 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 bilge wells constructed on 11 May to pump water through the required main bilge pipe of Wells constructed at a rate of not less than 2 m/sec. Independent power bilge pumps, Wells constructed premises located in the machinery spaces, 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 of not less than .1 bilge pumping mains the required of diameter.
2.5. Additional. 2.4. point requested direct bilge suction or .1 bilge piping, 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 cargo space. the .1 bilge suction system up to the connection to the pumps shall be independent of other piping systems.
2.8. Bilge. .1 bilge pumping and the motorways of the pipe diameter "d" is calculated according to the following formula. However, the actual internal diameter may be rounded off to the nearest standard,: .1 bilge bilge bilge of the line: d = 25 + 1.68 ö L (B + D)

.1 bilge bilge bilge of the tubes that connect the manifolds and the suction piping: d = 25 + 2.15 √ L1 (B + D) where: "d" is .1 bilge pumping line of 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 bilge pumping Wells constructed a tube, 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. With the Wells constructed. bilge pumping system related distribution boxes, cocks and valves shall be so arranged that, in the event of flooding, one of the bilge .1 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, bilge pumping Wells constructed of pipe necessary to control valves are operable from a position above the bulkhead deck. If in addition to the main bilge pumping system of Wells constructed is also installed an emergency system of pumping Wells constructed, 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. Rule. .1 bilge bilge pump number and type (R 21) new class B, C and D ships and existing class B ships: 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. Rule. Features 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 handling characteristics and distances, 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. Rule. Steering equipment (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 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 in the same circumstances, the corner, turned 35 ° on either side, can be cut to 30 ° on the other side in not more than 28 seconds; 2.3. powered by mechanical drive, if it needs to comply with the requirements of paragraphs 2.2.2., as well as in all cases where, pursuant to paragraph 2.2.1. requirements necessary for 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 start; it 2 can turn a corner cut 15 ° on 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, depending on that speed more;. 3. powered by mechanical drive, if needed. 3.2 the 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: 1. to restart automatically when power is restored the energy shortages after a power disruption; and the 2 can be operated from the navigating bridge. If the electrical power supply to any of the Steering 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 unit has two identical power units or more, the auxiliary steering gear need not be fitted, provided that: 1. with the main steering system can run the corner according to the requirements of point 2.2., while not running any of the actuators;

2. the main steering equipment is installed so that the damage this one 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 control system provides: 1. main steering equipment on the navigating bridge and in the Steering area; 2 If the main steering gear is arranged in accordance with paragraph 4, by 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 the steering gear compartment and, if power operated, it shall be operable from the navigating bridge, and also it is not related to the main steering control system.
7. All the main steering and steering 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 supply steering equipment in the electrical circuit, from the point of distribution in the cupboard next to the point from which the supply of electric power steering, electric circuit;. 2. steering compartment from the steering gear it is possible to disconnect this equipment the 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; and 5. protection against short circuits provide only the steering control system power supply chains.
8. Electrical circuits and steering 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. steering equipment be read.
11. The hydraulic steering system 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 the motor drive. The storage tank with the pipe system is permanently connected to the hydraulic systems can be readily recharged from steering compartment, and it is equipped with a measuring apparatus for the determination of the amount of content.
12. the steering equipment 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. Rule. 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 in a suitable main machinery control room installed electric and electro-hydraulic steering 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 be provided for 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 equipment in accordance with 6.3.3 shall require power operated, 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 may not apply the requirements of paragraph 3, if it satisfies the protection system, as well as the steering the other applicable 6.4.1 and 6.4.2. paragraph.
8. Rule. 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. Rule. Communication between the navigating bridge and machinery space (R 37)

New class B, C and D ships and existing class B ships: the transfer of Orders 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. Rule. 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, where appropriate, on the navigating bridge.
11. Rule. Emergency equipment location (R 39) new class B, C and D ships and existing class B ships: the collision is not set up in front of the emergency source of electrical power, fire pumps, bilge pumps, telpusateč except those specifically intended for rooms before the collision, 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 rule. The mechanism of the control devices (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. 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;. 2. each independent propeller out with control, kon struēt 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 keeps the screws, they 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 case;. 5. 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 the remote control 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 spoiling; .8 8 shall be indicators that show: 1 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 machinery space alarm shall be provided to indicate low starting air pressure which must be adjusted in such a way 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: 5. vessels apply. 1 to 4 of the 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. where paragraph 2, first and second row is deleted, the words "and is supposed to work in the engine room crew members".
3. The first sentence of paragraph 2.2. shall be replaced by the following: "2. each independent propeller driven by a single control device, and all related transactions are performed automatically, including, where necessary, means of preventing overload of the propulsion".
4. The point 2.4 is replaced by the following: "4. machinery 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. replaced. 2.8., 2.8.1 and 2.8.2...: ".8 8, 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. the rule. 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 rule. 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. the rule. Acoustical protection (R 36) (2) new class B, C and D ships: take measures 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 rule. Elevator in new class A, B, C and D ships: .1 passenger and goods lifts. in relation to the size, location, number of passengers and/or quantity of goods, comply with the following provisions in each individual case or for each type of installation in question.
2. Approve the structure drawing and maintenance instructions, including provisions governing periodical checks and check and approve the installation before the start of the operation.
3. After approval by the KD or recognized organization issuing the licence, which shall be kept on board.
4. Regular checks of the KD or recognized organization may authorize the authorized expert.
(D) part. Wiring Rule 1. General (R 40) new class B, C and D ships and existing class B ships:. 1. Wiring is 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. safety important elektropakalp you provide various emergency conditions; and 3 protect passengers, crew and ship from electrical hazards caused.
2. the rule. 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. Energy shortages a 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. Main electric. lighting system is installed so that a fire or other accident to rooms that are the main source of electrical power, associated with the cue in the transformatoriekārt, if any, the main switchboard and the main lighting switchboard, will not damage the provision requested 3 emergency lighting system.
emergency electric 2.3. 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 spoil this provision required the main electric lighting system.
3. 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. Rule. 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 1:1. you can usually run:-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 the vessel: (a) the ship's emergency bilge 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) 1. all communications equipment, 2. the general alarm system, fire detection system, 3, and 4. all signals which may be required in an emergency, if they are powered by electricity from the ship's main generating sets;
(e) the ship's sprinkler pump, if any and if it is electrically operated; and (f) the ship's daylight signalling lamp, if it is running the ship's main source of electrical power;. 3. can run for half an hour, the power-operated watertight doors together with the associated control, indication and alarm circuits.
6. the requested in paragraph 2 of 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) this provision. 2. (b) the lighting required in part 1;
(b) the rules II-1/B/13, 7.2., 7.3 points and requested a 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) the rules II-1/B/13.7.2 the required control, indication and alarm circuits.
7. Class B, C and D ships, constructed on 1 January 2003 or later: If recovery 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. Rule. Emergency additional 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. You can 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; and all the crew 2 rooms, rest rooms and work spaces, which are often people, fitted with a portable and rechargeable battery operated lamp, if one is not installed. in paragraph 1, the proposed additional emergency lighting.
5. Rule. 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. or supplied at a voltage not exceeding 250 V by safety isolating transformers supplying only one patērētājierīc; or. 3. designed in accordance with ISO double high inflation.
2. all electrical equipment constructed and fitted so as not to cause injury when handled or touched in the normal manner.
3. In a manner appropriate to protect the switchboard in the side, the back and the front of the case. That the front of switchboards shall not open the spriegumaktīv part that grounded voltage exceeds the specified in paragraph 1.1. voltage. 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 shall be earthed braided is.
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 at the date of entry into force of these rules or at a later date to confirm, in the light of 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 of 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.
These sections 8.2 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.
(E) part. Additional requirements for the engine periodically leave Special consideration (R 54) new class B, C and D ships and existing class B ships: KD or recognised organisation specifically assess all new class B, C and D ships, to decide whether the machinery spaces may be periodically leave without supervision, and if so, whether the requirements are necessary to complement this requirement to achieve the security that is equivalent to the normal monitoring of the safety of machinery.
1. the rule. 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 are intended for regular checks and tests, to ensure the uninterrupted and safe operation.
3. all vessels are documentary evidence of their suitability to operate with periodically unattended machinery spaces of.
2. the rule. Security measures on fire (R 47) new class B, C and D ships: 1. Provide the opportunity to discover fire and rough at the start of a fire alarm: 1. boiler air supply casings and exhaust devices; 2. engine and blowdown camera unless in a particular 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. Rule. 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 wells constructed pumps can be operated automatically, set the device to show that fluid intake exceeds capacity of pump Wells constructed or that the pump is working more often 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 satečusūkņ, 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. Rule. 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 necessary, means 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. 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 propeller speed and direction of rotation in the case of fixed pitch propellers; or 2 the speed and pitch position in the case of controllable pitch propellers;. 7. Determines the automatic sequential unsuccessful launch attempts, which 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. Rule. 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. Rule. Alarm system (R 51) new class B, C and D ships and existing class B ships:

1. Installed alarm system that warns of failure that needs to be addressed, and which 1 can give a sound signal, 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 consider it equivalent;. 3. actuated audio and light alarm on the navigating bridge for all situations when the officer in charge of action required or attention; 4 it installed as far as possible, based on fail-safe principle 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. Alarm system provides constant energy supply, and it will automatically switch to stand-by power supply in case of loss of normal power supply.
2.2. About alarm system. conventional energy supply gap warns the 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. 1. If one of the above items are accepted by 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. Rule. Safety systems (R 52) new class B, C and D ships and existing class B ships: .1 the security 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. Rule. Special requirements for machinery spaces and boiler and electrical installations (R 35) new class B, C and D ships and existing class B ships: .1 the main source of electricity meets 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, further actions; 2. If electricity supplies often multiple generators running in parallel, to ensure, for example, by 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 ensuring the ship's recovery, management, and security of the ship;. 2. If backup mechanism are required for other auxiliary machinery essential to propulsion, automatic switching of installed devices.
9. Rule. Automatic control and alarm system (R 53.4) new class B, C and D ships and existing class B ships:. 1. management 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 fighting (A). General Provisions Rule 1. Basic principles (R 2) new class B, C and D ships and existing class B ships:. 1. This chapter describes the fire safety objectives are: 1. to prevent fire and explosion;. 2. to reduce fire hazard the life;. 3. reduce fire-related ship, freight, and the risk of damage to the environment. 4. restrict, control and suppress fire and explosion in the compartment of origin; 5. provide appropriate and and easily accessible passenger and crew evacuation.
2. in order to achieve 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 is fire resistant and resistant against mechanical damage; 2. residential space from all parts of the vessel with the rest of the enclosure that is fireproof and resistant to mechanical damage; 3 the use of combustible materials in limited quantities; the discovery of fire, 4 zone that origin;. 5. restriction of fire and clear the room of origin;. 6. means of escape and fire-fighting equipment-fire approach;. equipment fire-7 easy availability;. 8. flammable cargo vapour ignition capabilities of reducing to a minimum.
3. Fire goals set out in the above paragraph 1 reach, ensuring compliance with the requirements laid down in this chapter or by alternative systems that meet the SOLAS Convention, chapter II-2 (F), which applies to ships constructed in January 2003 or later. Considers that the ship complies with paragraph 2 referred to functional requirements and referred to in paragraph 1 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. the design of the vessel or the system as a whole and have been revised and approved according to SOLAS chapter II-2 (F), which applies to ships constructed in January 2003 or later; or 3 Board and system design part (part) is reviewed and approved (s) in accordance with the abovementioned SOLAS Convention, chapter II-2 (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 in so far as it considers it 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: 1. all materials used in these vessels must comply with the requirements with regard to material applicable to new class B ships; and all repairs, 2 changes, transformation and decoration associated with the above, and includes the replacement of material of 50 tonnes and more, with the exception of regulation II-2/B/16, laid down in rules comply with the requirements applicable to new class B ships.
2. the rule. Definitions (R 3) new class B, C and D ships and existing class B ships:. 1. flammable material is a material which neither Burns nor flammable vapours in sufficient quantity, so when heated to approximately 750 ° C, this being determined by self, doing 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. Flammability standard test 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. Time-temperature standard 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. Class b, C and D ships, constructed on 1 January 2003 or later: flammability standard test testing furnace of the relevant bulkheads or decks samples to temperatures corresponding approximately to the standard temperature curve. Test methods comply with the flammability test methods.
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 fixed;. 3. they shall be so constructed as to prevent the passage of smoke and flame breakouts to one-hour Flash exposure; 4. 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 A-30 60 minutes 30 minutes A-class 15 class 15 minutes A-0 class 0 minutes. 5. KD or recognised organisation require a prototype bulkhead or deck 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 the text "flash point 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. them 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. KD or recognized organization performs a test of the 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)" shall be replaced by "flash point test procedures code".
5. "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.
8A. Class B, C and D ships, constructed on 1 January 2003 or later: 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. Main 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 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 TRANS portlīdzekļ, which is the 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, that is: 1. internal combustion machinery used for main propulsion; 2. the combustion mechanism or used for purposes other than main propulsion where such machinery total power of not less than 375 kW; or all 3 heating oil boiler or oil fuel unit.
19.2. The engine room is 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 checkpoint. is the checkpoint, which is concentrated in the following control and indicator functions: 1 fixed fire detection and fire alarm;. 2. automatic sprinkler, fire detection and fire alarm;. 3. fire doors indicator panels;. 4. fire doors closures;. 5. watertight door indicator panels;. 6. watertight door closures;. 7. fan;. 8. General/fire alarms;. 9. communication systems including telephones; and 1.) speaker system microphone.
21.2. The permanent supervision. the existing 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, and you can use this 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 have qualities of 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 the text "flash point test procedures code"; all 4 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;. 5. all exposed surfaces of bulkheads, linings and ceilings have low flame spread of ability; 6. all and upholstered furniture that 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) is replaced by the text" flash point 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. Flash point test procedures code is the international code for application of fire test methods, adopted by the IMO Maritime Safety Committee resolution MSC 61 with (67), which made amendments to the IMO.
25. 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 article VIII of the SOLAS Convention provisions concerning amendment procedures applicable to the annex other than chapter I thereof.
26. 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. Prescriptive requirements mean the design characteristics, limited size or fire safety systems specified in this chapter.
3. Rule. 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 do 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. the capacity of the fire pumps: 1. fire pumps required for fire-fighting purposes at specified in paragraph 4.2 the pressure can 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 jet, this provision required. 5.
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. Sanitary, ballast, bilge or general service pumps may be accepted as fire pumps, provided that they are not normally used for pumping oil and that if they sometimes use 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 the guard stands only one Yes crew member, of the fire main system now supplies water to the applied pressure from the navigating bridge or fire control station, if any, with the remote control when you run 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. spiedienvārst of each fire pump shall be fitted with a one-way valve.
4. The fire of the motorways of the diameter and pressure.
1. Fire mains and 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 by. 8 the nozzles supplied water and sufficient number of taps to ensure the paragraph 4.1 of 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. the number of hydrants and disposition.
1. the number of hydrants and placement shall be such that at least two jets of water from different 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 when is closed, 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 their length is sufficient to transmit the water jet 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 5 referred to in paragraph hydrants is one hose. Fire hoses length on deck and the superstructure does not exceed 20 metres and 15 metres in machinery spaces and on smaller ships respectively to 15 and 10 meters.
8. Nozzle.

1.1. This chapter. 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 do not have to use the nozzles that exceed 12 mm. 3. the machinery spaces and spaces in the nozzle size shall be such that the two jets at paragraph 4 of the pressure can get 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:. 9. Fire pumps, fire mains, hydrants, hoses, nozzles and easily available water supply.
1. Need 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. in paragraph 9.1 required 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. Sanitary, 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 watch Yes just one crew member standing in the fire main system now supplies water to the applied pressure from the navigating bridge or fire control station, if any, with the remote control when you run 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. Rule. 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. Provide for the possibility of outside protected areas to 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. 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. Fire in the 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 system 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. KD or recognised organisation approved expert, rigs the supplier at least once a year check the quantity of fire-extinguishing medium.
19. Regular checks carried out 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. Machinery spaces the quantity of carbon dioxide carried shall be sufficient to free the minimum volume of 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 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 35% 2 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. 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. Shall be provided with 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 spaces in which the CO2 batteries are located will be properly arranged as regards their access, ventilation and communication equipment. Security measures are made necessary in relation to the 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 spaces in which the CO2 batteries are located will be properly arranged as regards their access, ventilation and communication equipment. Security measures are made necessary in relation to the 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 on the bark contains the 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 on 1 January 2003 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 does not exceed 1000 to 1. 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, power transmission, 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: 5. Fixed high-expansion foam fire-extinguishing systems 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 I-1 the provisions of part D of chapter installed an emergency generator, the generator must work automatically if the stops to the main energy shortages., paragraph 5 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. Rule. 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: 5. Portable fire-fighting around the town 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 set out in paragraph 13.
New class B, C and D 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;. 2 in fire extinguishers, suitable for use in high-voltage facilities, located at the power Panel or SubPanel, where power is 20 kW or more; 3. galley fire-fighting appliances are placed so that no point of the space is more than 10 metres walking distance from an extinguisher;. 4 in a fire extinguisher near the lockers rooms color containing readily flammable products;. 5. at least one fire around the town placed on the navigating bridge and in each control station.
14. fire-fighting around the town of portable, for use in accommodation or service spaces, are the same.
15. Regular fire extinguisher inspection: KD or recognised organisation ensure portable fire extinguisher regular inspections, checks and pressure test.
6. Rule. 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 over: 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 June 1996, MSC/Circ. 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 day; 3 water pressure system, in compliance with the provisions of paragraph 5 of 4 of the relevant requirements, taking into consideration the date of construction of the ship;. 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 in length and existing class B ships: .6 4 one of the 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. portable fire extinguishers 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 and existing class B ships:. 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 on 1 January 2003 or LATER and are 24 metres in length and above:. 8. 8.1. the 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, developed on the basis of the IMO base stādn (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.
8.2 with the local use of fixed fire protection systems, such as the following, without turning off the engine without evacuating the crew and not sealing rooms: 1. vessel's main engines used to generate electricity and the internal combustion machinery or carry flammable parts;. 2. boiler front; 3. waste incineration furnace fire and heated 4 heating oil purifiers.
8.3. after the local use. the system starts 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 and existing class B ships, ALL of which may carry MORE THAN 400 passengers: 9. Fixed fire-extinguishing systems the use of the premises shall be in accordance with the provisions of paragraph 8 of this. not later than 1 October 2005.

7. Rule. Special 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. light-Luke is from steel 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 skip a smoke;. 3. power-operated door is closed or the door opening mechanism actuating, not watertight doors with mechanical drives; 4 fan stop; and 5. suction pump and suction fan, a liquid fuel, 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. paragraph 6 is not, however, necessary to apply oil-water separator.
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. Rule. 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 detection and fire alarm system of the ability at any time to start work immediately and do not need 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.
Sprinkler in the 3 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 permanently freshwater quantity corresponding to the amount of water that the 12th paragraph 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. The glass shall be measured, from which you can read the proper 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 point 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, KD or recognized organization 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 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. Sea water 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 and 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, additional 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 the sprinkler section of each 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 mentioned in paragraph 2 the led 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:. 22. Use approved 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, KD or recognized organization may specify the appropriate area in the sizing of pumps and alternative components of supply capacity.
9. Rule. 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 accessible to responsible members of the crew 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. 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 a 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 where the Board does not reduce the fire, 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 or recognized organization 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 regularly tested 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 the circuit (such as power transmission, short circuit, Earth breaking) stops the entire 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.
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 in order to protect the premises, other than the aforementioned. 2.2 the premises referred to in paragraph, each such room shall be provided with at least one detector complying with paragraph 1.11. a.
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 smoke 4.5 5.5 74 11 37 9 KD or recognised organisation 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 danger, except when it is necessary for fire detection or fire alarm in such spaces or installation connected to the appropriate power source.
3. requirements for construction.
1. systems and equipment 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 point 2.2 are. certified 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 within sensitivity recognised, 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 operating temperature within recognised, 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: 4.1 an 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, you must comply with the provisions of security guards for 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. Rule. Solutions to 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 use.
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. the liquid fuel can be authorized, 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 provides the measurement of the temperature of the fuel fuel pump suctions; 3.3. liquid-fuel filter on the intake and exhaust sides stop valve shall be provided and/or valves and possible 3.4 use the 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: 1.1. As far as possible, parts of the oil fuel system containing heated oil under pressure exceeding 0.18 N/m2, do not install the cover in the place where it is not possible to immediately detect faults and leakage. Machinery spaces containing the oil fuel system parts, provide adequate lighting.
1.2. 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. Measuring pipe does not end 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 pipe measurement is impractical, the pipe can be measured expiry, provided that the following requirements have been met.
In addition to the 1.1. is mounted in the fuel level meter that meets the requirements of paragraph 2.6.2. below.;. 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. measuring pipes 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. the quantity of liquid fuel liquid fuel tanks can allow to check with 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. The resources proposed for the bottom paragraph 2.6.2.. maintain proper order, ensuring a 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. When the fuel and flammable liquid pumped through accommodation and service spaces, a flammable liquid fuel and liquid pipes must be made of approved material, having regard to the fire risk.
16. the 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 for lubricating oil.
Solutions for 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 the flow of the lubrication system, provided that it 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. may be authorised in machinery spaces measuring tubes; 2.6.1.1 application. and 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 tanks except the tank 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.
Solutions 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... rules of procedure and, in respect of strength and construction. — paragraph 2.8 and 2.7.
5. .5 periodically unattended.

In addition to 1. the requirements of paragraph 4, 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 in 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. Rule. Firefighter's outfit (R 17) and accessories for new class B, C and D ships and existing class B ships:. 1. Firefighter's outfits and accessories are as follows: 1. The individual equipment.: 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 water-resistant;. 2. shoes and gloves of rubber or other electrically non-conducting material;. 3. solid helmet that effectively protects from shock; 4 the type of approved electric safety lamp (hand lantern) with a minimum burn time is three hours;. 5. Fireman's axe.
1.2. type Approved. breathing apparatus, consisting of 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 free air, except: (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 likely to make a full-pressure air cylinders with unpolluted air, each fully loaded up spare SCBA cylinder spare storage capacity must be at least 1200 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. For 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. the rule. (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 the "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 it does not reduce the fire resistance of 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, having made a fire inspection and fire protection which corresponds to the value in the shelter and used type of fire protection pipelines; or

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 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, rivetting, 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. carbon dioxide system, which provides a minimum of free gas volume is equal to 40% of the gross volume of the protected space;. ugunsšaušan 1.2 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; 1.4. system or providing equivalent protection.
In any case, the system control must be outside the designated place.
2. Flammable liquid lockers shall be protected by an appropriate fire extinguishing system.
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, additional security measures appropriate to the specific 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 standards in accordance with Publication ISO 15371:2000 on fire-extinguishing systems in deep of the galley deep-fat fryer fire protection equipment; 2. the main and backup thermostat with an alarm to notify you of either thermostat;. 3. failure to automatically enter into power starting to use the fire-extinguishing system;. 4. 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, the measures shall be taken 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 resistant ISO high inflation of 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 of veidāgāz, 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. the rule. Fire control plans (R 20) new class B, C and D ships and existing class B ships:

1. the officers of the competence on 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 installation, the fire extinguishers, access to different compartments, decks, etc., as well as the ventilation system, including information on the fan control items , their fan muffler 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 a. 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. the rule. Readiness for operation and maintenance of the new class B, C and D ships and existing class B ships: 1. General requirements.
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. owner or representative declares that the ship is not in service. 3. no passengers on board.
The following fire protection systems shall be kept in good condition to ensure their appropriate use in the event of a fire.
1.1. operational Readiness.: 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. Maintenance, testing., and checks.
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 or a recognized organization.
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 dzēsīb, including hoses and nozzles;. 2. fixed fire detection and fire alarm;. 3. fixed fire-extinguishing systems and other fire-extinguishing appliances;. 4. automatic sprinkler, fire detection and fire alarm;. 5. ventilation systems including fire and noise suppressors , 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-fighting around the town, including a spare refill; 11 firefighter's outfits and accessories.
Maintenance program can be computerized.
2. Additional requirements.
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. the rule. Instructions, on-board training and drills for NEW and existing class B, C and D ships:. 1. Instructions, duties and organisation.
1. Crew members shall receive instructions on fire safety on board.
2. Crew members shall receive instructions on their responsibilities.
3. Designate the person responsible for fire-fighting. The person's ability to perform his duties at any time while the ship is in service.
2. Training on board ships and musters.
1. The crew 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. The 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 ship's fire-extinguishing systems and equipment on board the training plan and carried out in accordance with SOLAS III/19.4.1 rule.
5. Fire drill carried out and recorded in accordance with SOLAS III/III/19.3.4, 19.5 and III/30 rule.
3. The training manual.
The 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; 2. General instructions for firefighting operations and fire procedures, including notification of a fire and use of manually operated call points;

3. the alarm key; 4. fire-fighting system and the operation of the installation and use of fire doors;. 5. operation and use 6. fire and smoke damper operation and use; and rescue 7 systems and equipment.
4. Fire safety plans.
The fire safety plan must be consistent with II-2/A-13.
16. the rule. Action for new class B, C and D ships and existing class B ships:. 1. The ship should 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.
(B) part. 1. Fire Regulations. Structure (R 23) new class B, C and D ships and existing class B ships:. 1. Hull, body 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 integrity of the tables and ISO standards of high inflation. 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) the 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: 1. after one hour the lifeboat and life-raft stowage, and class divisions A and B support temperature increase does not exceed 2.1. of the limits laid down in paragraph 2, and after one hour of "B" class divisions the necessary supports for temperature increase does not exceed. in paragraph 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 rule. The ship's 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 zones 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. bulkheads That extend from deck to deck and to the shell or other boundaries.
4. If 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 of the reaction to high inflation and the integrity of ISO values, which apply to new ships carrying more than 36 passengers -5.2, respectively, in the table concerning new ships carrying less than 36 passengers and existing class B ships carrying more than 36 passengers.
5.1. 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. Rule. Bulkhead main vertical zone (R 25) new class B, C and D ships carrying more than 36 passengers:

the new 1.1. 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. If vessels protected by an automatic sprinkler system that complies with regulation II-2/A/8, the corridor "B" class materials may terminate at a bulkhead-ceiling of the corridor, 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. Rule. 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 mandatory of bulkheads and decks in fire resistance 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.
table 4.2 shall apply to decks not forming steps in "main vertical zones and horizontal zones without prejudice.
2. For 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 categories 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;
-spaces containing the ship's radio;
-fire, fire kontrolposten and fire recording points;
-engine control room, when located outside the propulsion machinery space;
-spaces containing centralized 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:-survival craft attachment area;
-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 space (the space outside superstructures and decks booths).
(6) the living space with a small fire:-cabins containing furniture and furnishings of restricted fire risk;
-offices 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 restricted fire risk;
-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;
-Dietetic 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 or 4m2 takes less);
-safety deposit box;
-working space.
(8) accommodation spaces of greater fire risk by:

-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;
-swimming pools indoors;
-isolated pantries containing no cooking appliances in accommodation spaces;
-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 ship's structure;
-empty the 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 closed trunks such as pipe 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 holds, trunkways and hatchways;
-refrigeration Chambers;
-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 storage of combustible substances permitted;
-liquid fuel filling dots;
-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 combustion mechanisms or other oil burning, heating or pumping units;
-the main galley and annexes;
-shaft that leads to the spaces listed above.
(13) the warehouses, workshops, pantries, etc.:-main pantries not galley bulkheads;
-main laundry;
-large drying rooms (which takes more than 4 m2 of deck);
-various storage;
-mail and baggage rooms;
-waste sites;
-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 cabinets;
-storage, which are 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. table 4.1 shows the isolation values apply deck superstructures and deckhouses and 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.
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. Approving the construction of fire protection information, 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 zones and horizontal zones (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 space with a 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) warehouse , 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)-ladders-0-0-0 A 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-60 A-30 A-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 in which flammable liquids are stored in 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 If it is not considered 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. Rule. 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. 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;
-spaces containing the ship's radio;
-fire, fire kontrolposten and fire recording points;
-engine control room, when located outside the propulsion machinery space;
-spaces containing centralized 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: spaces, defined in regulation II-2/A/rules, except in the 2.19.1 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, which is not fire dangerous. Open spaces (the space outside the top of the building and board the cabins).
(11) special category spaces:-space defined in regulation II-2/A/2.18 provision.
3. in determining the applicable fire integrity standard of a separation between 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.
determining the fire resistance of 4 standard applicable to the delimitation between 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. external walls, which, in accordance with rule 1.1. shall 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, the walls that do not require A class integrity, doors may be made of approved material.
The ships, built in 2003 on 1 January or later, if through the deck, except in a category (10 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 rules of 2.1.2.5.2 table specified symbol "*" shall be read as "A-0", except for (8) and (10) categories.
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-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-30 A-0 A-0 6 rule. Means of escape (R 28) new class B, C and D ships and existing class B ships:. 1. Stairs, passages, and the 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. In particular, must respect the following rules: 1. Below the bulkhead deck each waterproof compartment or similarly enclosed the 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 pass routes, 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 UP to 1 January 2003:5. at least one of... 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 stairs shall be not less than 900 mm, if the Member State considers it reasonable and possible, but it may 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. 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. 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 constructed in 2003 on January 1 and LATER: 5a. At least one of... 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. The exit 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. Such lighting or the evaporant rigs should be evaluated, tested and must be used in accordance with the IMO resolution 752 (18) guidelines.
However, for new class B, C and D ships, constructed on 1 January 2003 or later when the lighting or the evaporant rigs should be evaluated, 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. In ships carrying more than 36 passengers the requirements of point 1.7 shall also apply to the crew's living quarters.
9. normally locked doors that 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 in accordance with the requirements of this regulation 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, they open the door 2.2. latch on door exposed a force not exceeding 67 N; and they are not 2.3. equipped with a key lock, bolts, or other appliances that do not allow you to open the latch, if exposed to it by 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, noting that getting to the embarkation deck shall be at least as safe as expected., 1.1., 1.2.1.5 and 1.6 in..
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, or 2. the 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, shall not be authorized by 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, can allow one means of escape shall be provided 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: 1. The ship's 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 apparatus.
4.5.2 and 5.3, however. not apply the provisions of subparagraph 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).
This receiver 7 number and location is specified in regulation II-2/A/13 requesting fire plan.
6-1 rule. 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. apply 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 scheduled trial date, which follows the rule II-2/B/16 referred to in paragraph 1.
1.2. All along the corridors. 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 door. 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 requirements APPLICABLE. 2.1. The bulkheads and other 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. from open decks, referred to in paragraph 2.2., to the point 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 applicable requirement.
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. Rule. 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 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 closed at gai full. 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. the Divvērtņ. doors equipped with a 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 on 1 January 2003 or later: 4. instead, the following example 4a. : 4a. Fire doors in 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 beginning of the movement If the vessel 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. Abrīvošan switches are "on-off" function to prevent automatic resetting of the system; 4 are prohibited State aizturierīc which cannot be to central control station release;. 5. doors that are 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. 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 safe use of the other doors;. 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; the door 11. 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;. divvērtņ. 12 doors equipped with a latch necessary to their fire integrity shall this door, is a latch that is automatically activated by the movement of the door if they are released by the control system;. 13. door providing direct exit to special category spaces which are power operated and which close automatically need not be equipped with alarms and remote opening mechanism that requires 3 and 10; 14 local elements of the management system is available for maintenance and adjusting; and 15. power-operated doors shall be equipped with an approved type of management system that can be used in the event of fire, and it is 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. power supply to the other door, which is not affected by the fire, is intact, and 15.3. If the 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 on 1 January 2003 or later: 5. instead, the following example 5a. point: 5a. 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.
Requirements for the vessel outer edge ' 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 opening.
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 not exceeding 0, 05m2. 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. To reduce noise, 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 slot must always go out to the Hall and can 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, may permit the use of flammable materials in the cabin, separating individual internal sanitary knots, such as showers.
8. Rule. The staircase and the elevator fire in accommodation and service spaces (R 29) new class B, C and D ships:

1. All steps shall be of steel frame construction and its workings, are enclosed by "A" class divisions, all openings and closing mechanisms, except: 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. ladders may be fitted to the open public space, provided that they are fully present in these public areas.
New class B, C and D ships and existing class B ships:. 2. stairway enclosures directly From getting into 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. Rule. Ventilation systems (R 32). 1. Ships carrying more than 36 passengers.
New class B, C and D ships:. 1. in addition to paragraph 1, this provision. the ventilation system must also comply with this provision. 2.2. to. 2.6., 2.8 and 2.9.. points.
New class B, C and D ships and existing class B ships:. 2. Fans, in General, be so arranged as to 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 the bottom of the vertical wires are made of 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; 2. pipelines used only for ventilation system Terminal and pipeline 3 is at least 600 mm 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: 1. instead of paragraph, the following paragraph 1a: 1a. the 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. stationary device reset to fire in the pipeline; 4 remote control device on the conclusion of the air discharge 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 and cleaning 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, the length of which does not normally exceed 2 m and a cross section not exceeding 0, 02m2, however, need not be non-combustible, subject to the following conditions: 1. the wires shall be of a material which, in accordance with the opinion of the flag State, has a low fire risk;. 2. you can use only the ventilation installations eventually;

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: 1. instead of paragraph, the following paragraph 1a: 1a. These wires are made of a material which has low flame spread characteristics.
2a. 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 pipes 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.
2b. 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 – preferably to 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 prescribed in paragraph 1.1. pipelines: is 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. pipelines support and strengthen appropriate way; 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.; 2.2. pipelines and insulated 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. crossings and places keep the engine room, kambīž, car deck space, ro-ro cargo space or special category space, the integrity of the containment wall;
2.1. where do 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.;. 2.2. pipelines and insulated 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. If 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 and device reset to fire 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 space, 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 into the ISO high inflation. 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 on 1 January 2003 or later: in accordance with the IMO fire test procedures code tests the following: 1. the locking bolts with fire resistant, including the operation of the installations; and A class 2 divisions pipelines ratings. Where steel sleeves are directly joined to ventilation ducts using rivets, screwed flanges or welding, the test need not be performed.
10. Rule. Windows and sidescuttles (R 33) new class B, C and D ships and existing class B ships: .1 all Windows and bulkhead 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. 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 or 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. 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. Rule. 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 on 1 January 2003 or later: 2. instead, the following example 2a. : 2a. 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 the 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 the 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. You can allow additional placing 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 on 1 January 2003 or later: 7. instead of following (7a). :. 7a. 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 on 1 January 2003 or later: 8. place the following points 8a. : 8a. The primary 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 procedure code.
12. the rule. 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. the rule. 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. vessel not carrying 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 large risk for example, blank spaces, sanitary spaces, etc., you can 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. with 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), 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 of the rules or 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 and similar sites are not equipped 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. the rule. 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, since special category spaces will not perhaps usual vertical split zones – this area of 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. Design fire protection.
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.
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. a 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.
You can use 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 system's response time.
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.
New class B, C and D ships, CONSTRUCTED before 1 January 2003 and existing class B ships:. 5a. 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 provision, 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: 5b. Portable fire extinguishers placed in each deck level — in all compartments, carrying vehicles – and the distance between them is no 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, shall be located in a place approved and is made of steel.
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. Drains.
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 ships:. 1.2 release.
1.2.1 the ship is at sea, While drain safety valve fitted with efficient means of closing operable from a position above the bulkhead deck in accordance with the International Convention on load lines make the rules there.
1.2.2. All actions. 1.2.1 bottom valves referred to in points 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 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, bilge pumping and drainage can be requested in addition to the installation 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 waterproof 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. the rule. 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: 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 energy shortages, 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. the rule. 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. 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. the galley exhaust pipes, which 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. stationary device reset to pipeline, fire and 5. installed at suitable locations and cleaning hatches.
3.4. Stairway inside. permit installation of 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; or 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..
You can save 3.6. 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. Such lighting or fotoluminiscējoš the rigs should be 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 code standards adopted by 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 intended 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. You can allow additional placing 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 stairways in accommodation and service spaces shall be of steel frame construction except where is allowed the use of other equivalent material, and shall be integrated in stairway enclosures formed of "A" class divisions, all openings and closing mechanisms, but should not be 1: 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. ladders may be fitted to the open public space, provided that they are fully present in these public areas.
2. the machinery spaces shall be provided a fixed fire-extinguishing system complying with the 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 ducts-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 provision. the requirements of point 1.3.7. also applies 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. the rule. Special requirements for ships carrying dangerous goods (R 41) (1) new class B, C and D ships, CONSTRUCTED before 1 January 2003 and existing class B ships: 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: passenger ships carrying dangerous goods, as appropriate, apply to the 1 January 2003 in the SOLAS Convention, as amended by chapter II-2, part 19 G. requirements for rules.
18. Rule. Special requirements for helicopter take-off and landing devices in new class B, C and D ships, constructed on 1 January 2003 or later: vessels, helicopter take-off and landing area, the 1 January 2003 in the amended SOLAS chapter II-2, part of the 18 G. rule requirements.
Chapter III. 1. Means Of Rescue. Definitions (R 3) new and existing class B, C and D ships: in this chapter, unless expressly provided otherwise, the SOLAS regulation III/3 provides definitions.
2. the rule. Communication, survival craft, rescue boats, personal life-saving appliances (R 6 + 7 + 18 + 21 + 22) new and existing class B, C and D ships: every ship shall carry at least 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 annex to the SOLAS Convention, chapter III, if one the following paragraphs provide otherwise.
In addition, every ship must be wet and thermal protection for the lifeboat and rescue boat people, in so far as this is required by the SOLAS Convention, 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 KD or recognised organisations findings heat protective equipment 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 > > ≤ 250 250 250 > lifeboats and rafts (1), (2), (3), (4)-vessels 1.10 N N N N 1.10 1.10 1.10 1.10 N N-1.10 new ships 1.25 N N N N 1.25 1.25 1.25 1.25 N 1.25 N rescue boat (4), (5) 1 1 1 1 1 1 lifebuoys (6) 8 8 8 4 8 4 life jackets (8) (9) in 1.05, N N N N in 1.05 1.05 1.05 1.05 N N child 1.05 lifejackets 0.10 0.10 0.10 0.10 N N N N N N 0.10 0.10 distress flares (7) — — 1 1 1 1 12 12 12 12 6 6 Līnmetēj of radar transponders two-way VHF radiotelephone 1 1 1 1 1 1 portable equipment (1) 3 3 3 3 3 2 rescue boats and rafts can be either lifeboats corresponding to the rescue code 4.5 or 4.6 or 4.7, or life-raft, corresponding to the rescue section 4.1 of the code requirements and rescue code 4.2 or 4.3. In addition, life-raft on ro-ro passenger ships shall comply with the III/5-1.2. rule requirements.

On the basis that the flights carried out in coastal waters and/or service areas favourable climatic conditions, the following may be accepted, if the host country does not oppose: (a) open canopied the liferaft, which do not meet the rescue or the code of conduct 4.2 4.3, provided that such life-rafts entirely comply with the high speed craft code requirements in annex 10;
(b) life-rafts not complying with the rescue of the code and paragraph 4.2.2.2.2 4.2.2.2.1. requirements regarding liferaft floor aukstumizolācij.
Existing class B, C and D ships of the survival craft shall apply the relevant provisions of the SOLAS Convention for existing ships.
Marine evacuation system or systems that meet the rescue code 6.2, you can replace it with an equivalent capacity of liferafts and launching devices, as required in the table.
(2) the lifeboats and rafts are evenly as possible to deploy along both side of the ship.
(3) a rescue boat and raft the total number is in accordance with the percentage indicated in the table above, and survival craft and additional life-raft shall be the total capacity of 110% of the total number of persons (N) that the ship is certified to carry. On board must be sufficient survival craft, ensure that a single lifeboat or raft in the event of the loss or damage to the remaining lifeboats and rafts can accommodate the total number of all people, can be carried by the vessel.
(4) the lifeboat or rescue boat number and must be sufficient to ensure that, when all the people which the ship is certified to carry, leaving the ship, one of the lifeboat or rescue boat should not spend more than nine rafts.
(5) have their own rescue boat launching appliances, with which it is possible to let down the boat and again picking up.
If the rescue boat complies with the code of life-4.5 or 4.6 requirements, it can be included in the table above, the designated rescue boat and the capacity of the survival craft.
At least one of the rescue boats on a ro-ro passenger ships is a fast rescue boat, corresponding to the III/5-1.3 the requirements of the rules.
If you believe that a rescue boat on board is physically impossible, it may not be on board the rescue boat, provided that the vessel meets the following requirements: (a) the means by which to pull out of the water people helpless;
(b) the helpless people ripping from water can be observed from the navigating bridge; and (c) the ship is probably good enough to manverē to save people the worst foreseeable conditions.
(6) at least one of the lifebuoys shall be fitted at each side of the floating rescue strap length which corresponds at least to double the height, measured from the strap above the waterline when the vessel is empty, or 30 metres, whichever is greater.
Two lifebuoys shall be equipped with an automatic smoke alarm devices and automatic lighting; You can quickly release from the navigating bridge. The rest of the lifebuoys shall be fitted with bulbs under re-igniting rescue point 2.1.2 of the code provisions.
(7) the distress flares that match the rescue section 3.1 of the code requirements, shall affix on the navigating bridge or at the steering position.
(8) rescue jackets on ro-ro passenger ships II/5-1.5. rules requirements.
(9) Inflatable life vest provides anyone who needs to do work on the ship's public areas. These inflatable life jackets can be included in the total number of life jacket, which is determined by these rules.
3. Rule. Emergency alarm, operating instructions, training manual, muster lists and emergency instructions (R 6 + 8 + 9 + 19 + 20) new and existing class B, C and D ships: every ship shall: 1. General emergency alarm system (R 6.4.2).
It must match the lifeboat code requirements of paragraph 7.2.1.1. and it is suitable for the mustering of passengers and crew at assembly stations, as well as to start Assembly operations on the list.
For all ships carrying more than 36 passengers, emergency alarm system shall be supplemented with the speaker system, you can use from the bridge. System characteristics and location is such that the people with normal hearing can hear clearly through the broadcast messages to all places where persons are likely to stay when the main engine is in operation.
New class B, C and D ships, CONSTRUCTED on 1 January 2003 or later: General emergency alarm system is audible on all open decks, and emergency alarm signal tone, the minimum sound pressure levels are in accordance with the code of conduct of the rescue and 7.2.1.3. paragraph 7.2.1.2.
2. Public address system (R 6.5). 2.1. Additional II-2/B/15.4. provisions and requirements for paragraph 1, all passenger ships carrying more than 36 passengers, are equipped with a public address system. For existing ships. 2.2, 2.3 and 2.5.. the requirements of paragraphs, subject to the provisions of paragraph 2.6., shall apply not later than the first scheduled trial date that these provisions enter into force.
2.2. Public address system is the structure that allows the speakers to broadcast messages to all premises where usually the crew or passengers or crew and passengers, and to Assembly stations. It allows you to transmit messages from the navigating bridge and the other board seats. It sets up, having regard to acoustically marginal conditions, and the message recipient is nothing to be done, to listen to the message.
2.3. The public address system shall be protected against unauthorised use and be clearly audible over the ambient noise in all spaces, as provided for in paragraph 2.2, and its operation is primary importance, controlled from the navigating bridge and the other in place of the vessel, deemed necessary to broadcast all emergency notifications, if one of the speakers at some of these places are turned off, then the sound is cut off or the public address system is used for other purposes.
New class B, C and D ships, CONSTRUCTED on 1 January 2003 or later: emergency notification shows the minimum sound pressure levels comply with the rescue point code 7.2.2.2..
2.4. New class B, C and D ships: .1 the public address system. have at least two loops which shall be sufficiently separated throughout the length and have two separate and independent amplifiers; and 2. public address system and its performance standards shall be approved, taking into account the recommendations adopted by the IMO.
2.5. Public address system connected to the emergency source of electrical power.

2.6. For existing ships., which is already equipped with a public address system, and which essentially correspond to those required by 2.2.2.3. and 2.5 points, you do not need to change their system.
3. Assembly list and emergency instructions (R 8) clear instructions to be followed in case of emergency, shall be issued for each person on board, in accordance with IMO resolution a. 691 (17).
Muster list and emergency instructions complying with SOLAS regulation III/37, post visible locations on the entire Board, including on the navigating bridge, engine room and crew accommodation spaces.
Passenger cabins and displayed at muster stations and other passenger spaces located pictures and instructions in relevant languages, to inform passengers of: (i) where their Assembly station;
(ii) the essential actions they must take in an emergency;
(iii) the donning of lifejackets.
A person who in an emergency in accordance with SOLAS regulation IV/16, is designated to have primary responsibility for radio communications shall have no other duties assigned in such situations. The above sets out the muster list and emergency instructions.
4. Operating instructions (R 9) or to the survival craft and their launching devices deployed banners or references that: (i) illustrate the purpose of controls and the procedures for the operation of the plant and provide the relevant instructions or warnings;
(ii) is well visible for emergency lighting;
(iii) use symbols in accordance with IMO resolution a.760 (18).
5. The training manual.
The training manual, which comply with SOLAS regulation III/35, placed in each crew messroom and recreation room or in each crew cabin.
6. Maintenance instructions (R 20.3) instructions for on-board maintenance of life-saving appliances or a shipboard planned maintenance programme which includes the maintenance and maintenance shall be carried out with them. Instructions comply with SOLAS III/36 rule.
4. Rule. Survival craft muster and supervision (R 10) new and existing class B, C and D ships: 1. There shall be a sufficient number of trained persons on board for mustering untrained individuals and help them.
2. The ship has a sufficient number of crew members that can work with the survival craft and their launching appliances required for all people on board the abandoned vessel.
3. For the purposes of each survival craft answer one Board officer or person approved for that purpose. However, the crew member to know how to handle life-rafts, may be appointed as responsible for each and every life-raft or life-raft group. Every rescue boat and rescue boats or survival craft shall have a person who knows the engine and carrying out minor adjustments.
4. The master shall ensure, 1.2 and 3 of the persons referred to in paragraph proportionate distribution of the ship's survival craft.
5. Rule. The order in which to gather and go to your lifeboat and plosto (R 11 + 23 + 25) NEW and existing class B, C and D ships:. 1. Lifeboats and rafts, which require approved launching appliances, fitted as close as possible to the living and service spaces.
2. Assembly stations shall be provided close to the embarkation stations, they are easily accessible from the living and working space area, and there is enough space to accommodate and instructed the passengers. One person dedicated deck area is at least 0.35 m2.
3. Assembly and embarkation, the aisles, stairways and exits, of which get into the Assembly and embarkation areas are adequately lighted.
Lighting energy shortages are likely to provide the emergency source of electrical power required II-1/D/3 and II-1/D/4 rules.
In addition to marking that new class B, C and D ships is required under II-2/B 6.1.7, as well as within the framework of that marking the path to Assembly stations shall be indicated by the symbol of the Assembly stations for this purpose, in accordance with IMO resolution a.760 (18). This requirement shall also apply to existing class B ships carrying more than 36 passengers.
4 lifeboats are capable of being boarded either directly from the site where the boat is attached, or of the embarkation deck, but not from both places.
5. Davit-launched life-raft in be capable of being boarded from a position immediately adjacent to the stowed position or from a position the life-raft is transferred to prior to launching.
6. where applicable, .6 of a davit-launched survival craft against the ship's side and hold it so that people can safely.
New class B, C and D ships:. 7. If a survival craft launching device is that boarding is not possible while the boat or raft is lowered to the water, and the distance from the place of embarkation to the water is more than 4.5 metres above the waterline when the vessel was empty, be life-code approved under section 6.2 type marine evacuation system.
The ships, which are equipped with a marine evacuation system, ensures communication between the embarkation station and the rescue boat or raft platforms.
8. each side of the ship at least one embarkation ladder, complying with the rescue point 6.1.6. of the code; You can not apply this requirement to the ship, provided that at the trim and heeling the intact condition and foreseeable emergency condition, freeboard height between the embarkation station and the planned waterline shall not exceed 1.5 meters.
5-1. the rule. Requirements for ro-ro passenger ships (26).
Class b, C and D RO-RO ships constructed BEFORE 1 January 2003:1. Ro-Ro passenger ships, built before 1 January 2003, match. 6.2, 6.3, 6.4...,.,. 8 and 9) (no later than the first survey of regular day after 1 January 2006.
Before that date the ro-ro passenger ships, built before 1 January 2003, shall apply. 2., 3., 4. and 5. point.
Without prejudice to the above, where such vessels replaced the rescue equipment or equipment or if such vessels made overhaul, rebuild or major modifications, which included the existing inventories of rescue or equipment replacement or replenishment, such life-saving appliances or equipment complies with relevant. 6., 7., 8., and the requirements of paragraph 9.
2. Life-raft.

1. For Ro-Ro passenger ships serving life-rafts of marine evacuation systems complying with SOLAS regulation III/48.5, which entered into force on 17 March 1998, or launching appliances that meet the SOLAS III/30.2, which entered into force on 17 March 1998, and is evenly distributed on both sides of the ship.
Provides communication between the embarkation station and platform.
2 every life-raft on ro-ro passenger ships shall be provided with float-free stowage arrangements complying with the requirements of SOLAS regulation III/23, as in force from March 17, 1998.
Every life-raft on ro-ro passenger ships shall be provided with boarding ladder according to SOLAS III/39.4.1 or SOLAS III/40.4.1, which is effective from 17 March 1998.
4. Every life-raft on ro-ro passenger ships shall either be automatically self-righting or canopied reversible life-raft which is stable under cover in the open sea and which can be safely used regardless of the way up it is floating. Open canopied raft may be authorised, if it considers it appropriate, taking into account that the journey takes place in a protected manner, and the favourable climatic conditions of the area and the journey time, and provided that such life-rafts entirely comply with the high speed craft requirements of annex kodeksa10.
In addition to the usual liferafts on board can be alternately automatically self-righting rescue rafts or canopied rescue raft with cover with a total capacity of at least 50% of the deployed person that you do not deploy the lifeboats. This additional liferaft capacity shall be determined on the basis of the difference between the total for the number of persons on board lifeboats deployed and number of persons. Every such life-raft shall be approved, taking into account the IMO with MSC/Circ. 809 recommendations adopted.
3. Fast rescue boats.
1. at least one of the rescue boats on a ro-ro passenger ship shall be a fast rescue boat approved by the light of the IMO, with MSC/Circ. 809 recommendations adopted.
2. Each fast rescue boat shall be served by a suitable launching appliance. When approving such appliances, take into account that the fast rescue boat is intended for lowering and lifting even under severe adverse weather conditions, and also take into account the recommendations adopted by the IMO.
3. at least two each fast rescue boat team regularly train and train, taking into account the International Convention on the certification and Watchkeeping of seafarers, as well as watchkeeping (STCW Convention referred to as) "instructions on the minimum standard of knowledge required when working with fast rescue boat" A-VI/2, section A-VI/2-2 and the recommendations adopted by IMO with decision a. 771 (18) with its amendments. Training and drills shall include all of rescue, handling, maneuverability, these aspects of the use of boats in various conditions and righting them after capsize.
4. If an existing ro-ro passenger ship decor or size hinders 3.1 required in fast rescue boats, fast rescue boat may be installed in the existing lifeboat instead, which is approved as a rescue boat or boat for use in an emergency, if all of the following conditions are met: 1 the fast rescue boat shall be served by a launching appliance in line with the provisions of paragraph 3.2;.
2. replace the lost above the lifeboat capacity is compensated by installing a liferaft which may include at least the same number of people as the lifeboat replaced; and the 3 of the liferaft servicing existing equipment for lowering water or marine evacuation systems.
4. Means of rescue.
1. Each ro-ro passenger ship shall be equipped with efficient means for rapidly recovering survivors from the water and transferring survivors from rescue units or survival craft to the ship.
2. the means of transfer of survivors to the ship may be part of a marine evacuation system, or may be part of a system designed for rescue purposes.
These means shall be approved, taking into account the recommendations adopted by IMO with MSC/Circ. 810.3. If the marine evacuation system running machine is meant for transfer of survivors to the deck of the ship, it is equipped with armrests or ladders to help climbing up the slide.
5. Life jackets.
1. Without prejudice to the SOLAS III/7.2 and III/22.2 requirements, muster a sufficient number of life jackets shall be stowed in the vicinity so that passengers do not have to return to their cabins to collect their life jackets.
2. For ro-ro passenger ships, each life jacket is equipped with lighting according to SOLAS III/32.2, as in force from March 17, 1998.
Class b, C and D RO-RO ships constructed AFTER 1 January 2003:6. Liferaft.
.1.Ro-ro passenger ship rescue rafts served by marine evacuation systems complying with the rescue code, or section 6.2. installations for the launching appliance complying with the rescue point 6.1.5. the code of conduct, which are evenly distributed on both sides of the ship.
Provides communication between the embarkation station and platform.
2 every life-raft on ro-ro passenger ships shall be provided with float-free stowage arrangements complying with SOLAS III/13.4. 3. Every life-raft on ro-ro passenger ships are equipped with boarding ladder under the rescue 4.2.4.1. of the code or, where appropriate, the requirements of paragraph 4.3.4.1.
4. Every life-raft on ro-ro passenger ships shall either be automatically self-righting or canopied reversible life-raft which is stable under cover in the open sea and which can be safely used regardless of the way up it is floating. Open canopied rescue rafts may be permitted, if it considers it appropriate, taking into account that the journey takes place in a protected manner, and the favourable climatic conditions of the area and the journey time, and provided that such life-rafts entirely comply with the high speed craft code requirements in annex 10.
In addition to the usual liferafts on board can be alternately automatically self-righting rescue rafts or canopied rescue raft with cover with a total capacity of at least 50% of the deployed person that you do not deploy the lifeboats. This additional liferaft capacity shall be determined on the basis of the difference between the total for the number of persons on board lifeboats deployed and number of persons. Every such life-raft shall be approved, taking into account the IMO with MSC/Circ. 809 recommendations adopted.
7 fast rescue boats.

1. at least one of the rescue boats on a ro-ro passenger ship shall be a fast rescue boat approved by the light of the IMO, with MSC/Circ. 809pieņemto recommendations.
2. Each fast rescue boat shall be served by a suitable launching appliance. When approving such appliances, take into account that the fast rescue boat is intended for lowering and lifting even under severe adverse weather conditions, and also take into account the recommendations adopted by the IMO.
3. at least two each fast rescue boat team regularly train and train, taking into account the requirements of the STCW Convention "instructions on the minimum standard of knowledge required when working with fast rescue boat" A-VI/2, section A-VI/2-2 and the recommendations adopted by IMO with decision a. 771 (18) with its amendments. Training and drills shall include all of rescue, handling, maneuverability, these aspects of the use of boats in various conditions and righting them after capsize.
4. If an existing ro-ro passenger ship decor or size hinders 3.1 required in fast rescue boats, fast rescue boat may be installed in the existing lifeboat instead, which is approved as a rescue boat or boat for use in an emergency, if all of the following conditions are met: 1 the fast rescue boat shall be served by a launching appliance in line with the provisions of paragraph 3.2;.
2. the abovementioned substitution in the survival craft lost capacity is compensated by installing a liferaft which may include at least the same number of people as the lifeboat replaced; and the 3 of the liferaft servicing existing equipment for lowering water or marine evacuation systems.
8. Means of rescue.
1. Each ro-ro passenger ship shall be equipped with efficient means for rapidly recovering survivors from the water and transferring survivors from rescue units or survival craft to the ship.
2. the means of transfer of survivors to the ship may be part of a marine evacuation system, or may be part of a system designed for rescue purposes.
These means shall be approved, taking into account the recommendations adopted by IMO with MSC/Circ. 810.3. If the marine evacuation system running machine is meant for transfer of survivors to the deck of the ship, it is equipped with armrests or ladders to help climbing up the slide.
9. Life jackets.
1. Without prejudice to the SOLAS III/7.2 and III/22.2 requirements, muster a sufficient number of life jackets shall be stowed in the vicinity so that passengers do not have to return to their cabins to collect their life jackets.
2. For ro-ro passenger ships, each life jacket is equipped with lighting appropriate rescue 2.2.3 of the code requirements.
5-2. the rule. Helicopter landing and take-off sites (R 28) new and existing class B, C and D RO-RO ships: 1. Existing class B ships in paragraph 2 shall apply not later than the first scheduled trial date of entry into force of these regulations.
2. For ro-ro passenger ships shall be provided with a helicopter pick-up location, taking into account the recommendations adopted by the IMO in resolution 229 (VII), as amended.
3. For new class B, C and D ro-ro passenger ships of 130 metres in length and above shall be provided with a helicopter landing area, taking into account the recommendations adopted by the IMO.
5-3. Provision. Decision support system for masters (R 29) new and existing class B, C and D ships:. 1. For existing ships the requirements of this Regulation shall apply no later than the first scheduled trial date after July 1, 1999.
On all vessels 2. .2 provide decision support system for emergency cases.
3. System consists of at least the emergency plan or plans. In the emergency plan or plans shall indicate all expected emergency situations, including the following, and not only-the main groups of emergencies: 1. fires; 2. the ship's damage; contamination; 3.4. illegal activity that threatened the ship, the safety of passengers and crew;. 5. personnel accidents; and 6. cargo-related accidents;. 7. emergency assistance to other ships.
4. An operational plan of action in certain emergency procedures provide decision support to masters, how to handle an emergency.
5. The operational plan or plans have the same structure and they are easy to use. Appropriate emergency management using actual load condition calculated for stability during flight.
6. in addition to the printed emergency plan or plans may also accept a computer-based decision-support system on the navigation bridge which provides all the information contained in the emergency plan or plans, procedures, check lists, etc., and to offer it on the preferred list of activities to be carried out in foreseeable emergencies.
6. Rule. Lifeboat launching stations (R 12) new and existing class B, C and D ships: launching sites are arranged to ensure safe launching having particular regard to clearance from the propeller and steeply overhanging the hull so that survival craft can be launched down the straight side of the ship. If they are raised to the outside, they need to be in the shelter behind the collision bulkhead.
7. Rule. Lifeboat and liferaft stowage (R 13 + 24) new and existing class B, C and D ships: 1. all lifeboats and rafts strengthened: a. to lifeboats and rafts, as well as their attachment to avoid disturbing other survival craft launching;
(b) as close as possible to the water surface, if it is safe; with respect to survival craft, which lowers davit-laivceltņ end, lifeboat or raft was ready to pick up people, as far as possible, not exceeding 15 metres up to the waterline when the vessel is empty, and davit-launched a lifeboat or raft people in reception readiness is above the waterline when the vessel is loaded, a suretyship in full is not beneficial to trim up to 10 ° and 20 ° banked to one side – the new ships Accordingly, at least up to 15 ° on either side – for existing ships, or the angle at which the stick in the ship's open deck – depending on which angle is greater;
(c) in a State of continuous readiness so that two crew members can prepare it for embarkation and launching within 5 minutes;
d. as far forward of the propeller as possible; and

e. fully equipped, as required by the relevant SOLAS regulations, except regulation III/2 table 3. Note any additional life-rafts, may exclude some of the SOLAS requirements for equipment referred to in this note;. 2. Lifeboat attached to launching appliances, and on passenger ships of 80 metres in length and upwards, each lifeboat shall be stowed so that its rear at least half the length of the boat in the distance before propeller.
3 every life-raft attached: a. with the cables to the ship's survival craft;
b. with the brīvpeld system, corresponding to the rescue of the code requirements of paragraph 4.1.6., enabling the liferaft to float free and, if inflatable, inflates automatically when the ship sinks. One of the brīvpeld system can be used for two or more liferafts if the brīvpeld system enough to meet the rescue point 4.1.6 of the code;
c. mounting it to be released by hand.
4. Davit-launched life-raft shall be affixed in the vicinity of pacēlājāķ, unless you have installed the transfer feature that is not usable to trim up to 10 ° and tilting one way or another to 20 °-new ships, and up to at least 15 ° on either side – for existing ships, or if the ship moving forward, or stop the energy shortages.
5. Rescue rafts intended to lower the water overboard, strengthen it, so they can be easily transferred from one side to the other one open deck level. If this is not possible the strengthening of systems to implement, provides the additional life-rafts to the total capacity on each side of the ship is 75% of the total number of persons on board.
6. With a marine evacuation system (MES) shall: a. liferaft stowed near the THROW container;
(b). it is possible to dispense with the method of attachment, which allows it to moor and inflate at boarding platforms;
(c) be capable of release as an independent survival craft; and (d) be fitted with a gravity of PIA at boarding platforms.
8. Rule. Strengthening the rescue boat (R 14) new and existing class B, C and D ships: rescue boats stowed:. 1. standing ready for launching in no more than 5 minutes; 2. position suitable for launching and removal from the water; 3 so that neither the rescue boat nor its stowage arrangements will interfere with other survival craft operation with any other launching station;. 4. in accordance with the requirements of regulation 7. If it is also a lifeboat.
8A. A provision strengthening Marine evacuation system (R 15) new class B, C and D ships and existing class B, C and D RO-RO ships: 1. on the side of the Vessel between the embarkation station of the marine evacuation system and the waterline of the ship is not open, and provides for the protection of the system from any projections.
2. Marine evacuation systems are arranged to ensure safe launching having particular regard to clearance from the propeller and steeply overhanging the hull so that, as far as possible, the system can be launched down the straight side of the ship.
3. Each marine evacuation system strengthened so that neither the passage nor the platform nor the attachment or operation does not interfere with other rescue funds for another touchdown.
4. where appropriate, the ship so that the attached equipment marine evacuation systems are protected from storm damage.
9. Rule. Rescue and lifting arrangements (R 16) new and existing class B, C and D ships: 1. All survival craft, ensure the drop corresponding to the device life-code requirements of section 6.1, except: 1. existing class B, C and D ships: (a) the lifeboats or rafts, which are picked up from the deck, which is less than 4.5 metres above the waterline of the ship and-not exceeding 185 kg, or-which are mounted directly to the water from the shore landing sites under adverse conditions when the trim is up to 10 ° and banked to one side or the other is at least 15 °, or b. the lifeboats and rafts, which remains above the survival craft provided capacity-110% of the total number of persons on board; or rescue boats and rafts, intended for use in conjunction with a marine evacuation system (MES) and corresponding to the rescue code 6.2 requirements and is attached to direct the water from the shore landing sites under adverse conditions when the trim is up to 10 ° and banked to one side or the other is up to 20 °.
2. New class B, C and D ships: in accordance with the system of boarding the lifeboat, rescue boat and plosto, which are in effect in the environment in which the ship is going to have to work, and with trim and heel intact condition and foreseeable emergency condition, if the freeboard of the planned height between the embarkation station and waterline of the ship does not exceed 4.5 meters, you can accept a system that provides people a direct boarding rescue plosto.
2. for each lifeboat is the device by which the lifeboat is likely to lower and raise.
New class B, C and D ships, CONSTRUCTED on 1 January 2003 or later: in addition, there must be provision for lifeboat lifeboat nudge to make boats release mechanism for maintenance.
3. Landing and lifting system allows the darbinātāj to ship the device all the time to see the lifeboat or survival, but survival – during the take-off.
4. On board existing similar survival craft uses one type of release mechanism.
5. If you use the halyards, they must be sufficiently long to a lifeboat or raft hit water from a ship under adverse conditions at a trim of up to 10 ° and a side weighs, one way or another to 20 ° — new ships, and up to at least 15 ° on either side – for existing ships.
6. Survival craft training in one place does not interfere with launching quickly prepare other survival craft or rescue boat.
7. Available means to prevent the abandonment of the vessel to the rescue craft merge into water.
8. Survival craft during the preparation of the survival craft, its launching appliance, and the area of water into which they are drop-down, must be properly illuminated, receiving electricity from II-1/D/3 and II-1/D/4 rules required in the emergency source of electrical power.
10. Rule. Arrangements for the rescue boat, rescue boat of the sakāpšan landing and take-off (R 17) new and existing class B, C and D ships:

1. the system for sakāpšan and a length of landing allows rescue boat and let down into the water in the shortest possible time.
2. Rescue boat it is possible to get in, and it can be launched directly from the mounting place with the number of people who posted on the rescue boat crew on board.
3. If the rescue boat is included in the capacity of the survival craft and from embarkation boarding of lifeboats on the other, in addition to the provisions of paragraph 2 shall also be capable of being boarded a rescue of boarding places.
4. Drop the system complies with the requirements of regulation 9. All rescue boats shall be lowered, however, it is possible, if necessary, using ropes while the vessel is moving forward with a speed of up to 5 knots in calm water.
5. Rescue boat lifting in moderate sea not more than 5 minutes when its full complement of persons and equipment. If the rescue boat is included in the capacity of the survival craft, this recovery time shall be possible when loaded with its survival craft equipment and the approved rescue boat complement of at least 6 people.
6. New class B, C and D ships, constructed on 1 January 2003 or later: the rescue boat embarkation and lifting system allows you to safely and efficiently handle the stretcher. For security purposes, adverse weather conditions shall be "the hive", in order to facilitate the use of the winch.
11. Rule. Emergency instructions (R 19) new and existing class B, C and D ships: the new passengers boarded, immediately after the departure of the vessel shall inform passengers about security issues. Information includes at least III/3.3. provisions required in the instructions. The information is provided in one or more languages that passengers could understand. The notification shall be transmitted using the ship's public address system or other suitable means, so this information could hear at least the passengers during the flight has not yet been heard.
12. the rule. Readiness for operation, maintenance and inspections (R 20) new and existing class B, C and D ships: 1. before the ship leaves port and at all times throughout the trip, the rescue equipment must be in working order and ready for immediate use.
2. The maintenance and inspections are carried out in accordance with SOLAS regulation III/20.
13. the rule. Tutorial on how to abandon ship training and drills, exercises (R 19 + R 30) new and existing class B, C and D ships: 1. before the beginning of each flight crew member, entrusted with the responsibilities of the emergency must be presented with these obligations.
2. Training on how to abandon ship training and drills, drills and fire alarm drills organised once a week.
Each crew member once every month at least one training on how to abandon ship, and one fire drill exercise. Crew musters exercises take place before the ship leaves the berth on any voyage if more than 25% of the crew on this particular board the previous month not participated in training on how to abandon ship, and fire alarm exercise. When the ship put into service for the first time after major changes or when a new crew, the aforementioned musters held before sailing.
3. All training on how to abandon ship, includes the activities required by the SOLAS III/19.3.3.1. rule.
4 lifeboats and rescue boats shall be lowered in successive musters exercises in accordance with SOLAS III/19.3.3.2., 3.3.3, 3.3.6, and 3.3.7. provision.
Ships are allowed to lower the lifeboats on one side, if the mooring place for the port and the nature of work does not allow to lower the lifeboats on the relevant side. However all rescue boats landing at least once every 3 months and lands in the water at least once a year.
5. If the vessel is fitted with a marine evacuation system, musters exercises include activities required by the SOLAS III/19.3.3.8 rule.
6. All training on how to abandon ship, tested assembly stations and leaving space for emergency lighting.
7. Fire alarm training exercises in accordance with SOLAS III/19.3.4. rule.
8. Crew members trained and instructed in accordance with SOLAS regulation III/19.4. rule.
1 Arabic numbers behind "C" the subdivision load line notations may be replaced by Roman numerals or letters if it is deemed necessary for the difference from the international subdivision load line notes.
2 reference to the code on noise levels on board ships, adopted by IMO Assembly resolution 468 (XII).
The maritime Department Director a. Krastiņš maritime Department Director a. Krastiņš annex 3 traffic Ministry 30 April 2004 the Regulation No 12 passenger ships and high speed passenger safety guidelines for people with motion disabilities in applying the guidelines set out in this annex, KD or recognised organisation must comply with the IMO on 24 June 1996 the circular MSC/735 "Recommendations for the design of passenger ships and operation to suit older people and people with special needs".
1. the rule. Getting on board.
Vessels must be designed and equipped so that people with disabilities can easily and safely climb on board and off it and should ensure access between decks, either independently or with the slīpņ, forklift or lift. Directions to the following approaches to other accesses to the access points to the ship, and in other appropriate places.
2. the rule. Indications.
On board, designed to assist passengers should be accessible and easy to read for persons with disabilities (including persons with sensory disabilities), and in the most important areas.
3. Rule. Notification types.
The operator must be on board the vessel Visual and verbal means to persons with various kinds of disabilities provide notifications of delays, changes and services list on the Board.
4. Rule. The alarm signal.
Alarm system and alarm button must be designed to be accessible and visible to all patients with reduced mobility, including persons with sensory disabilities and persons with perceptual ability.
5. Rule. Additional requirements ensuring mobility inside the ship.

Handrails, corridors and passageways, doorways and doors must be adapted to the movement of people, moving a wheelchair. Trucks, TRANS portlīdzekļ deck, passenger lounges, cabins and shower facilities should be designed to be reasonable and proportionate to available to people with disabilities.
The maritime Department Director a. Krastiņš