Legalize / Nederland / Ministeriële regeling

Regeling houdende nadere regels met betrekking tot de veiligheid en certificering van in Nederland geregistreerde zeeschepen, alsmede regels met betrekking tot de veiligheid van buitenlandse schepen in Nederlandse wateren (Regeling veiligheid zeeschepen)

Type Ministeriële regeling

Publication 2025-12-18

State In force

Source BWB

artikelen 258

De in de kolommen A tot en met E genoemde hoeveelheden gelden voor schepen met een gemonsterde bemanning tot en met 15 personen. Bij een bemanningssterkte van meer dan 15 personen, worden deze hoeveelheden voor elke volgende groep van ten hoogste 15 personen steeds met honderd procent vermeerderd, met dien verstande dat daarbij de in de tabellen vermelde maximumhoeveelheden niet behoeven, en voor de receptplichtige middelen ook niet mogen, worden overschreden.

In afwijking van het tweede lid behoeven bij een bemanningssterkte 15 tot en met 24 personen de in de tabellen 1 en 2 genoemde hoeveelheden slechts met vijftig procent te worden vermeerderd. Indien de in de tabellen genoemde hoeveelheid van een middel één bedraagt, behoeft deze hoeveelheid bij een bemanningssterkte 15 tot en met 24 personen niet te worden vermeerderd.

Op de verpakking van de bestanddelen van de medische uitrusting is voor zover mogelijk, het nummer aangebracht dat is vermeld in deze bijlage. Tevens is een afschrift van de controlelijsten bevestigd in artikel 1 van deze bijlage bedoelde kisten, kasten of ruimten.

1 De bereiding en aflevering van Metronidazol zetpillen kan op praktische bezwaren stuiten. Volgens informatie van de fabrikant is het mogelijk om vaginale ovules ook rectaal te gebruiken. Ovules (Flagyl) zijn daarom een gelijkwaardig alternatief.

1 In verband met het explosiegevaar dat zuurstof onder druk kan opleveren, geschiedt de berging van de zuurstoffles(sen) op een wijze die passend is, bij voorkeur in de buitenlucht of in een geventileerde ruimte. Extra medicinale zuurstof als beschreven onder II.1.12 is toegestaan en wordt geadviseerd voor alle schepen.

De jaarlijkse inspectie van de medische uitrusting vindt plaats voorafgaand aan de onderzoeken waaraan het schip wordt onderworpen in verband met de voor dat schip benodigde certificaten. De inspectie heeft geen betrekking op de in artikel 3 bedoelde medische uitrusting voor reddingsvlotten.

De in artikel 2 bedoelde medische uitrusting wordt in daarvoor geschikte kisten of in daarvoor ingerichte kasten of ruimten bewaard.

Een Caribisch-Nederlands schip, als bedoeld in artikel 41b, eerste lid, voldoet aan de volgende eisen:

Applicable to yachts which are 24 metres and over in load line length, are in commercial use for sport or pleasure, do not carry cargo and do not carry more than 12 passengers.

This Code of Practice has been developed jointly by the United Kingdom, its relevant overseas territories and crown dependencies1Crown Dependencies (Isle of Man, Guernsey and Jersey) and the UK Overseas Territories (Anguilla, Bermuda, British Virgin Islands, Cayman Islands, Falkland Islands, Gibraltar, Montserrat, St Helena and the Turks & Caicos Islands, and international industry representatives.

(Note – where a definition is not contained within this Code, guidance should be taken from meanings given within the International Conventions)

‘Administration’ with regard to this Code means the Government of the State whose flag the ship is entitled to fly.

‘Aiming Circle’ (Touchdown/positioning marking) The aiming point for a normal landing, so designed that the pilot’s seat can be placed directly above it in any direction with assured main and tail rotor clearances.

‘Approved’ in respect to materials or equipment means approved by the Administration or approved by an Administration or organisation which is formally recognised by the Administration.

‘Authorised surveyor’ means a surveyor who by reason of professional qualifications, practical experience and expertise is authorised by the Administration to carry out the survey required for the vessel.

‘Aviation Inspection Body’ Body delegated the responsibility of inspecting helicopter landing areas by the Administration. The verification process will include inspection, certification and, where necessary, the application of appropriate operational limitations.

‘Buoyant lifeline’ means a line complying with the requirements of the IMO International Life-Saving Appliances Code.

‘Cargo’ means an item(s) of value that is carried from one place and discharged at another place and for which either a charge or no charge is made and is not for use exclusively onboard the vessel.

‘Commercial vessel’ means a vessel which is not a pleasure vessel.

‘Control stations’ are those spaces in which the ship's radio or main navigating equipment or the emergency source of power are located or where the fire recording or fire control equipment is centralised.

‘Design Waterline’ Deepest loaded draught.

‘D-Value’ The largest overall dimension of the helicopter when rotors are turning. This dimension will normally be measured from the most forward position of the main rotor tip path plane to the most rearward position of the tail rotor tip path plane (or the most rearward extension of the fuselage in the case of Fenestron or Notar tails).

‘D-Circle’ A circle, usually imaginary unless the helicopter landing area itself is circular, the diameter of which is the D-Value of the largest helicopter the landing area is intended to serve. This will not be the case for landing areas of less than 1D width. For landing areas of less than 1D width, the edges of the imaginary D circle, may extend beyond the edge of the load bearing area by up to 0.085D on either side at the mid point.

‘Efficient’ in relation to a fitting, piece of equipment or material means that all reasonable and practicable measures have been taken to ensure that it is suitable for the purpose for which it is intended to be used.

‘Embarkation ladder’ means a ladder complying with the requirements of the IMO International Life-Saving Appliances Code.

‘Emergency source of electrical power’ is a source of electrical power, intended to supply the emergency switchboard in the event of failure of the supply from the main source of electrical power.

‘Emergency switchboard’ is a switchboard which in the event of failure of the main electrical power supply system is directly supplied by the emergency source of electrical power or the transitional source of emergency power and is intended to distribute electrical energy to the emergency services.

‘EPIRB’ means a satellite emergency position-indicating radio beacon, being an earth station in the mobile-satellite service, the emissions of which are intended to facilitate search and rescue operations, complying with performance standards adopted by the IMO contained in either Resolution A.810(19) or Resolution A.812(19) and Resolution A.662(16), or any Resolution amending or replacing these from time to time and which is considered by the Administration to be relevant, and is capable of:

‘Existing vessel’ means any vessel, the keel of which was laid or was at a similar stage of construction prior to the 1st October 2013 or the date of entry into force of the Maritime Labour Convention 2006 if that be sooner.

‘Float-free launching’ means that method of launching a liferaft whereby the liferaft is automatically released from a sinking ship and is ready for use, complying with the requirements of the IMO International Life-Saving Appliances Code.

‘FOD’ Foreign Object Debris.

‘Freeboard’ has the meaning given in annex I of ICLL. The freeboard assigned is the distance measured vertically downwards amidships from the upper edge of the deck line to the upper edge of the related load line.

‘Freeboard deck’ has the meaning given in annex I of ICLL. The freeboard deck is normally the uppermost complete deck exposed to the weather and sea, which has permanent means of closing all openings in the weather part thereof, and below which all openings in the sides of the ship are fitted with permanent means of watertight closing.

In a ship having a discontinuous freeboard deck, the lowest line of the exposed deck and the continuation of that line parallel to the upper part of the deck is taken as the freeboard deck.

At the option of the owner and subject to the approval of the Administration, a lower deck may be designated as the freeboard deck provided it is a complete and permanent deck continuous in a fore and aft direction at least between the machinery space and peak bulkheads and continuous athwart ships.

When a lower deck is designated as the freeboard deck, that part of the hull which extends above the freeboard deck is treated as a superstructure so far as concerns the application of the conditions of assignment and the calculation of freeboard. It is from this deck that the freeboard is calculated.

‘Garbage’ means all kinds of victual, domestic and operational waste excluding fresh fish and parts thereof, generated during the normal operation of the vessel and liable to be disposed of continuously or periodically, except sewage originating from vessels.

‘Hazardous space’ means a space or compartment in which combustible or explosive gases or vapours are liable to accumulate in dangerous concentrations.

‘ICAO’ International Civil Aviation Organization.

‘ICLL’ means the International Convention on Load Lines, 1966, as amended.

‘IMO’ means the International Maritime Organization, a specialised agency of the United Nations devoted to maritime affairs.

‘Inflatable lifejacket’ means a lifejacket complying with the requirements of the IMO International Life-Saving Appliances Code.

‘Jet A1 Fuel’ also known as kerosene. It is used as a fuel for modern jet and turboprop engines. It consists primarily of hydrocarbon compounds, but other additives are present to increase safety. International regulations stipulate uniform standards for the quality and composition of kerosene.

‘Landing Area’ A generic term referring to any area primarily intended for the landing or take-off of aircraft.

‘Instructions for on-board maintenance’ means the instructions complying with the requirements of SOLAS III/Part B – Life Saving Appliances and Arrangements, Regulation 36.

‘Launching appliance’ means a provision complying with the requirements of the IMO International Life-Saving Appliances Code for safely transferring a lifeboat, rescue boat, or liferaft respectively, from its stowed position to the water and recovery where applicable.

‘Length’ means 96% of the total length on a waterline of a ship at 85% of the least moulded depth measured from the top of the keel, or the length from the fore-side of the stem to the axis of the rudder stock on that waterline, if that be greater. In ships designed with a rake of keel the waterline on which this is measured should be parallel to the designed waterline.2The UK definition of length is contained in Statutory Instrument 1998 No. 2241 The Merchant Shipping (Load line) Regulations 1998, as amended.

‘Lifeboat’ means a lifeboat complying with the requirements of the IMO International Life-Saving Appliances Code.

‘Lifebuoy’ means a lifebuoy complying with the requirements of the IMO International Life-Saving Appliances Code.

‘Lifejacket’ means a lifejacket complying with the requirements of the IMO International Life-Saving Appliances Cod.

‘Liferaft’ means a liferaft complying with the requirements of the IMO International Life-Saving Appliances Code.

‘Line throwing appliance’ means an appliance complying with the requirements of the IMO International Life-Saving Appliances Code.

‘LOS’ Limited Obstacle Sector. The 150° sector within which obstacles may be permitted, provided the height of the obstacles is limited.

‘Low flame spread’ means that the surface thus described will adequately restrict the spread of flame, this being determined to the satisfaction of the Administration by an established procedure.

‘Machinery spaces’ are all machinery spaces of category A and all other spaces containing propelling machinery, boilers, oil fuel units, steam and internal combustion engines, generators and major electrical machinery, oil filling stations, refrigerating, stabilizing, ventilation and air conditioning machinery, and similar spaces, and trunks to such spaces.

‘Machinery spaces of category A’ are those spaces and trunks to such spaces which contain:

‘Main source of electrical power’ is a source intended to supply electrical power to the main switchboard for distribution to all services necessary for maintaining the ship in normal operation and habitable condition.

‘Main switchboard’ is a switchboard which is directly supplied by the main source of electrical power and is intended to distribute electrical energy to the ship's services.

‘Main vertical zone’ means those sections into which the hull, superstructure and deckhouses are divided by A class divisions, the mean length of which on any deck does not normally exceed 40 metres.

‘MARPOL’ means the International Convention for the Prevention of Pollution from Ships, 1973, as amended.

‘Major conversion’ means a conversion of a vessel:

‘Maritime & Coastguard Agency’ (MCA) means the Maritime & Coastguard Agency, an executive agency of the United Kingdom Department for Transport.

‘Merchant Shipping Notice’ (MSN) means a Notice described as such and issued by the MCA and reference to a specific Merchant Shipping Notice includes reference to any Merchant Shipping Notice amending or replacing that Notice which is considered by the Secretary of State to be relevant from time to time and is specified in a Merchant Shipping Notice.

‘Mile’ means a nautical mile of 1852 metres.

‘Motor vessel’ means a vessel which is described in the register and on the certificate of registry as such, and which has a sole means of propulsion either one or more power units.

‘Multihull vessel’ means any vessel which in any normally achievable operating trim or heel angle, has a rigid hull structure which penetrates the surface of the sea over more than one separate or discrete area.

‘New vessel’ means a vessel to which this Code applies, the keel of which was laid or was at a similar stage of construction on or after the 1st October 2013 or the date of entry into force of the Maritime Labour Convention 2006 if that be sooner.

‘Not readily ignitable’ means that the surface thus described will not continue to burn for more than 20 seconds after removal of a suitable impinging test flame.

‘Officer’ means

‘OFS’ Obstacle-Free Sector. The 210° sector, extending outwards to a distance that will allow for an unobstructed departure path appropriate to the helicopter that the landing area is intended to serve, within which no obstacles above helideck level are permitted.

‘Owner(s)/managing agent(s)’ means the registered owner(s) or the owner(s) or the managing agent(s) of the registered owner(s) or the owner(s) or owner(s) ipso facto, as the case may be.

‘Passenger’ means any person carried in a ship except:

‘Passenger ship’ means a ship carrying more than 12 passengers. ‘Person’ means a person over the age of one year.

‘Pleasure vessel’ means a vessel so defined by the Administration (see National Annex).

‘Position 1’ means upon exposed freeboard and raised quarter decks, and upon exposed superstructure decks situated forward of a point located a quarter of the ship's length from the forward perpendicular.

‘Position 2’ means upon exposed superstructure decks situated abaft a quarter of the ship’s length from the forward perpendicular.

‘Radar transponder’ means a radar transponder for use in survival craft to facilitate location of survival craft in search and rescue operations.

‘Recess’ means an indentation or depression in a deck and which is surrounded by the deck and has no boundary common with the shell of the vessel.

‘Rescue boat’ means a boat complying with the requirements of the IMO International Life-Saving Appliances Code and designed to rescue persons in distress and for marshalling liferafts.

‘Retro-reflective material’ means a material which reflects in the opposite direction a beam of light directed on it.

‘Rocket parachute flare’ means a pyrotechnic signal complying with the requirements of the IMO International Life-Saving Appliances Code.

‘Safe haven’ means a harbour or shelter of any kind which affords entry, subject to prudence in the weather conditions prevailing, and protection from the force of the weather.

‘Sailing vessel’ means a vessel designed to carry sail, whether as a sole means of propulsion or as a supplementary means.

3. APPLICATION AND INTERPRETATION

3.1. Application

3.2. Area of Operation

3.3 Equivalent Standards, Exemptions and Existing Vessels

3.3.1 Equivalent standards

‘Similar stage of construction’ means at a stage which:

3.3.2 Exemptions

‘SLA’ Safe Landing Area. The area bounded by the perimeter line and perimeter lighting. The construction of the OFS and LOS segments (see below) should ensure that the main rotor will not risk conflict with obstacles when the nose of the helicopter is butted-up to, but not projecting over, the perimeter line. Thus the pilot, when landing in unusual circumstances, has confidence that he can touch down provided that all wheels are within the SLA and the nose of the helicopter is not projecting over the nearest perimeter line ahead. However, only correct positioning over the aiming circle (see ‘Aiming Circle’ above) will ensure proper clearance with respect to physical obstacles, provision of ground effect, and provision of adequate passenger access/egress.

‘SOLAS’ means the International Convention of Safety of Life at Sea, 1974, as amended.

‘SOLAS A pack’ means a liferaft emergency pack complying with the requirements of the IMO International Life-Saving Appliances Code.

3.3 Equivalent Standards, Exemptions and Existing Vessels

3.3.1 Equivalent standards

‘Submersible Craft’ means any description of manned mobile submersible apparatus which is designed to maintain some or all of its occupants at or near atmospheric pressure including free, self-propelled, tethered, towed or bottom contact propelled apparatus and atmospheric diving suits. A diving bell is not a submersible craft for the purposes of these Regulations; and ‘diving bell’ means any compression chamber which is capable of being manned and is used or designed for use under the surface of water in supporting human life being a chamber in which any occupant is or may be subjected to a pressure of more than 300 millibars above atmospheric pressure during normal operation;

3.3.2 Exemptions

‘Survival craft’ means a craft capable of sustaining the lives of persons in distress from the time of abandoning the ship.

4. CONSTRUCTION AND STRENG

4.1 General Requirements

3.3.3 New and Existing vessels

3.4. Interpretation

Training organisations wishing to operate training vessels carrying more than 12 trainees should comply with the requirements of the National Marine Administration as indicated in the National Annex.

3.5 Updating the Code

4.5. Rigging on Sailing Vessels

4. CONSTRUCTION AND STRENG

4.1 General Requirements

4.2. Structural Strength

‘Voyage’ includes an excursion.

3.1. Application

3.2. Area of Operation

‘Weathertight’ has the meaning given in annex I of ICLL. Weathertight means that in any sea conditions water will not penetrate into the ship.

‘Wheelhouse’ means the control position occupied by the officer of the watch who is responsible for the safe navigation of the vessel.

3. APPLICATION AND INTERPRETATION

3.1. Application

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

3.3 Equivalent Standards, Exemptions and Existing Vessels

3.3.1 Equivalent standards

3.3.2 Exemptions

3.5 Updating the Code

3.3.3 New and Existing vessels

3.4. Interpretation

3.5 Updating the Code

The requirements of the Code will be reviewed and, if necessary revised, by the Administration in consultation with the working group.

4. CONSTRUCTION AND STRENG

4.1 General Requirements

Section 11 of the Code deals with subdivision and damage stability requirements which will determine the number and positioning of watertight bulkheads defined below.

Where a question of interpretation of any part of this Code arises which cannot be resolved by a delegated authority and the owner(s)/managing agent(s) for a vessel, a decision on the interpretation may be obtained on written application to the Administration.

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

For the purposes of this section only, where actual freeboard to the weather deck exceeds that required by ICLL 66 by at least one standard superstructure height, openings on that deck, abaft of the forward quarter, may be assumed to be in position 2. This is to be taken, unless otherwise stated, as defined in ICLL 66.

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

4.5.3. Rigging Fittings

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

5. WEATHERTIGHT INTEGRI

5.1. Hatchways and Skylight Hatches

5.1.1. General Requirements

5.1.2. Hatchways Which are Open at Sea

5.2. Doorways and Companionways

5.2.1 Doorways Located Above the Weather Deck

5.3. Skylights

Emergency power should be readily available to supply the required emergency lighting, radio installation and navigation aids for a minimum of 3 hours. As a minimum, the navigation aids to be supplied by emergency power to include GPS, echo sounder and AIS. The emergency power supply should be adequate to also supply any electrical emergency equipment fitted, such as fire pumps, bilge pumps, watertight doors, and rescue boat davit.

5.6. Ventilators and Exhausts

5.7. Air Pipes

5.8. Scuppers, Sea Inlets and Discharges and Other Hull Penetrations

5.9. Materials for Valves and Associated Piping

5.10. General Equivalence

6. WATER FREEING ARRANGEMENTS

6.1. The standards for water freeing arrangements should comply with ICLL as far as it is reasonable and practicable to do so.

5.6. Ventilators and Exhausts

6.2. In individual cases, when the Administration considers that the requirements of ICLL cannot be met, the Administration may consider and approve alternative arrangements to achieve adequate safety standards. Freeing arrangements may take account of a reduced permeability and volume of the well, when compared to a full size well.

FPREQ = 0.28 x Aw/ B

5.9. Materials for Valves and Associated Piping

FPREQ = Freeing port area required

6.2. In individual cases, when the Administration considers that the requirements of ICLL cannot be met, the Administration may consider and approve alternative arrangements to achieve adequate safety standards. Freeing arrangements may take account of a reduced permeability and volume of the well, when compared to a full size well.

On sailing vessels, where the solid bulwark height does not exceed 150mm, specific freeing ports, as defined above, are not required.

6.2. In individual cases, when the Administration considers that the requirements of ICLL cannot be met, the Administration may consider and approve alternative arrangements to achieve adequate safety standards. Freeing arrangements may take account of a reduced permeability and volume of the well, when compared to a full size well.

For Short Range Yachts it is considered that the requirement for freeing port area for a forward or after well may be reduced by a form factor equal to the ratio of (actual area well) divided by (length of well x breadth of well). Dimensions should be taken at half height of the bulwark. This may be reduced by 50% providing it can be shown that the intact stability of the yacht remains acceptable if the well is flooded to any level up to the bulwark height and that area provided will allow the well to drain in less than 3 minutes.

6.3. Recesses

Where;

7a.1. General Requirements

7a.2. Installation

On sailing vessels, where the solid bulwark height does not exceed 150mm, specific freeing ports, as defined above, are not required.

The emergency source of power should be independent of the main power supply, external to the engine room, and with separate distribution.

8a.2. Lighting

8a.3. Batteries

Batteries of a type suitable for marine use and not liable to leakage should be used. Areas in which batteries are stowed should be provided with appropriate ventilation to prevent an accumulation of gas which is emitted from batteries of all types.

8b. ELECTRICAL INSTALLATIONS – VESSELS OF 500GT AND OVER

9a. STEERING GEAR – VESSELS OF LESS THAN 500GT

9b. STEERING GEAR – VESSELS OF 500GT AND OVER

10a. BILGE PUMPING – VESSELS OF LESS THAN 500GT

10b. BILGE PUMPING – VESSELS OF 500GT AND OVER

11. STABILITY

11.1. General

11.2. Intact Stability Standards

11.2.1. Motor Vessels

11.2.1.1. Monohull Vessels

11.2.1.2. Monohull Vessels Operating as Short Range Yachts

11.2.1.3. Multi-hulls

11.2.1.4 11.2.1.5. Superstructures

In addition to the criteria above designers and builders should address the following hazards which are known to affect vessels operating in planing modes or those achieving relatively high speeds:

11.2.1.6. High Speed Vessels

In addition to the criteria above designers and builders should address the following hazards which are known to affect vessels operating in planing modes or those achieving relatively high speeds:

11.2.2. Sailing Vessels

11.2.2.1. Monohulls

13.2.6. Lifebuoys

If, as a result of immersion of openings in a superstructure, a vessel cannot meet the required standard, those superstructure openings may be ignored and the openings in the weather deck used instead to determine θf. In such cases the GZ curve should be derived without the benefit of the buoyancy of the superstructure.

11.2.2.2. Multi-hulls

11.3. Damage Stability

11.4. Elements of Stability

All regularly used openings for access and for ventilation should be considered when determining the downflooding angle. No opening regardless of size which may lead to progressive flooding should be immersed at an angle of heel of less than 40°. Air pipes to tanks can, however, be disregarded.

12.1. General

12.2. Freeboard Mark and Loading

12.3. Datum Draught Marks

13. LIFE-SAVING APPLIANCES

It should be noted that compliance with the damage stability criteria is not required for vessels that obtain full compliance with the ICLL conditions of assignment.

13.2. Equipment Carriage Requirements

13.2.1. Lifeboats (Required for vessels over 85m in length)

13.2.2. Liferafts

13.2.3. Rescue Boats and Recovery of Persons from the Sea

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

13.2.3.2. Vessels under 500GT

13.2.3.3. Short Range Yachts

13.2.4. Lifejackets

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

13.2.6. Lifebuoys

13.2.7. EPIRB

13.2.8. Radar Transponders (SART)

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

13.2.9. General Alarm

13.2.10. Lighting

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

14. FIRE SAFETY

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

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

14.2.1. Construction and Arrangement of Saunas

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

14.3. Fire Control Plan(s)

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

14.3. Fire Control Plan(s)

14a. STRUCTURAL FIRE PROTECTION – VESSELS OF LESS THAN 500GT

14a.1. General

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

b Where spaces are of the same numerical category and subscript b appears, a bulkhead or deck of the rating shown in the tables is only required when the adjacent spaces are for a different purpose, e.g in category (9). A galley next to a galley does not require a bulkhead but a galley next to a paint room requires an ‘A-0’ bulkhead.

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

Notes: To be applied to both tables 1 and 2, as appropriate.

14a.3. Means of Escape

14a.3.1. Purpose

14a.3.2. Requirements

14a.4. Ventilation Systems

14a.5. Arrangements for Gaseous Fuel for Domestic Purposes

14a.6. Space Heaters

14a.7. Fixed Fire Detection and Fire-Alarm Systems

Where a fixed fire-extinguishing system not required by this Chapter, is installed, the arrangement is to be to the satisfaction of the Administration.

14b. STRUCTURAL FIRE PROTECTION – VESSELS OF 500GT AND OVER

Terms used in this section should have the same meaning as defined in SOLAS, except as defined in Section 14.1 and as follows:

14b.2. Table 14B.2 is a guide to the major requirements of this Section. The table is intended as a quick reference to the requirements and is not to be used in isolation when designing the fire safety arrangements.

Table 14B.2

14b.2.1. Structure

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

14b.2.3. Main Vertical Zones and Horizontal Zones

c Bulkheads separating the wheelhouse and chartroom from each other may be ‘B-0’ rating.

14b.2.4. Bulkheads Within a Main Vertical Zone

Notes: To be applied to both tables 1 and 2, as appropriate.

14b.2. Table 14B.2 is a guide to the major requirements of this Section. The table is intended as a quick reference to the requirements and is not to be used in isolation when designing the fire safety arrangements.

a For clarification on which applies, see 14B.2.4 and 14B.2.6.

14b.2.6. Protection of Stairways and Lifts in Accommodation and Service Spaces

14b.2.7. Openings in ‘A’ Class Divisions

14b.2.8. Openings in ‘B’ Class Divisions

14b.2.9. Windows and Portlights (Also see 5.4 and 5.5)

Where an asterisk appears in the tables, the division is required to be of steel or other equivalent material but is not required to be of ‘A’ class standard.

14b.2.6. Protection of Stairways and Lifts in Accommodation and Service Spaces

14b.2.7. Openings in ‘A’ Class Divisions

14b.2.8. Openings in ‘B’ Class Divisions

14b.2.9. Windows and Portlights (Also see 5.4 and 5.5)

14b.2.10. Details of Construction

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

14b.2.12.6. Emergency Escape Breathing Devices

14b.2.13. Ventilation Systems

14b.2.14. Fixed Fire Detection and Fire Alarm Systems and Automatic Sprinkler, Fire Detection and Fire Alarm Systems

14b.2.15. Public Address System

14b.2.16. Oil Fuel Arrangements

14b.2.17. Lubricating Oil Arrangements

14b.2.18. Arrangements for Other Flammable Oils

14b.2.19. Prohibition of Carriage of Flammable Oils in Forepeak Tanks

14b.2.20. Arrangements for Gaseous Fuel for Domestic Purposes

14b.2.21. Space Heaters

An approved electronic chart display and information system (ECDIS) may be accepted as meeting these chart carriage requirements.

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

15a.2. Specific Requirements

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

15a.2.2. Fire Pumps

All vessels should comply with the requirements of SOLAS 74, Chapter II-2, regulation 10. as may be amended, and as appropriate to the vessel and its equipment. For the purpose of the SOLAS regulations, the standards for a cargo ship apply.

15a.2.3. Fire Main and Hydrants

The location of concealed fire appliances should be clearly marked.

15a.2.5. Portable Fire Extinguishers for Use in Accommodation and Service Spaces

15b. FIRE APPLIANCES – VESSELS OF 500GT AND OVER

16. RADIO

16.1. Application

16.2. Radio Communications: The Global Maritime Distress and Safety System (GMDSS)

16.3. Radio Installations

Vessels of >300 GT must be marked externally with the vessel’s IMO number which may be horizontal provided that it is visible from the air.

16.5. Installation

In no case should the standards applied be less than those applied to a vessel of less than 500GT.

16.7. Watches

As considered appropriate, an adequate heating installation should be provided.

16.9. Availability of Equipment

An approved electronic chart display and information system (ECDIS) may be accepted as meeting these chart carriage requirements.

18.1. Navigational Equipment

18.2. Bridge Visibility

19. MISCELLANEOUS EQUIPMENT

19.1. Nautical Publications

16.8. Radio Personnel

An approved electronic chart display and information system (ECDIS) may be accepted as meeting these chart carriage requirements.

19.2. Measuring Instruments

Every vessel should carry a barometer. Every sailing vessel should carry an anemometer and an inclinometer.

19.3. Signalling Lamp

19.4. Searchlight

19.5

19.6 20. ANCHORS AND CABLES

20.1. Equipment

20.2. Sailing Vessels

21. ACCOMMODATION

21.1. General

21.2. Access/Escape Arrangements

21.3. Lighting

21.4. Heating

21.5. Food Preparation, Storage and Messing

21.6. Hand Holds and Grab Rails

21.7. Ventilation

21.8. Water Services

21.9. Sleeping Accommodation

21.10. Toilet Facilities

21.11. Stowage Facilities for Personal Effects

21.12. Securing of Heavy Equipment

21a. ACCOMMODATION AND RECREATIONAL FACILITIES – VESSELS OF LESS THAN 200GT CONSTRUCTED ON OR AFTER THE DATE OF ENTRY INTO FORCE OF MLC 2006

21a.1. General

Vessels of 3000 GT or more constructed on or after the Maritime Labour Convention, 2006 enters into force should comply with the full requirements of standard A3.1 of the Maritime Labour Convention 2006.

21a.3. Headroom

21a.4. Ventilation

21a.5. Heating and Insulation

21a.6. Lighting

21a.7. Water Services and Provision

21a.8. Galley Facilities and Provision of Food

21a.9. Hand Holds and Grab Rails

21a.10. Sleeping Accommodation

21a.11. Sanitary Facilities

21a.12. Mess Rooms

21a.13. Recreational Facilities

21a.14. Stowage Facilities for Personal Effects

21a.15. Machinery Space Boundaries

21a.16. Securing of Heavy Equipment

The structural strength of any deckhouse or superstructure should comply with the requirements of one of the Classification Societies listed in the National Annex, as appropriate to the vessel and its areas of operation.

21a.18. Master’s Inspections

21b. ACCOMMODATION – VESSELS ≥200GT CONSTRUCTED ON OR AFTER THE DATE OF ENTRY INTO FORCE OF MLC 2006

21b.1. Introduction

It should be the responsibility of an owner/managing agent/skipper to advise that the following requirements for items of personal clothing should be met:

21b.3. Headroom

Attention is drawn to the IMO Code on Noise Levels on Board Ships, Resolution A.468(XII), published 1982.

21b.5. Lighting

Personnel lift installations should be appropriately designed and constructed, installed and tested by a competent person.

Designs should be submitted at an early stage of construction. Recognised international standards such as BS EN 81 should be considered but the following gives a minimum standard that should be provided:

It should be the responsibility of an owner/managing agent/skipper to advise that the following requirements for items of personal clothing should be met:

21b.8.2. Sleeping Accommodation – for vessels up to 3000 GT.

Attention is drawn to the IMO Code on Noise Levels on Board Ships, Resolution A.468(XII), published 1982.

21b.8.5. Sleeping Accommodation – Yachts of 3000 GT or more

21b.9. Mess Rooms

21b.10. Galley Areas, Food Preparation, Storage, and Provision of Food

Boarding arrangements provided for pilots should have due regard for SOLAS Chapter V, Regulation 23 and IMO Resolution A.889 (21) ‘Pilot transfer arrangements’, International Maritime Pilots’ Association (IMPA) recommendations, or any documents replacing them. Also see National Annex for any national requirements.

21b.12. Sanitary Facilities

21b.13. Hospital accommodation

21b.14. Laundry Facilities

21b.15. Offices

21b.16. Other Provisions

21b.17. Master’s Inspections

The underlying principles of safe manning are considered to extend to Large Yachts within the context of the Code. In this respect an Administration may choose to adopt these arrangements in full, or modify these arrangements to meet particular operational circumstances.

All sea going commercially operated yachts and sail training vessels of more than 24 metres Load Line Length should carry an appropriate number of qualified Deck and Engineer Officers to ensure a degree of safety at least equivalent to that established by the IMO guidelines.

22. PROTECTION OF PERSONNEL

22.2. Bulwarks and Guardrails

Fatigue at sea is a serious safety issue and owners and operators should ensure that all vessels are sufficiently manned to avoid the need to work excessive hours. The owner/operator and the Master are responsible for ensuring, so far as is reasonably practicable, that the Master and all the crew members are properly rested when they begin work and can obtain adequate rest when not on duty.

It should be the responsibility of an owner/managing agent/skipper to advise that the following requirements for items of personal clothing should be met:

22.5. Noise

Attention is drawn to the IMO Code on Noise Levels on Board Ships, Resolution A.468(XII), published 1982.

22.6. Lifts

Personnel lift installations should be appropriately designed and constructed, installed and tested by a competent person.

26.1.6. Minimum Hours of Rest

Reference standards include:

BS EN 81 series – Safety rules for the construction and installation of lifts BS 5655 series – Lifts and service lifts

23. MEDICAL STORES

A vessel should carry medical stores as required by the Administration.

Medical training requirements for members of the complement of the vessel are given in the Manning Section of the National Annex.

In allowing any such agreed exception and to ensure that a crew member does not become fatigued, such exceptions should be documented and accompanied by commensurate rest arrangements.

24.1. Tenders

IMO Resolution A.890(21) adopted on the 25th November 1999 defines the principles of Safe Manning to ensure the safe operation of, and prevention of pollution from, ships to which the Convention applies. Convention 180 of the International Labour Organization(ILO) (Seafarer’s hours of work and the manning of ships) came into force on the 10th January 2003 and applies to all commercially operated vessels.

26. MANNING and PERSONNEL CERTIFICATION

26.1.1. Principles of Safe Manning

26.1.2. Application and Definitions

26.1.3. Responsibility

The owner/operator should ensure that the necessary resources are available to man the vessel so that the limits on hours can be observed. The master is responsible for ensuring compliance with the requirements.

26.1.4. Definition of Hours of Work

Hours of work is defined as when a seafarer is at their employers’ disposal and carrying out their duties or activities.

26.1.5. On-Call Time

Where a seafarer’s normal period of rest on board a vessel is disturbed by a callout he/she should have adequate compensatory rest.

26.1.6. Minimum Hours of Rest

The owner/operator or Master should ensure that the crew are provided with at least the minimum hours of rest. These should not be less than:

26.2.5. Safe Manning Document

Hours of rest may be divided into no more than 2 periods; one of which should be at least 6 hours long, and the interval in between should not exceed 14 hours.

26.1.7. Exceptions to the Limits on Hours of Rest

The limits defined should as far as practicable be observed. However, an exception maybe considered so long as they are agreed between the Master, crew members and designated person ashore (if applicable), and provided that their health and safety, and the safety of the vessel, is not compromised. Exceptions from the weekly rest period provided for in paragraph 26.1.6 should not be allowed for more than two consecutive weeks. The intervals between two periods of exceptions on board should not be less than twice the duration of the exception.

When considering whether an exception is appropriate, the Master should give due regard to the associated duties being considered and in this respect exceptions to persons undertaking watch keeping duties and/or with safety critical duties would not be considered appropriate.

In allowing any such agreed exception and to ensure that a crew member does not become fatigued, such exceptions should be documented and accompanied by commensurate rest arrangements.

The Master should ensure that a schedule of duties is drawn up setting out the hours of work and rest periods for each of the crew. It is recommended that the table or schedule should be in a similar format to that detailed in Annex A of MSN 1767, and show:

26.1.9. Exceptions for Emergencies

In devising the schedule, operators should take account of factors such as:

26.1.10. Records

Where it is known that a vessel engages in an irregular pattern or that working hours are unlikely to be uniform, this can be taken into account when considering the schedule.

26.1.9. Exceptions for Emergencies

A copy of the schedule should be made available to all members of the crew.

26.1.9. Exceptions for Emergencies

Situations may arise in which a seafarer may be required to work during scheduled hours of rest. These include emergencies which threaten the safety of the vessel or put life at risk. In these circumstances, the limits may be exceeded provided compensatory arrangements are subsequently made to avoid fatigue.

The master or authorised person is responsible for ensuring that records of hours of rest are maintained for each of the crew serving on the vessel. The records should be completed monthly in arrears. Each record should be endorsed by the master or authorised person and the seafarer. A copy should be retained by the seafarer.

In an emergency, or when unforeseen events occur, changes may be unavoidable. In these cases records should reflect all deviations from the schedule.

26.2. SAFE MANNING

26.2.1. Introduction

An Administration should ensure that all vessels are safely and sufficiently manned in relation to the nature of their operation with the responsibilities placed on companies owning or operating seagoing vessels, to ensure that their vessels are manned with personnel of appropriate grades who have been properly trained and certificated.

26.2.2. Responsibilities of Owners and Operators: General Principles

The guidelines place a duty on the owner or operator to provide the master of a vessel with the necessary resources to comply with the manning requirements.

26.2.2. Responsibilities of Owners and Operators: General Principles

26.2.3. Establishing Safe Manning Requirements

Specific factors to be taken into account in determining the safe manning level may include:

26.2.4. Guidance on Appropriate Manning Levels

In determining what constitutes a minimum safe manning level, useful guidance may also be obtained by use of risk and hazard management tools such as formal safety assessment. The minimum safe manning levels should be those required for all reasonably foreseeable circumstances and working conditions to permit the safe operation of the vessel under normal operational conditions. Due consideration should also be given to the number of hotel staff required.

SOLAS requires that vessels over 500GT, excluding pleasure yachts not engaged in trade, carry a Safe Manning Document. Owners and operators of vessels below 500GT, or those above 500GT solely engaged for pleasure, may also choose to hold a Safe Manning Document. This will allow the owner to consider a ‘range and risk’ approach when determining manning levels.

26.2.6. Application for a Safe Manning Document

Any application for a Safe Manning Document should be made by the owner, or a person authorised to act on their behalf, to the flag Administration of the vessel and include a clear and concise explanation of how:

A proposal should only be approved and Safe Manning Document issued provided the manning level fully satisfies these principles, recommendations and guidelines.

28.6. Use of a Classification Society Surveyor to act on the behalf of the Administration

26.2.7. Indicative Manning Levels

A Safe Manning Document of a vessel may be withdrawn if an owner or operator fails to submit a new proposal where a vessel changes trading area(s), construction, machinery or equipment, or operation and/or method of maintenance have changed, or a vessel persistently fails to comply with the rest hours requirements.

26.2.7. Indicative Manning Levels

26.2.8. Sailing Vessels

Depending on the type of rig and level of automation, additional personnel may be required to operate the rig of a sailing vessel.

26.2.9. Personal Water Craft

The operators are reminded that operation of personal watercraft should comply with the applicable legislation of the state in whose waters they are being operated.

No vessel to which the Code applies should carry more than 12 passengers on a voyage or excursion. The following meanings apply:

‘Passenger’ means any person carried in a ship except:

‘a person employed or engaged in any capacity on board the vessel on the business of the vessel’ may reasonably include:

With reference to .2 and .3 above, such persons should be included in the crew list required for the vessel, should have received on board familiarisation training as required by STCW, and should not be assigned duties on the muster list.

Depending on the type of rig and level of automation, additional personnel may be required to operate the rig of a sailing vessel.

Vessels are required to be issued with the following certificates, as appropriate.

If an owner/managing agent seeks any equivalence to the application of specific regulations or requirements, formal application must be made to the Administration, demonstrating an equivalent level of safety. The Administration may consider and agree the application.

When a Classification Society surveyor is so appointed, actions taken will be under direct instruction of the Administration. The Administration will provide the appointed surveyor with detailed guidance on the scope of survey and report required.

An authorised Classification Society is aware of the extent to which responsibility has been delegated to issue Load Line Certificates and Cargo Ship Safety Construction Certificates. International Conventions give specific discretion to an Administration to either make exemptions or accept equivalent equipment or arrangements. The formal agreement between the Administration and an authorised Classification Society governs the relationship between the two parties.

An exclusive surveyor from an authorised Classification Society and proposed by the Society may be appointed from time to time to act on behalf of the Administration in cases when it is impracticable for a surveyor of the Administration to make the visit necessary for the survey.

The Administration with which the vessel is registered is obliged to investigate accidents or incidents in accordance with the requirements of International Conventions. Apart from this legal requirement, an Administration investigates such occurrences to demonstrate the effective control and importance they attach to safety at sea.

29. CREW AGREEMENTS

29.1. Crew Agreements should be available on board as required by the Administration.

30. SAFETY MANAGEMENT

31. INTERNATIONAL SHIP AND PORT FACILITY CODE

Annex 1. MEMBER’S OF THE STEERING COMMITTEE AND WORKING GROUP RESPONSIBLE FOR THE CODE

1. General Information

29. CREW AGREEMENTS

Ince & Co LLP

4. Fittings and Pipework

Isle Of Man Shipping Registry

31. INTERNATIONAL SHIP AND PORT FACILITY CODE

Sunseeker International Ltd

Burgess Yachts

Oyster Marine Ltd

British Marine Federation

UCINA – Italian Marine Industry Association

SYBAss

2. Definitions

Fr. Lurssen Werft GmbH & Co. KG

Feadship Holland

Perini Navi Spa

MYBA

Burness Corlett Three Quays (Southampton) Ltd

ABS

RINA UK Ltd

Lloyds Register

Annex 2. SAFETY MANAGEMENT SYSTEM FOR VESSELS UNDER 500GT

Feadship Holland

Annex 3. OPEN FLAME GAS INSTALLATIONS

1. General Information

Burness Corlett Three Quays (Southampton) Ltd

3. Cylinders and Attachments

1 The Administration retains the right to survey and issue certificates for this item

5. Appliances

The annex contains requirements and supplementary notes specific to United Kingdom vessels. These are referenced under the same section numbers as they would appear in the main Code text.

SI No.940 The Merchant Shipping (Registration of Submersible Craft) Regulations 1976, as amended.

1 The Administration retains the right to survey and issue certificates for this item

Annex 5. UNITED KINGDOM NATIONAL ANNEX

De raadpleging van dit document komt niet in de plaats van het lezen van het oorspronkelijke Staatsblad of de Staatscourant. Wij aanvaarden geen aansprakelijkheid voor eventuele onnauwkeurigheden die voortvloeien uit de omzetting van het origineel naar dit formaat.

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