Saatja: Magnar T. Selnes <
[email protected]>
Saadetud: 29.06.2020 16:50
Adressaat: <
[email protected]>; VA_eva <
[email protected]>; <
[email protected]>;
<
[email protected]>; <
[email protected]>; <
[email protected]>; <
[email protected]>;
<
[email protected]>; <
[email protected]>
Koopia: <
[email protected]>; Marek Rauk <
[email protected]>;
<
[email protected]>; <
[email protected]>;
<
[email protected]>
Teema: Memorandum of Understanding on Traditional Ships - Next meeting
Manused: image001.jpg; Minutes of MoU Committee Meeting 2018_ final.pdf; SE_First
proposal for goal based standards for ships under M.pdf; SE_Small Passenger Ship Guide
proposal for T-Ships STA 2019-08-01.pdf
To the signatories of the Memorandum of Understanding on the mutual recognition of certificates for the
safe operation of traditional ships in European waters, the Maritime Administrations in:
Denmark
Estonia
Germany
Finland
Lithuania
The Netherlands
Spain
Sweden
United Kingdom
In our last meeting in 2018 it was decided that the next meeting would be held in Haugesund, Norway in
the autumn of 2020. Unfortunately, this is not possible due to the Covid-19 situation.
We kindly ask for your feedback on the following:
1. Do you prefer to have a Microsoft Teams-meeting in the autumn, or postpone the meeting until
spring 2021?
2. Do you have suggestions for the next meeting’s agenda?
3. Do you have any comments to the Swedish draft for a goal-based standard (enclosed)?
4. According to the MOU section 3.2, the chairmanship shall be handed over to another Authority
at each meeting. We need candidates.
Please send your reply to
[email protected] within September 1st.
Best Regards,
Magnar T. Selnes P.O. Box 2222 Direct: +47 52 74 52 46
Senior Legal Adviser N-5509 Haugesund, Norway
Passenger vessels Telephone: +47 52 74 50 00 www.sjofartsdir.no
We are a certified Eco Lighthouse company. Please consider the environment before printing this e-mail.
E-mails to
[email protected] will ensure that your inquiry is directed to the appropriate department.
Fra: Magnar T. Selnes
Sendt: torsdag 10. januar 2019 14:33
Til:
[email protected];
[email protected];
[email protected];
[email protected];
[email protected];
[email protected]; Lars Alvestad <
[email protected]>;
[email protected];
[email protected];
[email protected];
[email protected]
Kopi:
[email protected];
[email protected]
Emne: Memorandum of Understanding on Traditional Ships, Minutes of the MOU Committee meeting,
18. October 2018
To the signatories of the Memorandum of Understanding on the mutual recognition of certificates for the
safe operation of traditional ships in European waters, the Maritime Administrations in:
Denmark
Estonia
Germany
Finland
Lithuania
The Netherlands
Spain
Sweden
United Kingdom
Please find enclosed Minutes of the MOU Committee meeting in Haugesund, Norway, 18. October 2018.
Best Regards,
Magnar T. Selnes P.O. Box 2222 Direct: +47 52 74 52 46
Senior Legal Adviser N-5509 Haugesund, Norway
Passenger vessels Telephone: +47 52 74 50 00 www.sjofartsdir.no
We are a certified Eco Lighthouse company. Please consider the environment before printing this e-mail.
E-mails to
[email protected] will ensure that your inquiry is directed to the appropriate department.
Minutes of
meeting
Date: 10.01.2019
Reference: 2017/18501
Memorandum of Understanding on Traditional Ships
Minutes of the MOU Committee meeting, Haugesund 18. October 2018
1. Introduction
Pernilla Wiberg (chair) welcomed the participants to the first MOU Committee meeting since 16
December 2016. Present at the meeting were:
Pernilla Wallin
[email protected] Swedish Transport Agency
Gustaf Dillner
[email protected] Swedish Transport Agency
Kees Metselaar
[email protected] Maritime Affairs Department, The
Netherlands
Steen Møller
[email protected] Danish Maritime Authority
Nielsen
Marek Rauk
[email protected] Estonian Maritime Administration
Lars Alvestad
[email protected] Norwegian Maritime Authority
Magnar T. Selnes
[email protected] Norwegian Maritime Authority
Paul van Ommen
[email protected] European Maritime Heritage
Anders Berg
[email protected] European Maritime Heritage
The Committee agreed on the suggested agenda.
2. Experiences of the MOU
Wallin made references to the last MOU Committee meeting, where the conclusion was that the
MOU is working relatively well. This seemed still to be the perception among the participants.
However, there were still discussions about whether the MOU covers specific ships and how to
accept mutually each country’s national rules for this segment of ships.
Denmark and Netherland informed the committee about their bilateral agreement that allowed a
group of 50-60 Dutch sailing vessels with national certificates to operate in Danish waters. They
considered this agreement to be outside the scope of the MOU.
3. Need for amendments of the MoU
a. In general
The Committee agreed it could not make any amendments to the MOU in the meeting,
since only 5 out of 10 Maritime Authorities were present (cf. Section 5.2 of the MOU: The
member states shall agree on amendments by consensus).
To progress with the ongoing work, the Committee agreed to circulate proposals from
this meeting to all 10 Authorities in line with Section 5.5 of the MoU, and ask for a reply
within a timeframe.
Members of the committee seem to have slightly different approaches on how to use the
MOU, and what kind of activities it covers. Some questions were raised on this regard,
but the Committee did not conclude on them:
• General concern that the annexes of the MOU are too bulky.
• SOLAS applies to ships on international voyages with more than 12 passengers
on board. How to draw the line between “people integrated into the ship
operation” and “passengers”? Will any kind of tasks on board the ship qualify to
fall out of the passenger definition?
• Is it acceptable to use the MOU for other activities than ships “calling a port or
participating in races, parades and festivals”, as stated in MOU section 1.2?
• There are non-traditional ships, not covered by SOLAS or the EU directive but
certified according to national legislation, which sails in host states. What is the
difference between these vessels and vessels sailing under the MOU?
b. Common framework for identifying historical ships
Denmark and Estonia presented their draft Template for ships being historic, that aimed
to clarify the existing definition of “traditional ships” in the MOU section 2. The
Committee made some minor adjustments to the text to make it suitable also for
countries where the Maritime Authorities does not decide a ship’s status as historic or
traditional. In some countries, a national independent body decides if a ship (or a building
etc.) shall be considered historic, traditional, protected etc.
c. Technical issues
In 2016, the Committee agreed to look further into the option of equivalence solutions,
taking a starting point in the passenger ship directive. The Netherlands presented the
outcome of this work so far, the Note on technical regulations for vessels sailing under
the MOU for traditional ships. Because of the developments at EU level, where Goal
Based Standards for ships not covered by the passenger ship directive has been
developed, the Dutch note also covered this option for ships under the MOU.
Norway gave a short presentation of the main principles in their special rules for
protected or historical ships carrying more than 12 passengers. Since one of the pillars in
the MOU is mutual recognition of national certificates for this segment of ships (cf. MOU
preamble point 10), Norway did not see the need to develop a common set of goal-based
rules.
The majority of the Committee did not share this view, but was of the opinion that
developing goal-based standard as a common ground was a way forward. A Goal Based
Standard should assure the signatory states that the MOU ships operating in their waters
have an adequate level of safety.
2
Sweden volunteered to draft a proposal for a goal-based standard, and will circulate this
to all member states when finished.
d. Manning
MOU Annex II.1 concerning Minimum Requirements for Certification is not up to date
with the latest amendments to the STCW convention. The Committee proposed that
MoU Annex II.1 could be removed from the MOU and that manning should be dealt with
nationally.
4. Presidency
The Committee thanked Sweden that has held the presidency of the Committee for many years.
Norway agreed to take over the chairmanship of the Committee until the next meeting, cf. MOU
section 3.2.
5. Any other business
Six out of ten Maritime Authorities sent representatives to the Committee meetings in 2016, and only
five in 2018. On this background, the Committee raised the question whether it would be more
suitable to continue the work to develop the MOU with a smaller group of countries.
All ten signatory states are therefore kindly asked to review their participation in the MOU before the
next meeting. A signatory may terminate his participation in the present arrangement according to
MOU section 4.3, by announcing this intention to the other signatories 90 days in advance.
6. Next meeting
The Committee agreed to hold the next meeting autumn 2020 in Haugesund, Norway.
3
Fra: Magnar T. Selnes (
[email protected])
Sendt: 18.09.2019 10:34:55
Til: Postmottak
Kopi:
Emne: VS: First proposal for goal based standards for ships under M&U
Vedlegg: Small Passenger Ship Guide proposal for T-Ships STA 2019-08-01.pdf
Til registrering på 2017/18501.
Fra: Dillner Gustaf <
[email protected]>
Sendt: tirsdag 17. september 2019 16:11
Til: Magnar T. Selnes <
[email protected]>;
[email protected];
[email protected];
[email protected]; Lars Alvestad <
[email protected]>
Kopi: Wallin Pernilla <
[email protected]>; Taxén Lotta <
[email protected]>
Emne: First proposal for goal based standards for ships under M&U
Dear all.
According to the Minutes of the MOU Committee meeting in Haugesund, Norway, 18, October 2018 (Technical issues, 3c) Sweden volunteered to draft a first proposal for goal based standards
for ships under M&U.
As suggested in the meeting we have based our proposal on the ”Proposal for a COUNCIL RECOMMENDATION on safety goals and functional requirements for passenger ships below 24 meters
in length”. Please find our suggestions as inserted comments in the attached file and in the table below.
Our proposal is limited to the scope: Traditional ships (T‐ships) according to M&U London (ex. Wilhemshafen?) with a length below 50 meters, carrying not more than 100 persons, built in any
hull material and assigned with mandatory national certificates . Not included are new built T‐ships "from date XXXX‐XX‐XX” (they shall comply with the flag state regulations?), T‐ships that are
subject for SOLAS or EU pass directive 2009/45/EC directive (if there are such ships) and ships not mandatory for national certificates.
At this stage we have chosen to send this first draft only to the representatives for those administrations that participated in the meeting in Haugesund. Any comments are welcome to proceed
this and continue the discussions in the next meeting in Haugesund, in the autumn 2020.
2018/0159 (NLE)
Proposal for a COUNCIL RECOMMENDATION Swedish Transport Agency 2018‐08‐27. Proposal how
on safety goals and non‐binding functional to adapt "the passenger ships below 24 meters
requirements for passenger ships below 24 meters in regulations" to existing Traditional ships (T‐ships)
length according to M&U London.
THE COUNCIL OF THE EUROPEAN UNION,
Existing Traditional ships (T‐ships) according to M&U
London (ex. Wilhemshafen?) with a length below 50
meters, carrying not more than 100 persons, built in any
hull matherial and assigned with mandatory national
Scope European passenger ships below 24 meters in length certificates. Not included are new built T‐ships "from
date XXXX‐XX‐XX” (they shall comply with the flag state
regulations), T‐ships that are subject for SOLAS or EU
pass directive 2009/45/EC directive (if there are such
ships) and ships not mandatory for national certificates.
I GENERAL NOTE: I assume same definition as HSC (direct walk from
(b) "evacuation time" means time needed to place all
PROVISIONS. I.1. the seats to life rafts is included but extra time for
persons on board in survival systems.
DEFINITIONS launching rafts or handling life jackets is excluded)?
Save for the areas covered by Union product harmonisation
legislation insofar as it is applicable to shipborne marine
equipment, marine equipment installed on passenger
ships falling under the scope of this Guide should comply
with the requirements of Directive 2014/90/EU of the ADD: A possible lack of modern technologi may be
I.8. SHIPBORNE
European Parliament of the Council6. In exceptional, duly compensated for by operational measures to provide an
MARINE
justified circumstances, where the competent flag State equal safety level without destroying the historical
EQUIPMENT
administration permits the installation of equipment character of the T‐ship.
which does not comply with the requirements of that
Directive, it should ensure that such equipment provides
an equivalent level of safety in the intended operational
conditions.
II‐1
CONSTRUCTION, Performance Requirements: The design, construction and
STABILITY, SHIP maintenance of the structure should comply with the
ADD: Also may scientific accepted comparative analyses,
CONTROL AND standards specified for classification by the rules of a
risk analyses or empirical analyses that can be accepted by
POWER recognised organisation, or equivalent rules used by an
the flag state be accepted to comply with the Perfomance
INSTALLATIONS. Administration of the flag State, in accordance with
Requirements.
II‐1.1. Regulation (EC) No 391/2009 of the European Parliament
STRUCTURAL and of the Council.
STRENGTH
NOTE: Most of the existing T‐ships is not originally
constructed to damage stability standards. A rebuild to this
Functional Requirments: (2) Following a flooding incident
standard will for most of the existing T‐ships cause severe
within the watertight zone in contact with the shell, the
II‐1.8. STABILITY historical damage and be so costly that there is no
ship should be able to stay afloat in such a condition as to
resources left for sailing the ship. See more in my
allow all persons on board to evacuate the ship.
comments about the Perform Reqiurements (b) in II‐1.8
Stability, how to compensate for this.
NOTE: Perform Reqiurements b1 and b2 in II‐1.8 Stability
can be regarded as recommendations. ADD: b.3. T‐ships
without constructive damage stability shall compensate for
this, and instead of b.1. or b.2. or (c) be equipped with an
emergency bilge pump. This device shall placed in a
position above main deck and have a with capacity to
Performance Requirements: (b) Following a flooding
power a pump with at least the same capacity as the
incident within the watertight zone in contact with the
II‐1.8. STABILITY ordinary bilge pump system. It shall be possibly to reach
shell, the ship should remain afloat and retain suitable
and use the pump in all necessary spaces inside the hull
stability:
and easy to rinse the hoses to prevent pumping failure.
This pump can be included in the II‐1.12. EMERGENCY
POWER SOURCE system if above mentioned performance
requirments are meet. This pump can also be used an
emergency fire fighting water pump if it fulfill the
regulations in II‐2.7 b, c.
II‐1.10.
PROTECTION OF Performance Requirements:(b) Means should be provided ADD: (c )Means shall be taken to prevent persons from
PERSONS ON to protect all persons on board from falling overboard. falling aloft (for example when working in sailing ship rig).
BOARD
Performance Requirements: (b) It should be possible to
II‐1.11. control the main functions of the propulsion machinery ADD: (b) For T‐ships, main functions can be controlled from
PROPULSION (mechanical, electrical, etc.) from the bridge, including the engine room if the engine room is regarded as full time
AND STEERING speed and direction of thrust, at any value of list and trim manned.
within the intended operational conditions.
Performance Requirements: (e) The following exposed
surfaces should have low‐flame spread characteristics: 'e.1.
corridors and stairways forming part of an escape route;
e.2. ceilings and linings in accommodation spaces, service Regulation II‐2. 3 e, f, g must be regarded as a
spaces and control stations. (f) Combustible material, RECOMMENDATIONS: Many T‐ships are build in wood
II‐2.2. FIRE
where installed, should have a limited calorific value. Such and/or have wood interior and all this is a important part of
GROWTH
a limit should depend on the construction material of the the historical value. To compensate for this see also my
ship, but in no case should be higher than 45MJ/m2. (g) The comments under II‐2.7. FIRE‐FIGHTING.
maximum fire load in each space should be limited in
accordance with MSC.1/Circ. 1003 or other equivalent
standard.
Performance Requirements: (a) Paints, varnishes and other
II‐2.3. SMOKE
finishes used on exposed interior surfaces should not be NOTE: See my recommendations under II‐2.2 Fire Growth,
GENERATION
capable of producing excessive quantities of smoke and perform Requirements e, f, g.
AND TOXICITY
toxic products.
Performance Requirements: (a) Fire detection means
II‐2.4. FIRE ADD. Also special concern shall be taken to spaces that
should be provided in high fire risk spaces and spaces
DETECTION AND cannot fullfill the "Perform Requirements" in regulation II‐
classified as requiring high fire protection in accordance
ALARM 2. 3 e, f, g.
with point II‐2.5(a).
Performance Requirements: (e) Where materials other
than steel are used in the thermal boundaries, the
insulation should be such that the structural core does not NOTE: It can be possible insulate wood bulkheads to reach
II‐2.5. reach a temperature such that it loses its structural SPF but not a wood shell (hull and deck plankings) since it
STRUCTURAL FIRE properties during the SFP time. For example, for will start to get rotten in a short time. See more about how
PROTECTION aluminium the temperature to be considered is 200 oC. to compensate for this in "Perform Requirments" (e) II‐2.7
(f) For non‐steel ships, every limit of a high fire risk space about Fire Fighting.
in contact with the shell should be provided with a thermal
boundary.
NOTE: If SFP is 60min the calculated maximum evacuation
time will be 17,5min and if SFP is 30min evacuation
Performance Requirements: The evacuation time calculated time will be 7,5min. In a practical test for
II‐2.6.
expressed in minutes should be below the following passenger ship LUX‐SBIJ, 24m it took 8min to evacuate 200
EVACUATION
value: Maximum time = (SFP‐7)/3. Where SFP is the (adult and not disabled) passengers (and launching and
TIME
structural fire protection time in minutes. hauling the 2 life rafts took another 8 minutes). So I assume
it shall not take longer time for a well trained T‐ship crew
to evacuate 100 persons?
Performance Requirements: (b) At least two water fire
pumps should be installed in the ship, one of them NOTE: Swedish T‐ships normally only have one water fire
powered from the emergency power source (emergency pump. But those who have an emergency generator/pump
II‐2.7. FIRE‐
fire pump). (c) The emergency fire pump and its suction above deck (according to my sudgestion under II‐1.8.
FIGHTING
should be located in a space separate from those with Stability, performance requirments (b)) can normally use
other fire pumps and separated with a thermal barrier this solution as an emergency fire pump.
from propulsion machinery spaces.
ADD: Sprinkler can also be recommended to install in all
Performance Requirements: (e) Automatic sprinkler spaces in the T‐ships that cant fullfill the "Perform
II‐2.7. FIRE‐
systems should be located in sleeping accommodation Requirments" in II‐2.5 about Structural Fire Protection. This
FIGHTING
spaces. installation will fullfill the Performance Requirments (d) in
II‐2.7. Fire‐fighting.
Functional Requirments: Persons on board should be able
QUESTION: Some T‐ships and alot of other ships have their
II‐2.8. MEANS OF to reach a survival system through accessible escape
life jackets placed below deck or inside deckhouses, shall
ESCAPE routes, that are visibly marked, clear of obstacles and
this be acceptable or not?
protected from fire and flooding.
Performance Requirements: (c)c.5. be wide enough to QUESTION: Some T‐ships secondary escape route is not
II‐2.8. MEANS OF allow the free movement of persons on board, including suitable for disabled och persons on strechers. This might
ESCAPE persons wearing protective equipment, transportation of be common on other ships also, shall this be acceptable or
persons on stretchers and disabled persons. how to handle this?
Performance Requirements: (a) Each ship should carry
COMMENT: This reguirement is coming from EU directive
survival systems distributed throughout the ship with
for passenger vessels above 24 metres. I think this is
III.4. sufficient capacity, such that, in the event that any one
"overkill" for T‐ships if it shall be combined with the
EVACUATION survival system is lost or rendered unserviceable, the
requirments in (b), see more about this in my comments
remaining survival systems can accommodate the total
for (b) below.
number of persons the ship is certified to carry.
QUESTION: This performance requirment is normal for
Performance Requirements: (b) The distribution, cargo ships for reasonable safety for the crew. Since alot of
III.4. deployment arrangements and capacity of the survival T‐ships are used as sail training vessels and all persons
EVACUATION systems should allow all persons that the ship is certified onboard are "more or less" regarded as "crew" I sudgest
to carry to be accommodated on either side of the ship.11 that this is mandatory instead of the perfomance
requirments in (a). What do you think?
Best regards
Gustaf Dillner
Ship, Tonnage and Rafting Surveyor
Civil Aviation and Maritime Department
Phone direct: +46 10 49 53354
-------------------------------------------------
Swedish Transport Agency
Box 1299, 164 29 Kista, Sweden
transportstyrelsen.se
Phone: +46 771-503 503
Council of the
European Union
Brussels, 28 February 2019
(OR. en)
6930/19
Interinstitutional File:
2018/0159(NLE) LIMITE
MAR 51
NOTE
From: General Secretariat of the Council
To: Delegations
No. prev. doc.: 6632/19 MAR 41
No. Cion doc.: 9113/18 MAR 67 + ADD 1
Subject: Proposal for a COUNCIL RECOMMENDATION on safety goals and
functional requirements for passenger ships below 24 meters in length
In view of the Shipping Working Party meeting on 6 March 2019, delegations will find attached a
Presidency compromise proposal.
Changes compared to the previous document are indicated in bold (added text) or strikethrough
(deleted text).
General scrutiny reservation: all delegations.
6930/19 AV/pl 1
TREE.2.A LIMITE EN
ANNEX
2018/0159 (NLE)
Proposal for a
COUNCIL RECOMMENDATION
on safety goals and non-binding functional requirements for passenger ships below 24 meters
in length
THE COUNCIL OF THE EUROPEAN UNION,
Having regard to the Treaty on the Functioning of the European Union, and in particular Article 292
and Article 100(2) thereof,
Having regard to the proposal from the European Commission,
Whereas:
(1) Directive (EU) 2017/2108 of the European Parliament and of the Council1 which was
adopted on 15 November 2017 excluded passenger ships below 24 meters in length (‘small
passenger ships’) made of steel or an equivalent material from the scope of Directive
2009/45/EC of the European Parliament and of the Council2 following the recommendations
of the Regulatory Fitness and Performance Programme (REFIT) fitness check on EU
passenger ship safety legislation3. This amendment will be applicable from
21 December 2019.
1 Directive (EU) 2017/2108 of the European Parliament and of the Council of 15 November
2017 amending Directive 2009/45/EC on safety rules and standards for passenger ships (OJ
L 315, 30.11.2017, p. 40).
2 Directive 2009/45/EC of the European Parliament and of the Council of 6 May 2009 on
safety rules and standards for passenger ships (OJ L 163, 25.6.2009, p. 1).
3 COM(2015) 508.
6930/19 AV/pl 2
TREE.2.A LIMITE EN
(2) The fitness check has shown that the prescriptive requirements of Directive 2009/45/EC
which derived from the 1974 International Convention for the Safety of Life at Sea (the
‘1974 SOLAS Convention’) have proven difficult to adapt to small passenger ships. In the
absence of specific safety concerns and adequate standards provided by Directive
2009/45/EC, ships below 24 m in length, except for high-speed passenger craft, have been
therefore excluded from the scope of that Directive.
(3) Small passenger ships are built mainly from materials other than steel and the vast majority
of this fleet is therefore already certified under national legislation. Member States have
different approaches to regulating the safety of small passenger ships, which leads to
differences in safety rules and standards. Such divergence constitutes an important challenge
especially for smaller ship-owners in the Union, who rely on the second-hand market of
small passenger ships. This has been confirmed by the results of the open consultation, with
the majority of respondents being micro or small enterprises. The consultation has shown
that a more common approach to safety rules for small passenger ships could have a positive
impact on the functioning of the internal market in this field.
(4) An internal market for recreational craft was established by Directive 94/25/EC of the
European Parliament and of the Council4, harmonising safety characteristics of recreational
craft in all Member States and removing thereby obstacles to trade therein between Member
States. There is, however, no such internal market established for small passenger ships.
(5) The fitness check recommended a performance standards framework as the only approach
that would be proportionate and could generate added value at Union level. Such an
approach would leave a degree of freedom to adjust to local circumstances, where necessary,
and promote innovative designs, subject to verification that the required safety level is met.
In comparison to a prescriptive regulatory framework, it would better reflect the wide
variety of designs, materials and operation of small passenger ships, as well as the fact that
Member States are better placed to assess the local limitations on navigation for small
passenger ships in terms of distance to coast or port and weather conditions.
4 Repealed and replaced by Directive 2013/53/EU of the European Parliament and of the
Council of 20 November 2013 on recreational craft and personal watercraft (OJ L 354,
28.12.2013, p. 90).
6930/19 AV/pl 3
TREE.2.A LIMITE EN
(6) The safety goals and non-binding functional requirements annexed to this Recommendation
are based on such performance standards framework, as well as the existing international,
Union and national experience. They have been developed jointly with Member States'
experts and stakeholders and could, if embraced by Member States and further developed,
provide a reference for passengers sailing domestically on those ships in Union waters. They
could facilitate access for Union manufacturers and operators to the wider Union market as
well. Further developments of the framework should take into consideration passenger
interests.
(7) This Recommendation includes safety goals and non-binding functional requirements
which are better adapted to small passenger ships. Member States should therefore be
invited to guide themselves by the safety goals and non-binding functional requirements
annexed in this recommendation, in view of achieving a more common approach towards
safety rules applicable to small passenger ships.
HAS ADOPTED THIS RECOMMENDATION:
1. Member States are invited to pave the way towards a more common approach to safety
rules for passenger ships below 24 meters in length (‘small passenger ships’) that operate
on domestic voyages within the Union waters and are neither recreational craft as defined
in Article 3(2) of Directive 2013/53/EU nor passenger ships falling within the scope of
Article 3(1) of Directive 2009/45/EC, as amended by Directive (EU) 2017/2108 and
applicable from 21 December 2019.
2. To that effect it is recommended that, from 21 December 2019, Member States, on a
voluntary basis:
(a) guide themselves, where relevant, by the safety goals and non-binding functional
requirements for small passenger ships set out in the Annex;
(b) support further analytical work with a view to identify and further assess the goals and
requirements referred to in point (a) within the performance based framework, and to
identify and assess possible alternative forms of their verification and implementation.
This analysis should include assessment of the wide variety of passenger ship types
and sizes, materials of construction and operating conditions;
6930/19 AV/pl 4
TREE.2.A LIMITE EN
(c) encourage the involvement of stakeholders, including passenger representatives, in such
process.
3. This Recommendation is without prejudice to national safety rules applicable to
passenger ships below 24 m in length and does not interfere with the right of Member
States to define safety rules applicable to small passenger such ships referred to in point 1.
Done at Brussels,
For the Council
The President
6930/19 AV/pl 5
TREE.2.A LIMITE EN
ANNEX
Small Passenger Ship Guide
I GENERAL PROVISIONS
I.1. DEFINITIONS
Unless stated otherwise, for the purposes of this non-binding Guide the definitions in
Directive 2009/45/EC apply.
The following definitions also apply:
(a) ‘survival systems’ means systems independent from the parent ship which can
accommodate all persons on board to protect them from hazards to life or health in case the
ship needs to be evacuated;
(b) ‘evacuation time’ means time needed to place all persons on board in survival systems.
I.2. SCOPE
This Guide concerns newly built passenger ships with a full deck of less than 24 meters in length,
when engaged on domestic voyages.
This Guide does not concern passenger ships which are:
(i) ships of war and troopships;
(ii) sailing ships;
(iii) ships not propelled by mechanical means;
(iv) pleasure yachts;
(v) ships exclusively engaged in port areas;
(vi) offshore service ships;
(vii) tenders;
6930/19 AV/pl 6
ANNEX TREE.2.A LIMITE EN
(viii) high speed craft;
(ix) traditional ships;
(x) cable ferries; or
(xi) wooden ships of primitive build.
I.3. GOALS
The main goals of this Guide are the following:
(1) The design, construction and maintenance of the ship and its systems should ensure safety
at sea, prevention of human injury or loss of life, and avoidance of damage to the
environment, in particular, to the marine environment, and to property.
(2) Fire should be prevented, detected, contained and extinguished whilst maintaining essential
safety systems during and after the outbreak of a fire.
(3) Reduction of the risk to life, the ship, its cargo and the environment due to fire.
(4) Save and sustain human life during and after an emergency situation, including a potential
evacuation of the ship.
(5) Ensure effective communications and transmission and reception of distress alerts.
(6) Ensure safe navigation.
I.4. OPERATIONAL CONDITIONS
(1) The intended operational conditions (both parameters and limitations) and plying limits
should be defined for each ship. Those conditions would determine the standards that the
ship should meet.
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(2) A ship should only operate within its intended operational conditions that should be
reflected in the official documentation of the ship.
I.5. SAFETY MANAGEMENT SYSTEM
Each ship should be subjected to a continuous safety management system adapted to the operations
undertaken. The safety management system should ensure safety at sea, prevention of human injury
or loss of life, and avoidance of damage to the environment, in particular, to the marine
environment, and to property.
I.6. TRANSPORTATION OF CARGO
Where transportation of cargo and dangerous goods is permitted by national legislation for the
passenger ships falling under the scope of this Guide, the following principles should be considered:
(1) Cargo transported on ships should be handled in such a way that the safety of those on
board, the ship and its surroundings is not jeopardised.
(2) Cargo should be stowed and secured in such a way that the risk of the cargo shifting during
transportation is minimised. Cargo areas, load carriers and cargo securing arrangements
should be designed and maintained so that they can absorb the forces that can arise as a
result of acceleration during transportation.
(3) Dangerous goods should be transported in such a way that the safety of those on board, the
ship and its surroundings is not jeopardised and so that the impact on the surrounding
environment is minimised.
I.7. TECHNICAL INNOVATION
Where an innovative solution implies additional hazards to those identified in this Guide, specific
measures should be taken to address those hazards.
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I.8. SHIPBORNE MARINE EQUIPMENT
Save for the areas covered by Union product harmonisation legislation insofar as it is applicable to
shipborne marine equipment5, marine equipment installed on passenger ships falling under the
scope of this Guide should comply with the requirements of Directive 2014/90/EU of the European
Parliament of the Council6. In exceptional, duly justified circumstances, where the competent flag
State administration permits the installation of equipment which does not comply with the
requirements of that Directive, it should ensure that such equipment provides an equivalent level of
safety in the intended operational conditions.
5 It should be recalled that Union harmonisation legislation regarding product safety applies to
certain shipborne marine equipment, in particular, Directive 2014/53/EU of the European
Parliament and of the Council of 16 April 2014 on the harmonisation of the laws of the
Member States relating to the making available on the market of radio equipment and
repealing Directive 1999/5/EC (OJ L 153, 22.5.2014, p. 62).
6 Directive 2014/90/EU of the European Parliament and of the Council of 23 July 2014 on
marine equipment and repealing Council Directive 96/98/EC (OJ L 257, 28.8.2014, p. 146).
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II-1 CONSTRUCTION, STABILITY, SHIP CONTROL AND POWER INSTALLATIONS
II-1.1. STRUCTURAL STRENGTH
Functional Requirements
The ship structure should be designed, constructed and maintained to provide the required strength
to withstand the loads and stresses that the ship will be subject to in the intended operational
conditions.
Hazards Addressed
Structural failure due to insufficient scantlings for the loads and stresses that the ship will be subject
to.
Performance Requirements
The design, construction and maintenance of the structure should comply with the standards
specified for classification by the rules of a recognised organisation, or equivalent rules used by an
Administration of the flag State, in accordance with Regulation (EC) No 391/2009 of the European
Parliament and of the Council7.
II-1.2. ANCHORING
Functional Requirements
A ship should be capable of being held at the sea-bed without the use of power.
Hazards Addressed
Loss of control –the ship could drift freely, potentially resulting in collision or grounding8.
Performance Requirements
Means should be provided to allow holding the ship at the sea-bed independently of the availability
of power or propulsion, or both.
7 Regulation (EC) No 391/2009 of the European Parliament and of the Council of 23 April
2009 on common rules and standards for ship inspection and survey organisations (OJ L
131, 28.5.2009, p. 11).
8 It is acknowledged that holding the ship at sea bed cannot be guaranteed at any situation. It
will depend on many factors like type of ground, sea depth, environmental conditions, etc.
but in appropriate circumstances it could mitigate the free drifting of a ship.
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II-1.3. MOORING
Functional Requirements
A ship should be capable of being moored and, afterwards, without the use of power, remain
secured alongside the pier or any other mooring site.
Hazards Addressed
• Free drifting of the ship in port.
• Breaking of mooring elements.
• Safety of persons embarking and disembarking.
Performance Requirements
(a) Means should be provided to allow securing the ship alongside the pier or any other
mooring site, independently of the availability of power or propulsion, or both.
(b) The weakest element in the respective system should be capable of withstanding the
expected loads when the ship is moored alongside.
(c) It should be ensured that the ship is maintained in position while passengers are embarking
or disembarking.
II-1.4. TOWING SYSTEM
Functional Requirements
Facilities should be provided to allow the ship to be towed.
Hazards Addressed
Loss of control – it must be possible to tow the ship in case of loss of propulsion or steering, or
both.
Performance Requirements
The strength of the system should be sufficient to withstand towing loads under the worst case
operational conditions.
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II-1.5. TANKS
Functional Requirements
Tank arrangements should be designed and liquids should be stored in such a way that damage to
the persons on board and to the ship is prevented.
Hazards Addressed
• Explosion due to concentration of dangerous gases in tanks.
• Spill of liquids stored in tanks.
• Structural damage due to over-pressurisation of tanks.
• Loss of power: entry of water into tanks containing fuel or lubrication oil, causing the
failure of propulsion or power generation.
Performance Requirements
(a) Arrangements to prevent the ignition of vapours in a tank should be put in place.
(b) It should be possible to determine the level of fluid in a tank and in inaccessible void
spaces.
(c) Arrangements to prevent under or overpressure should be put in place.
(d) The entry of rain or sea water into tanks containing fuel or lubrication oil should be
prevented even if arrangements to prevent overpressure or ignition of vapours are broken.
(e) Safe tank entry should be provided where necessary.
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II-1.6. EMBARKING AND DISEMBARKING9
Functional Requirements
Passengers and crew should be able to embark safely on the ship and disembark safely from the
ship.
Hazards Addressed
• Injuries to persons while embarking or disembarking.
• Persons being injured by vehicles while embarking or disembarking.
Performance Requirements
(a) Means should be provided to avoid passengers and crew being injured when embarking or
disembarking, with particular attention to the possibility of falling between the ship and the
pier or any other mooring site.
(b) The floor used for embarking and disembarking should be slip resistant, especially when
wet.
(c) Pedestrians should be separated from vehicular traffic.
(d) Embarking and disembarking facilities for passengers with reduced mobility should be
designed for their specific needs.
II-1.7. FREEBOARD
Functional Requirements
(1) The ship should have sufficient freeboard and bow height for the intended operational
conditions:
1.1. To provide a reserve of buoyancy.
1.2. To prevent excessive shipping of seas.
(2) The structural strength and stability of the ship should be sufficient for the draught
corresponding to the freeboard assigned.
9 Shore-based systems are not covered.
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Hazards Addressed
• Sinking or capsizing.
• Structural damage due to overloading.
Performance Requirements
(a) The ship should, in the intended operational conditions, have a freeboard which:
a.1. allows the ship to remain afloat with a reserve of buoyancy;
a.2. prevents that shipping of seas impairs the ship buoyancy, particularly in the fore part.
(b) The draught corresponding to the freeboard assigned (maximum draught) should be
marked in such a way that it is visible to an external observer.
(c) The fore and aft draughts should be marked in such a way that they are visible to an
external observer.
(d) It should be verified that the structural strength and stability are sufficient for the loading
condition corresponding to the freeboard assigned (maximum draught).
II-1.8. STABILITY
Functional Requirements
(1) The ship should have a resistance to inclination so as to prevent capsize when disturbed
and, sufficient restoring energy to return to upright once the disturbance is removed, in the
intended operational conditions.
(2) Following a flooding incident within the watertight zone in contact with the shell, the ship
should be able to stay afloat in such a condition as to allow all persons on board to
evacuate the ship.
Hazards Addressed
• Sinking or capsizing in intact condition
• Sinking or capsizing in a damage condition.
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Performance Requirements
(a) At the foreseen loading conditions, the ship should, in the intended operational conditions
of wave and wind:
a.1. resist roll or list caused by a disturbance;
a.2. return to upright from a roll or list caused by a disturbance, subsequent to the
removal of the disturbance.
(b) Following a flooding incident within the watertight zone in contact with the shell, the ship
should remain afloat and retain suitable stability:
b.1. at an angle compatible with the deployment of the relevant survival systems as
indicated in chapter III.
b.2. at an angle compatible with the possibility of passengers to move through the ship.
(c) When calculating the condition at which the ship will remain afloat and retain suitable
stability following damage, the heeling moments that will occur linked to this situation in
terms of passenger location, deployment of life-saving appliances and weather and sea
state conditions should be also considered.
II-1.9. WATER AND WEATHER TIGHTNESS
Functional Requirements
The ship should be designed to provide a level of water and weather tightness which protects the
ship against breaking seas and ingress of water which could jeopardise the buoyancy or stability, in
the intended operational conditions.
Hazards Addressed
Sinking or capsizing due to the unintended accumulation of water inside the ship.
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Performance Requirements
(a) The ship should have watertight and weathertight boundaries to prevent the accumulation
of water in spaces which could jeopardise the designed stability or buoyancy parameters in
the intended operational conditions.
(b) All ships should be designed with a level below which it should be watertight in the
intended operating conditions: watertight level.
(c) The external ship’s structure and fittings should be weathertight above the watertight level
until, at least, the next deck or level.
(d) The fore region of the ship should provide watertight protection to the remainder of the
ship from the consequences of a collision.
(e) A system capable of removing accumulated liquid from any watertight space in the
intended operational conditions should be fitted. In machinery spaces, a high-level alarm
system should be provided.
(f) All exposed decks should be free draining.
II-1.10. PROTECTION OF PERSONS ON BOARD
Functional Requirements
Any system, equipment or fitting installed on the ship should be designed and installed in such a
way that it does not cause injury to any person on board.
Hazards Addressed
Injury to persons on-board.
Performance Requirements
(a) Persons on board should be protected from all the following:
a.1. moving parts;
a.2. hot elements;
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a.3. parts which could cause an electrical shock;
a.4. slippery surfaces;
a.5. excessive noise and vibration levels;
a.6. elements under load;
a.7. toxic substances.
(b) Means should be provided to protect all persons on board from falling overboard.
II-1.11. PROPULSION AND STEERING
Functional Requirements
It should be possible to control the speed and course of the ship in the intended operational
conditions, including potential failure scenarios.
Hazards addressed
Inability to manoeuvre due to lack of propulsion or steering capability, potentially resulting in
collision or grounding.
Performance Requirements
(a) Redundancy of propulsion and steering equipment, including any auxiliary services, should
be provided taking into account the ship size and the operational area.
(b) It should be possible to control the main functions of the propulsion machinery
(mechanical, electrical, etc.) from the bridge, including speed and direction of thrust, at any
value of list and trim within the intended operational conditions.
(c) Operational indicators which provide an early alert of any failure mode of the propulsion
or steering should be available to the master in the bridge.
(d) Failure modes which could leave the ship without control of propulsion or steering should
be indicated by a visible and audible alarm in the bridge and, if manned, in the relevant
machinery space.
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(e) It should be possible to have local control of speed and steering.
(f) Means of communicating orders from the bridge to the local control positions for
propulsion and steering should be provided.
(g) It should be possible to start and stop the main propulsion system and operate it, from a
dead ship position, without recourse to external power sources.
(h) The design, construction and maintenance of the main and auxiliary machinery needed to
control the speed and course of the ship should comply with the standards specified for
classification by the rules of a recognised organisation, or equivalent rules used by an
Administration of the flag State, in accordance with Regulation (EC) No 391/2009.
II-1.12. EMERGENCY POWER SOURCE
Functional Requirements
Essential safety systems should be powered from, at least, two different power sources independent
from each other, one of them, the emergency power source, being exclusively dedicated to essential
safety systems.
Hazards addressed
• Essential safety systems failing due to lack of power.
• Failure in starting or operating emergency power sources due to temperature or list and
trim conditions.
Performance Requirements
(a) The emergency power source should be activated automatically in case of failure of the
other power sources feeding essential safety systems.
(b) The emergency power source and associated distribution system should be placed in such a
way that the system does not fail in the event of fire, ingress of water or other accident
affecting the other power sources feeding essential safety systems.
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(c) The essential safety systems are, when fitted, all the following:
c.1. drainage equipment;
c.2. fire detection equipment;
c.3. emergency firefighting pump and, where relevant, sprinkler systems;
c.4. the necessary communication equipment to alert all the persons on-board, to alert and
talk with search and rescue services and transmit active signals which allow the
localisation of the ship;
c.5. alarms and alerts;
c.6. navigation lights and necessary equipment to maintain navigational functions;
c.7. emergency lighting including that necessary for escape routes;
c.8. any other system needed to allow all persons on board to evacuate the ship.
(d) The essential safety systems should be maintained for, at least, the time expected to receive
assistance or rescue from external means.
(e) The emergency power sources should:
e.1. operate efficiently at any list and trim within the intended operational and
foreseeable damage conditions and
e.2. be capable of being readily operated at any temperature within the intended
operational conditions.
(f) The design, construction and maintenance of the emergency power sources and their
distribution system should comply with the standards specified for classification by the
rules of a recognised organisation, or equivalent rules used by an Administration of the
flag State, in accordance with Regulation (EC) No 391/2009.
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II-2 FIRE SAFETY
II-2.1. IGNITION
Functional Requirements
(1) The ignition of combustible materials and flammable liquids, gases and vapours should be
prevented.
(2) Combustible materials, flammable liquids and areas where flammable gasses or vapours
can accumulate should be identified as well as potential ignition sources such as batteries
for propulsion.
Hazards addressed
Ignition of combustible material or flammable liquids and gases and vapours.
Performance Requirements
(a) Means should be provided to avoid and control leaks of flammable liquids.
(b) Means should be provided to limit the accumulation of flammable gases and vapours.
(c) Ignition sources should be separated from combustible materials, flammable liquids and
gases.
(d) Flammable liquids and gases should be stored in dedicated spaces.
(e) Additional safety measures should be taken, including the use of the International Code of
Safety for Ships using Gases or other Low-flashpoint Fuels (IGF Code), if a fuel with a
flashpoint below 60°C is used.
II-2.2. FIRE GROWTH
Functional Requirements
(1) Means of control for the air supply to every enclosed space should be provided.
(2) Means of control to stop the flow of flammable liquids should be provided.
(3) The fire load of the spaces on board should be limited.
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Hazards addressed
Spread of fire.
Performance Requirements
(a) It should be possible to close all ventilation ducts of spaces with high fire risk and of
spaces that require high fire protection from a position outside the space.
(b) It should be possible to stop any powered ventilation from a position outside the space
where the ventilation is installed.
(c) The ventilation of the accommodation spaces should be independent of the ventilation
from any space with high fire risk.
(d) Means of control should be provided for stopping any system using flammable liquids, e.g.
fuel pumps, lubricating oil pumps, thermal oil pumps and oil separators (purifiers).
(e) The following exposed surfaces should have low-flame spread characteristics:
e.1. corridors and stairways forming part of an escape route;
e.2. ceilings and linings in accommodation spaces, service spaces and control stations.
(f) Combustible material, where installed, should have a limited calorific value. Such a limit
should depend on the construction material of the ship, but in no case should be higher
than 45MJ/m2.
(g) The maximum fire load in each space should be limited in accordance with MSC.1/Circ.
1003 or other equivalent standard.
II-2.3. SMOKE GENERATION AND TOXICITY
Functional Requirements
The quantity of smoke and toxic products released from materials during fire, including surface
finishes, should be limited.
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ANNEX TREE.2.A LIMITE EN
Hazards addressed
Danger to life from smoke and toxic products generated during a fire in spaces where persons have
access.
Performance Requirements
(a) Paints, varnishes and other finishes used on exposed interior surfaces should not be capable
of producing excessive quantities of smoke and toxic products.
(b) Primary deck coverings, if applied within accommodation and service spaces and control
stations, should be of approved material which should not give rise to smoke or toxic or
explosive hazards at elevated temperatures.
II-2.4. FIRE DETECTION AND ALARM
Functional Requirements
Fixed fire detection and fire alarm system installations should be suitable for the nature of the
space, fire growth potential and potential generation of smoke and gases.
Hazards addressed
Non-detection of a fire on board at an early stage as to provide enough time for fire extinguishing or
safe abandonment, or both.
Performance Requirements
(a) Fire detection means should be provided in high fire risk spaces and spaces classified as
requiring high fire protection in accordance with point II-2.5(a).
(b) Fire detection means should provide a signal in the bridge in case of fire. Such a signal
should be accompanied with an audible alarm.
(c) If the audible alarm in the bridge is not acknowledged in a reasonable time, then it should
be audible in every space of the ship where crew has access.
(d) The alarm level sound should be adjusted according to the level of noise on the ship in
normal operation, so that it can be perceived by the crew.
(e) It should be possible to identify the space where the fire has been detected.
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II-2.5. STRUCTURAL FIRE PROTECTION
Functional Requirements
(1) Fires should be contained in the space of origin, so as to provide sufficient time for fire
extinguishing or for all persons on board to evacuate the ship, or for both.
(2) Each ship should be subdivided by thermal and structural boundaries.
Hazards addressed
Persons on board injured by a fire before they reach a survival system.
Performance Requirements
(a) The spaces on board should be classified as follows:
a.1. Spaces with high fire risk, including:
• spaces containing internal combustion machinery;
• ro-ro spaces;
• spaces containing flammable liquids;
• certain high capacity electrical battery compartments.
a.2. Spaces that require high fire protection, including:
• escape routes, including stairways and corridors;
• control stations;
• accommodation spaces;
• assembly and embarkation spaces;
• propulsion and steering machinery spaces;
• compartments used for electrical energy conversion, distribution and storage
equipment (batteries).
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(b) Between a space with high fire risk and a space that requires high fire protection there
should be thermal boundary(ies) providing structural fire protection (SFP).
(c) The SFP of the thermal boundary should avoid the passage of flame and smoke for 60
minutes as a general rule. This time could be decreased as a function of the evacuation
time calculated in accordance with point II-2.6, but should in no case be lower than 30
minutes.
(d) In thermal boundaries made of steel the average temperature of the unexposed side should
not rise more than 140 °C above the original temperature, nor should the temperature, at
any one point, including any joint, rise more than 180 °C above the original temperature
during the SFP time when subject to the standard fire test.
(e) Where materials other than steel are used in the thermal boundaries, the insulation should
be such that the structural core does not reach a temperature such that it loses its structural
properties during the SFP time. For example, for aluminium the temperature to be
considered is 200 oC.
(f) For non-steel ships, every limit of a high fire risk space in contact with the shell should be
provided with a thermal boundary.
(g) The fire protection of the ventilation ducts should be the same as that of the space where
they are installed.
II-2.6. EVACUATION TIME
Functional Requirements
The time needed to evacuate the ship should be calculated10 or demonstrated on board, or both, for
each ship.
Hazards addressed
Fatalities or injuries in case of an emergency requiring the evacuation of the ship.
Performance Requirements
(a) In determining the evacuation time, all means of escape should be considered serviceable.
10 MSC.1/Circ.1533 and MSC.1/Circ.1166, as amended, could serve as reference for the
calculation concept.
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(b) The evacuation time expressed in minutes should be below the following value:
Maximum time = (SFP-7)/3
Where SFP is the structural fire protection time in minutes.
II-2.7. FIRE-FIGHTING
Functional Requirements
Fires should be suppressed and extinguished in the space of origin.
Hazards addressed
Spread of fire.
Performance Requirements
(a) It should be possible to reach each space of the ship where persons have access and open
decks with a jet of water with an effective pressure and a capacity adapted to the ship
under consideration.
(b) At least two water fire pumps should be installed in the ship, one of them powered from
the emergency power source (emergency fire pump).
(c) The emergency fire pump and its suction should be located in a space separate from those
with other fire pumps and separated with a thermal barrier from propulsion machinery
spaces.
(d) All high fire risk spaces should be provided with a fixed fire-fighting system.
(e) Automatic sprinkler systems should be located in sleeping accommodation spaces.
(f) Portable fire extinguishers should be located in the vicinity of the entrance of spaces with
high fire risk or high fire protection need.
(g) The medium used for either fixed or portable fire-fighting means should:
g.1. be appropriate according to the most likely type of fire to be encountered in the
protected space and
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g.2. not be harmful to the human health unless there are:
• means to ensure that the space can be totally enclosed with any opening being
closed from outside the space; and
• means to ensure that no person is inside the space before starting the relevant fire-
fighting.
II-2.8. MEANS OF ESCAPE
Functional Requirements
Persons on board should be able to reach a survival system through accessible escape routes, that
are visibly marked, clear of obstacles and protected from fire and flooding.
Hazards addressed
Persons on board being unable to leave the ship in case of evacuation.
Performance Requirements
(a) Ships should be provided with at least two different means of escape from each space
normally occupied, eventually leading to embarkation positions.
(b) The two means of escape should be arranged in a way that in any plausible fire scenario
both means of escape would not be blocked.
(c) The means of escape should:
c.1. be provided with handholds;
c.2. not be obstructed;
c.3. be clearly marked, with marks visible in low visibility conditions;
c.4. be provided with illumination powered by two sources of power, one of them being
the emergency source of power; and
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c.5. be wide enough to allow the free movement of persons on board, including persons
wearing protective equipment, transportation of persons on stretchers and disabled
persons.
(d) Plans showing the escape routes should be displayed inside each cabin, if applicable, and
in public spaces.
III LIFE-SAVING APPLIANCES AND ARRANGEMENTS
III.1. GENERAL READINESS OF LIFE-SAVING APPLIANCES
Functional requirements
All life-saving appliances (LSA) should be in a state of continuous readiness independently of
ship’s supplies in the intended operational conditions.
Hazards Addressed
• Injury to the persons on board during normal operations, training, maintenance or
emergency situations.
• Malfunction or delay when using LSA either in a real emergency or during training or
drills.
Performance Requirements
Life-saving appliances should be:
(a) easily accessible;
(b) not obstructed and not locked;
(c) operable and deployed independently of ship's power supplies;
(d) maintained in a state of continuous readiness;
(e) able to operate in the intended operational conditions; and
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(f) able to be deployed at any list or trim within the intended operational and foreseeable
damage conditions.
III.2. PROVISION OF EMERGENCY INFORMATION
Functional requirements
Provide readily available emergency information and instructions to all persons on board depending
on their assignment to life-saving appliances.
Hazards Addressed
Lack of adequate information and instructions to passengers regarding emergency procedures,
potentially causing additional delays, confusion or panic.
Performance Requirements
(a) Information and instructions to all persons on board should be:
a.1. presented in a way that makes it likely to be understood (e.g. style and language);
and
a.2. conspicuously distributed throughout the ship.
(b) Information and instructions regarding emergency procedures, location and use of
equipment, should include at least:
b.1. directions to assembly stations;
b.2. location of LSA; and
b.3. operation and use of LSA.
(c) Instructions for LSA should be readable and understandable in low visibility conditions
(e.g. emergency lighting), and stowage locations for LSA should be clearly marked.
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III.3. COMMUNICATION
Functional requirements
(1) Means should be provided to alert and guide Search and Rescue (SAR) services to the
location of the ship and the survival systems.
(2) Means should be provided to allow the master or crew to communicate simultaneously
with all persons on board during emergencies.
(3) Means should be provided for alerting all persons on board about emergencies.
Hazards Addressed
• Difficulties to be detected by SAR in case of emergency (either the ship or any survival
system at sea).
• Inability to establish effective two-way communication between crew members to support
escape, evacuation and rescue activities.
• Inability to provide in due time effective information and instructions to the persons on
board regarding any emergency.
• Inability to alert persons on board in a timely manner to an emergency situation.
• Delays and organizational failures.
Performance Requirements
(a) The following means should be provided to guide SAR services to the ship and to the
survival systems:
a.1. an electronic signal which can be automatically and remotely detected by SAR
services (including signals emitted by satellite navigation systems such as Galileo);
a.2. a signal which can be perceived visually in the vicinity; and
a.3. a portable communication system for use between the survival systems and SAR.
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(b) Means for internal communication should:
b.1. provide two-way communication between crew members independently of the space
of the ship where they are located;
b.2. provide continuous audible information and instructions in all the spaces where
persons have access.
(c) Means for alerting all persons on board should:
c.1. be audible in all spaces where persons have access; and
c.2. be suitable for verbal communications on board.
III.4. EVACUATION
Functional requirements
(1) Each ship should have assembly stations where all persons on board should be mustered
before being transferred to survival systems.
(2) It should be possible to transfer any person from the assembly station to a survival system
without injury and with “dry feet”, i.e., without the need to enter in the water even for
limited time.
(3) Means for the survivability of all persons after evacuation should be provided.
Hazards Addressed
• Inadequate survival systems which are neither sufficient, suitable nor accessible for all
persons on board.
• Passengers are not properly assembled, causing delays and confusion in evacuation.
• Possibility that certain survival systems may not be available as a result of loss due to fire,
flooding or other damages.
• Damages to the survival systems or to the persons, or both, during launching.
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• Drowning.
• Hypothermia.
Performance Requirements
(a) Each ship should carry survival systems distributed throughout the ship with sufficient
capacity, such that, in the event that any one survival system is lost or rendered
unserviceable, the remaining survival systems can accommodate the total number of
persons the ship is certified to carry.
(b) The distribution, deployment arrangements and capacity of the survival systems should
allow all persons that the ship is certified to carry to be accommodated on either side of the
ship.11
(c) Assembly stations should provide sufficient space for the mustering of all persons on
board.
(d) No person should be expected to jump more than 1 metre in height to the survival system.
For greater heights, a device to facilitate the embarkation should be provided (e.g.
evacuation slide or embarkation ladder).
(e) The launching of the survival system should be carried out without any obstacle or
interference with other structures, especially with the propeller.
(f) Each ship should carry an individual flotation device appropriate for each person on board.
(g) Suitable thermal protection for persons should be provided depending on the operational
conditions.
11 This requirement does not necessarily mean that 100% capacity is needed on each side of
the ship. It is possible to use survival systems which could be deployed from either side of
the ship.
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III.5. RESCUE
Functional requirements
Means should be provided for the recovery of persons from the water.
Hazards Addressed
Inability to recover a person from the water effectively and rapidly, which might cause deterioration
of survivor health or even loss of life.
Performance Requirements
(a) The ship should carry flotation aids that can be launched from the ship to a person in the
water.
(b) The recovery of a person from the water should be carried out either by the ship or by a
dedicated unit.
IV RADIO COMMUNICATIONS
Functional Requirements
(1) The ship should be capable of transmitting and receiving relevant maritime safety
information.
(2) Every ship should be capable of transmitting and receiving distress alerts.
(3) It should be possible to communicate with external assistance means, either aerial or
maritime, during a SAR operation.
Hazards Addressed
• Incapability of receiving and transmitting relevant maritime safety information.
• Lack of communication with external means in case of emergency.
• Incapability of assisting surrounding ships in distress.
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Performance Requirements
Every ship should be capable of:
(a) transmitting ship-to-shore distress alerts;
(b) receiving shore-to-ship distress alerts;
(c) transmitting and receiving ship-to-ship distress alerts (also by means of satellite systems);
(d) transmitting and receiving search and rescue co-ordinating communications;
(e) transmitting and receiving on-scene communications;
(f) transmitting and receiving maritime safety information;
(g) transmitting and receiving general radio communications to and from shore-based radio
systems or networks; and
(h) transmitting and receiving bridge-to-bridge communications.
V NAVIGATION
Functional Requirements
The ship should be designed, constructed, equipped and maintained so that, while at sea, it can:
(1) be independently navigated; and
(2) provide alerts to the crew of all navigation hazards, fixed or mobile.
Hazards Addressed
• Collisions and groundings.
• Failure to ascertain the position of the ship.
Performance Requirements
(a) Detailed information about the geographical sea area where the ship is operating should be
made available.
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(b) Means should be provided to establish the position, course and speed of the ship (such as
satellite navigation systems including Galileo).
(c) Means should be provided to assist in navigation and in collision avoidance (such as
satellite navigation systems including Galileo).
(d) The bridge configuration should provide adequate all-round visibility for the navigational
watch.
(e) Means should be provided to establish the propeller’s direction of rotation and power
demand and the rudder’s position in relation to the ship’s principal direction.
(f) Means should be provided to determine the water depth.
(g) It should be possible to detect the ship by surrounding ships.
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