CHAPTER 5 MANOEUVRABILITY

Article 5.01 General

Vessels shall display adequate navigability and manoeuvrability¹.  A vessel shall be able to manoeuvre safely in the category of waters for which it is to be certified. Trials should be carried out in conditions representative of typical loaded operations.

Article 5.02 Navigation tests

1. Navigability and manoeuvrability shall be checked by means of navigation tests. The following, in particular, shall be examined:

2. The certifying authority may dispense with all or part of the tests where compliance with the navigability and manoeuvrability requirements is proven in another manner.


Article 5.03 Degree of loading of vessels during navigation tests

1. During navigation tests vessels intended to carry goods shall be loaded to at least 70 % of their cargo capacity, distributed in such a way as to ensure a horizontal attitude as far as possible. If the tests are carried out with a lesser load the approval for downstream navigation shall be restricted to that loading.


Article 5.04 Use of on-board facilities for navigation test

1. During the navigation test all of the equipment which may be normally actuated from the wheelhouse may be used, apart from any anchor.

2. However, during the test involving turning into the current referred to in Article 5.09, where permitted in the area of operation, the anchors may be used.


Article 5.05 Prescribed minimum (forward) speed

1. Vessels shall achieve a speed in relation to the water sufficient to maintain proper control of the vessel in all operational circumstances.

2. The certifying authority may grant exemptions to vessels operating solely in estuaries and ports.


Article 5.06 Stopping capacity

1. Vessels shall be able to stop facing downstream in good time while remaining adequately manoeuvrable.

2. The stopping capacity mentioned above may be replaced by turning capacity providing this is practicable within the operational environment.


Article 5.07 Navigability while going astern

1. Where the stopping manoeuvre required by Article 5.06 is carried out in still water it shall be followed by a navigation test while going astern.


Article 5.08 Capacity for taking evasive action

1. Vessels shall be able to take evasive action in good time.


Article 5.09 Turning capacity

1. Vessels shall be able to turn in good time. That turning capacity may be replaced by the stopping capacity referred to in Article 5.06. The turning capacity shall be proven by means of turning manoeuvres against the current.


CHAPTER 6 STEERING SYSTEM

Article 6.01 General requirements

1. Vessels shall be fitted with a steering system providing at least the manoeuvrability required by Chapter 5 of this standard.

2. Powered steering systems shall be designed in such a way that the rudder cannot change position unintentionally.

3. The steering system as a whole shall be designed for static lists of up to 15 ° and ambient temperatures from - 20° C to + 50° C.

4. The component parts of the steering system shall be robust enough to be able to withstand the stresses to which they may be subjected during normal operation.

5. The steering system shall incorporate a powered drive unit if so required by the forces needed to actuate the rudder.

6. A steering gear with powered drive unit shall be protected against overloads by means of a system that restricts the torque applied by the drive unit.

7. The penetrations for the rudder stock(s) shall be so designed as to prevent the escape of water-polluting lubricants.


Article 6.02 Steering-gear control system

1. If the steering gear has a powered drive unit, it shall be possible to bring a second control system or manual control into use quickly if the steering-control system fails or malfunctions, in order to maintain control of the vessels.

2. If the second drive unit or manual drive unit is not placed in service automatically it shall possible for the helmsman to readily engage it by a simple operation.

3. The second drive unit or manual drive unit shall ensure the manoeuvrability required by Chapter 5 of this regulation to be ensured.


Article 6.03 Steering-system hydraulic drive

1. Where a hydraulic drive unit is fitted for the steering system, it shall be a dedicated system that does not supply any other equipment. Where there are two independent drive units such a connection to one of the two systems is however acceptable if the consumers are connected to the return line and may be disconnected from the drive unit by means of an isolating device.

2. Where there are two hydraulic systems a separate hydraulic reservoir is needed for each of the two systems. Double reservoirs are acceptable, providing in the event of a loss of hydraulic oil from one system it is possible to isolate the damaged system in such a way that the second control system remains fully serviceable. Hydraulic reservoirs shall be fitted with a warning system that monitors any drop in the oil level below the lowest content level needed for reliable operation.

3. The steering actuation does not have to be duplicated if this can be actuated manually or by hand hydraulic drive from the wheelhouse.

4. The dimensions, design and arrangement of the pipework shall as far as possible exclude mechanical damage or damage resulting from fire.

5. As far as hydraulic drive units are concerned no separate pipework system is required for the second unit if independent operation of the two units is guaranteed and if the pipework system is able to withstand a pressure of at least 1.5 times that of the maximum service pressure.

6. Flexible piping is only permitted where its use is essential in order to damp vibrations or to allow freedom of movement of components. It shall be designed to withstand a pressure at least 1.5 times that of the maximum service pressure.


Article 6.04 Power source

1. Steering systems fitted with two powered drive units shall have at least two power sources.

2. If the second power source for the powered drive units is not constantly available while the vessel is under way a buffer device carrying adequate capacity shall provide back up during the period needed for start up.

3. The main electrical power sources for steering gear shall not supply any other equipment i.e it shall have a separate safety device.  


Article 6.05 Manual actuation

1. The hand-operated wheel shall not be driven by a powered drive unit.

2. Regardless of rudder position a kick-back of the wheel shall be prevented when the manual drive unit  is engaged automatically.


Article 6.06 Rudder-propeller, water-jet, cycloidal-propeller, and bow-thruster systems

1. Where the thrust vectoring of rudder-propeller, water-jet, cycloidal-propeller or bow-thruster installations is remotely actuated by electric, hydraulic or pneumatic means, there shall be two actuation systems, each independent of the other, between the wheelhouse and the propeller or thrusters installation which shall meet the requirements of Articles 6.01 to 6.05.

Such systems are not subject to this section if they are not needed in order to achieve the manoeuvrability required by Chapter 5 of this regulation or if they are only needed for the stopping test.

2. Where there are two or more rudder-propeller, water-jet, cycloidal-propeller or bow-thruster installations that are independent of each other the second actuation system is not necessary if the vessel retains the manoeuvrability required by Chapter 5 of this regulation if one of the systems fails.


Article 6.07 Indicators and monitoring devices

1. The rudder position shall be evident from or clearly displayed at the steering position. If the rudder-position indicator is electric it shall have its own power supply, i.e. to be the only item on that fused distribution circuit.

2. The following indicators and monitoring devices shall be provided at the steering position:

where the equipment referred to is fitted on the vessel-

(a) oil level in the hydraulic reservoirs in accordance with Article 6.03, section 2, and service pressure of the hydraulic system;

(b) failure of the electrical supply for the steering control;

(c) failure of the electrical supply for the drive units;

(d) failure of the rate-of-turn regulator;

(e) failure of the required buffer devices.


Article 6.08 Rate-of-turn regulators

1. If fitted the rate-of-turn regulators and their components shall meet the requirements laid down in the appropriate IEC standard.

2. The proper functioning of the rate-of-turn regulator shall be displayed at the steering position by means of a green indicating light.

Any lack of or unacceptable variations in the supply voltage and an unacceptable decrease in the speed of rotation of the gyroscope shall be monitored.

3. Where, in addition to the rate-of-turn regulator, there are other steering systems, it shall be possible to distinguish clearly at the steering position which of these systems has been activated. It shall be possible to shift from one system to another immediately. The rate-of-turn regulator shall not have any influence on these other steering systems.

4. The electricity supply to the rate-of-turn regulator shall be independent of that for the other power consumers, i.e. it shall have a separate safety device.  

5. The gyroscopes, detectors and turn displays used in the rate-of-turn regulators shall meet the minimum requirements of the minimum specifications and test conditions concerning rate-of-turn displays for inland waterways as laid down in annex VIII of the EU Directive 82/714/EEC.  


Article 6.09 Acceptance procedure

1. The compliance of the installed steering system shall be checked by the certifying authority. They may, for this purpose, request the following documents, which shall be retained by the owner:

(a) description of the steering system;

(b) drawings and information on the drive units and steering controls;

(c) information concerning the steering gear;

(d) electrical wiring diagram;

(e) description of the rate-of-turn regulator;

(f) operating instructions for the steering system.

2. Operation of the entire steering system shall be checked by means of a navigation test. If a rate of turn regulator is installed, it shall be checked that a predetermined course can be reliably maintained by the rate-of-turn regulators and that bends can be negotiated safely.

CHAPTER 7 WHEELHOUSE

Article 7.01 General

1. Wheelhouses shall be arranged in such a way that the helmsman may at all times perform his task while the vessel is under way.

2. Under normal operating conditions sound pressure generated by the vessel itself and measured at the steering position shall not exceed 70 dB(A).


Article 7.02 Unobstructed view

[1. There shall be an adequately unobstructed view in all directions from the steering position.

2.The area of obstructed vision for the helmsman ahead of the vessel in an unladen state with half of its supplies but without ballast shall not exceed two vessel lengths or 250m, whichever is less, to the surface of the water over an arc from abeam on either side through right ahead of the vessel.

Optical and electronic means for reducing the area of restricted vision may not be taken into account during the inspection.

To further reduce any area of obstructed vision, only suitable electronic devices shall be used.

3. The helmsman’s field of unobstructed vision at his normal position shall be at least 240° of the horizon and at least 140° within the forward semicircle.

No window frame, post or superstructure shall lie within the helmsman’s usual axis of view.

Even in the case where a field of unobstructed vision of 240° of the horizon is provided the inspection body may require other measures and in particular the installation of suitable auxiliary optical or electronic devices if no sufficiently unobstructed view is provided towards the rear.

The height of the lower edge of the side windows shall be kept as low as possible, the height of the upper edge of the side and rear windows shall be kept as high as possible.

In determining whether the requirements in this Article for visibility from the wheelhouse are met the helmsman shall be assumed to have a height of eye of 1650 mm above the deck at the steering position.

5. The upper edge of the forward facing windows of the wheelhouse shall be high enough to allow a person at the steering position with height of eye of 1800 mm a clear forward view to at least 10 degrees above the horizontal at height of eye level.

6. There shall in all weathers be suitable means of providing a clear view through the windscreen.

7. The glazing used in wheelhouses shall be made of safety glass and have a light transmission of at least 75%.

To avoid reflections, the bridge front windows shall be glare-free and inclined from the vertical plane, top out at an angle of not less than 10° and not more than 25°].

(NOTE: THIS ARTICLE IS IN SQUARE BRACKETS BECAUSE IT IS FROM THE CURRENT VERSION OF THE PROPOSED AMENDED EU DIRECTIVE 82/714/EEC.  HOWEVER, THE UK HAS SUBMITTED A DISCUSSION PAPER ON THIS SUBJECT TO THE RHINE COMMISSION).  


Article 7.03 General requirements concerning control, display and monitoring equipment

1. Control equipment needed to operate the vessel shall be brought into its operating position easily. That position shall be unambiguously clear.

2. Monitoring instruments shall be easily legible. It shall be possible to adjust their lighting steplessly down to their extinction. Light sources shall be neither intrusive nor impair the legibility of the monitoring instruments.

3. There shall be a system for testing the warning and indicating lights.

4. It shall be possible to establish clearly whether a system is in operation. If its functioning is indicated by means of an indicating light this shall be green.

5. Any malfunctioning or failure of systems that requires monitoring shall be indicated by means of red warning lights.

6. An audible warning shall sound at the same time that a red warning light lights up. Audible warnings may consist of a single, common signal. The sound pressure level of that signal shall exceed the maximum sound pressure level of the ambient noise at the steering position by at least 3 dB(A).

7. The audible warning system may be switched off after a malfunction or failure has been acknowledged. This shall not prevent the alarm signal from being triggered by other malfunctions. The red warning lights shall only go out when the malfunction has been corrected.

8. The monitoring and indicating devices shall be automatically switched to an alternative power supply if their own power supply fails.


Article 7.04 Specific requirements concerning control, indicating and monitoring equipment of main engines and steering systems

1. It shall be possible to control and monitor the main engines and steering systems from the steering position. The main engine fitted with a clutch which can be actuated from the steering position, or driving  a controllable pitch - propeller which can be controlled from the steering position, need only be capable of being started up and shut down from the engine room.

2. The control for each main engine shall be unambiguous and intuitive in operation (actuation of the control in a forward direction shall cause forward motion of the vessel; similarly actuation of the control towards the stern shall cause the vessel to move astern).

3. The indicating and monitoring devices required by Article 6.07, section 2, Article 8.03, section 2, and Article 8.05, section 11, shall be located at this steering position.

4. The remote-control equipment for the entire steering system shall be installed in a permanent manner and be arranged in such a way that the course selected is clearly visible. If the remote control equipment can be disengaged it shall be equipped with an indicator displaying the respective operational conditions  'in service` or ‘out of service`. The disposition and manipulation of the controls shall be unambiguous and functional.

For systems that are subsidiary to the steering system, such as active bow thrusters, remote control equipment not permanently installed shall be acceptable provided that such a subsidiary installation can be activated by means of an override at any time within the wheelhouse.

5. In the case of rudder-propeller-, water-jet, cycloidal-propeller and bow-rudder systems, equivalent devices shall be acceptable as control, indicating and monitoring devices.

6.The requirements set out in sections 1 to 5 shall apply in view of the specific characteristics and arrangements selected for the above mentioned active steering and propulsion units. The position of the indicating device shall clearly show, for each installation, the direction of the thrust acting on the vessel or the direction of the jet.


Article 7.05 Navigation lights, light signals and sound signals  - control and monitoring

1. Lights, Shapes and Signals are to be fitted in compliance with the Distress Signals and Prevention of Collision Regulations.  
See also Article 10.02 .1 (b)  

2. Current indicating lights or any other equivalent devices, like indicating lights for monitoring the navigation lights shall be installed in the wheelhouse unless that monitoring can be performed direct from the wheelhouse.


Article 7.06 Internal communications systems on board

1. There shall be reliable means of internal communication appropriate to the vessel – e.g. with bow and stern of the vessel, crew accommodation and boatmaster’s cabin.


Article 7.07 Alarm system

1. There shall be a dedicated general alarm system enabling the accommodation, engine spaces and, where appropriate, the separate pump rooms to be reached.

2. The helmsman shall have within reach an on/off switch controlling the alarm signal; switches which automatically return to the off position when released are not acceptable.

3. The sound pressure level for the alarm signal shall be at least 75 dB(A) within the accommodation area. In engine spaces and pump rooms the alarm signal shall, in addition to the sound signal, take the form of a flashing light that is visible on all sides and clearly perceptible at all points.


Article 7.08 Heating and ventilation

1. Wheelhouses shall be equipped with an effective heating and ventilation system that can be regulated.


Article 7.09 Retractable wheelhouses

1. Variable-height wheelhouses shall be fitted with an emergency lowering system.

All lowering operations shall automatically trigger a clearly audible warning signal. This requirement shall not apply if the risk of corporal injury which may result from the lowering is prevented by appropriate design features. It shall be possible to enter and leave the wheelhouse safely whatever its position.  Facility shall be provided to be able to lock the mechanism during maintenance.


Article 7.10 Compass and navigation publications

1. A magnetic compass shall be provided for use at the steering position in vessels that operate in category C and D waters. A deviation card shall be provided. A fluxgate compass may be used as an alternative, providing it is connected to the emergency power supply.

2. Publications are to be carried sufficient to plan, monitor and display the ship’s route for the intended trip, and where appropriate to plot positions throughout.  The publications will include appropriate charts or waterway maps for the area of operation and, depending on availability, tide tables as appropriate and local notices to shipping from statutory navigation authorities. A consolidated nautical almanac may be used for coastal areas. An electronic chart display and information system (ECDIS) may be accepted, provided that an appropriate folio of paper charts is carried as a back-up.


CHAPTER 7a Additional requirements for wheelhouses that have been configured for radar navigation by a single person.

Article 7.01a General

1. Where a wheelhouse has been configured for radar navigation by a single person the helmsman shall be able to accomplish his task while seated. All of the display or monitoring instruments and all of the controls needed for operation of the vessel shall be arranged in such a way that the helmsman may use them comfortably while the vessel is under way without leaving his position or losing sight of the radar screen.


Article 7.02a Equipment for controlling, displaying and monitoring the operation of the power plants and steering system

1. The direction of the power-plant thrust imparted to the vessel and the rotational speed of the propeller or drive engines shall be displayed inside wheelhouses that have been designed for radar navigation by one person.

2. The steering system for the vessel shall be controlled by means of a lever (or equivalent) in wheelhouses that have been designed for radar navigation by one person. It shall be possible to move that lever easily by hand. The position of the lever in relation to the longitudinal axis of the vessel shall correspond precisely to the position of the rudder blades. It shall be possible to release hold of the lever (or equivalent mechanism) in any given position without that of the rudder blades changing. The neutral position of the lever shall be clearly perceptible.

3. Where, in wheelhouses arranged for radar navigation by one person the vessel is fitted with bow rudders or special rudders, particularly for going astern, these shall be actuated by special levers which, meet the requirements set out in paragraph 2. That requirement shall also apply where, in combinations of craft, the steering system fitted to craft other than those powering the combination is used.


Article 7.03a Control and monitoring of navigation lights, light signals and sound signals

1. In wheelhouses designed for radar navigation by one person indicating lights shall be installed on the control panel in order to monitor the navigation lights. The layout and colour of the warning lights for the navigation lights shall correspond to the actual position and colour of those lights. The failure of navigation light to function shall cause the corresponding indicating light either to go out or to provide a signal in another manner.

2. In wheelhouses that have been designed for radar navigation by one person. it shall be possible to activate the sound signals by a foot operated switch.


Article 7.04a Radio telephony systems for vessels with wheelhouses designed for radar navigation by one person

1. Where vessel wheelhouses have been designed for radar navigation by one person reception from the vessel-vessel networks and that of nautical information shall be via a loudspeaker, and outgoing communications via a fixed microphone. Send/receive shall be selected by means of a push-button.

It shall not be possible to use the microphones of those networks for the public correspondence network.

2. Where vessel wheelhouses that have been designed for radar navigation by one person are equipped with a radio telephone system for the public correspondence network, reception shall be possible from the helmsman’s seat.


Article 7.05a Radar installations and rate-of-turn indicators

1. If fitted, the radar equipment and rate-of-turn indicators shall be of a type that meets EU standards for inland waterway vessels. The requirements concerning installation and operational monitoring of radar equipment and rate-of-turn indicators, as laid down in the appropriate standard, shall be met.

The rate-of-turn indicator shall be located ahead of the helmsman and within his field of vision.

2. In wheelhouses designed for radar navigation by one person:

(a) the radar screen shall not be shifted significantly out of the helmsman’s axis of view in its normal position;

(b) the radar image shall continue to be perfectly visible, without a mask or screen, whatever the lighting conditions outside the wheelhouse;

(c) the rate-of-turn indicator shall be installed directly above or below the radar image or be incorporated into this.

3. Where rate of turn regulators are used it shall be possible for the rate of turn control to be released in any given position without altering the speed selected. The control shall turn through a wide enough arc to guarantee adequately precise positioning. The neutral position shall be clearly distinguished from the other position. It shall be possible to set the scale illumination so as to be infinitely variable.


Article 7.06a Entry in the inspection certificate of vessels that have been designed for radar navigation by one person

Where a vessel complies with chapter 7a in respect of wheelhouses that have been designed for radar navigation by one person, the following statement shall be entered in the certificate:

'The vessel has special wheelhouse arrangements for steering on radar by one person`.

CHAPTER 8 ENGINE DESIGN

Article 8.01 General

1. Engines and their auxiliaries shall be designed, built and installed in accordance with best practice/current standards. Reconditioned or rebuilt engines are to comply with current requirements including those for exhaust and noise emissions.

2. Installations requiring regular inspection such as steam boilers, other pressure vessels and their accessories, together with lifts, shall meet current EU regulations.

3. Only internal-combustion engines burning fuels having a flashpoint of more than 55 °C may be installed.


Article 8.02 Safety equipment

1. Engines shall be installed and fitted in such a way as to be adequately accessible for operation and maintenance and shall not endanger the persons assigned to those tasks. It shall be possible to make them secure against unintentional starting.

2. Main engines, auxiliaries, boilers and pressure vessels, and their accessories, shall be fitted with safety devices.

3. In case of emergency, it shall also be possible, to shut down the motors driving the blower and suction fans from outside the space in which they are located, and from outside the engine room.

4. It shall be possible to close all engine room vents from outside the space.


Article 8.03 Main Propulsion

1. It shall be possible to start, stop and reverse the ship’s propulsion safely and quickly.

2. The following shall be monitored by suitable devices which trigger an alarm once a critical level has been reached:

(a) the temperature of the main-engine cooling water;

(b) the lubricating-oil pressure for the main engines and transmissions;

(c) the oil and air pressure of the main engine reversing units, reversible transmissions or propellers.

These main propulsion monitoring devices requirements do not apply to vessels under 24 metres load line length.  

3. Where vessels have only one main engine that engine shall not be shut down automatically except in order to protect against over-speed.

4. Shaft seals shall be designed in such a way as to prevent the escape of water-polluting lubricants.


Article 8.04 Engine exhaust system

1. The exhaust gases shall be completely ducted out of the vessel.

2. All suitable measures shall be taken to avoid ingress of the exhaust gases into the various compartments. Dry exhaust pipes passing through accommodation or the wheelhouse shall, within these, be covered by protective gas-tight sheathing. The gap between the exhaust pipe and this sheathing shall be open to the outside air. Other types of exhaust shall have equivalent arrangements.

3. The exhaust pipes shall be arranged and protected in such a way that they cannot cause a fire.

4. The exhaust pipes shall be suitably insulated or cooled in the engine rooms. Protection against physical contact may suffice outside the engine rooms.


Article 8.05 Fuel tanks, pipes and accessories

1. Liquid fuels shall be stored in steel tanks which are either an integral part of the hull or which are firmly attached to the hull. If so required by the design of the vessel, an equivalent material in terms of fire-resistance may be used. These requirements shall not apply to tanks having a capacity of no more than 12litres that have been incorporated in auxiliaries during their manufacture. Fuel tanks shall not have common partitions with drinkingwater tanks.

2. Tanks and their pipework and other accessories shall be laid out and arranged in such a way that neither fuel nor fuel vapours may accidentally reach the inside of the vessel. Tank valves intended for fuel sampling or water drainage shall close automatically.

3. No fuel tanks may be located forward of the collision bulkhead.

4. Fuel tanks and their fittings shall not be located directly above engines or exhaust pipes.

5. The filler orifices for fuel tanks shall be marked distinctly.

6. The orifice for the fuel tank filler necks shall be outside on the deck, except for the small tanks referred to in paragraph one of this article. The filler neck shall have an effective closing device.

Such tanks shall be fitted with a breather pipe terminating in the open air above the deck and arranged in such a way that no water ingress is possible; such vents shall be fitted with flame arresting screen.  The section of the breather pipe shall be at least 1.25 times the cross section of the filler neck.  Also the area of the clear opening of the flame arresting screen shall not be less than the cross sectional area of the breather pipe.  

If tanks are interconnected, the section of the connecting pipe shall be at least 1.25 times the cross section of the filler neck.

7. Directly at tank outlets the pipework for the distribution of fuels shall be fitted with a shutoff device that can be operated from the deck.

This requirement shall not apply to tanks mounted directly on the engine.

8. Fuel pipes, their connections, seals and fittings shall be made of materials that are able to withstand the mechanical, chemical and thermal stresses to which they are likely to be subjected. The fuel pipes shall not be subjected to any adverse influence of heat and it shall be possible to inspect them throughout their length.  Flexible hoses carrying flammable liquids are to be fire rated to half hour / 800 °C standards where fitted to fuel systems.  

9. Where necessary, connections of pipes which carry fuel oil, shall be screened or otherwise suitably protected to avoid oil spray or leakages onto hot surfaces, into machinery air intakes, or other sources of ignition. The number of connections in such piping systems shall be kept to a minimum.

10. Vessels with engine spaces containing main engines or main generators having an aggregate power output of 375 kW and over, operating in category C and D waters, shall comply with MSN 1699 (M) page 27, paragraphs 11-14.  Vessels with engine spaces containing main engines or main generators having an aggregate power output of less than 375 kW operating on category C and D waters shall comply with MSN 1699 (M) page 27, paragraphs 11-14 as reasonably practicable; derogation from MSN 1699 (M) shall be supported by a risk assessment and appropriate risk control measures. Risk control measures may include fitting shrouds or shields (enclosure) over high pressure lines to deflect fuel leaks from high temperature components and insulating any high temperature areas (>220 degrees C).  These requirements do not apply to vessels under 24 metres load line length.   

11. Fuel tanks shall be provided with a suitable means for checking tank content level. Capacitygauging devices shall be legible right up to the maximum filling level. Sight gauges shall be effectively protected against impacts, shall be fitted with an automatic closing device at their base and their upper end shall be connected to the tanks above their maximum filling level. The material used for sight gauge tubes shall not deform under normal ambient temperatures. Sounding pipes shall not terminate in accommodation spaces. Sounding pipes terminating in an engine or boiler room shall be fitted with suitable self-closing devices.

12. Fuel tanks shall be safeguarded against fuel spills during bunkering by means of appropriate measures.  

13. If fuel tanks are fitted with an automatic shut-off device, the sensors shall stop fuelling when the tank is 97% full; this equipment shall meet the “failsafe” requirements.  

If the sensor activates an electrical contact, which can break the circuit provided by the bunkering station by a binary signal, it shall be possible to transmit the signal to the bunkering station by means of a watertight connection plug meeting the requirements of IEC publication 60309-1:1999 for 40 to 50VDC, housing colour white, grounding contact position ten o’clock.

14. Fuel tanks shall be provided with openings having leakproof closures that are intended to permit cleaning and inspection.

15. Fuel tanks directly supplying the main engines and engines needed for safe operation of the vessel shall be fitted with a device emitting both visual and audible signals in the wheelhouse if their level of filling is not sufficient to ensure further safe operation.  This requirement does not apply to vessels under 24 metres load line length.  


Article 8.06 Storage of lubricating oil, pipes and accessories

1. Lubricating oil shall be stored in steel tanks which are either an integral part of the hull or which are firmly attached to the hull. If so required by the design of the vessel, an equivalent material in terms of fire-resistance may be used. These requirements shall not apply to tanks having a capacity of no more than 25litres. Lubricating oil tanks shall not have common partitions with drinkingwater tanks.

2. Lubricating oil tanks and their pipework and other accessories shall be laid out and arranged in such a way that neither lubricating oil nor lubricating oil vapour may accidentally reach the inside of the vessel.

3. No lubricating oil tanks may be located forward of the collision bulkhead.

4.Lubricating oil tanks and their fittings shall not be located directly above engines or exhaust pipes.

5. The filler orifices for lubricating oil tanks shall be marked distinctly.

6. Lubricating oil pipes, their connections, seals and fittings shall be made of materials that are able to withstand the mechanical, chemical and thermal stresses to which they are likely to be subjected. The pipes shall not be subjected to any adverse influence of heat and it shall be possible to inspect them throughout their length.

7. Lubricating oil tanks shall be provided with a suitable means for checking tank capacity. Capacity-gauging devices shall be legible right up to the maximum filling level. Sight gauges shall be effectively protected against impacts, shall be fitted with an automatic closing device at their base and their upper end shall be connected to the tanks above their maximum filling level. The material used for the sight gauge tubes shall not deform under normal ambient temperatures. Sounding pipes shall not terminate in accommodation spaces. Sounding pipes terminating in an engine or boiler room shall be fitted with suitable self-closing devices.


Article 8.07

Storage of oils used in power transmission systems, control and activating systems and heating systems, pipes and accessories

1. Oils used in power transmission systems, control and activating systems and heating systems shall be stored in steel tanks which are either an integral part of the hull or which are firmly attached to the hull. If so required by the design of the vessel, an equivalent material in terms of fire-resistance may be used. These requirements shall not apply to tanks having a capacity of no more than 25litres. Such oil tanks shall not have common partitions with drinkingwater tanks.

2. Such oil tanks and their pipework and other accessories shall be laid out and arranged in such a way that neither such oil nor such oil vapour may accidentally reach the inside of the vessel.

3. No such oil tanks may be located forward of the collision bulkhead.

4. Such oil tanks and their fittings shall not be located directly above engines or exhaust pipes.

5. The filler orifices for such oil tanks shall be marked distinctly.

6. Such oil pipes, their connections, seals and fittings shall be made of materials that are able to withstand the mechanical, chemical and thermal stresses to which they are likely to be subjected. The pipes shall not be subjected to any adverse influence of heat and it shall be possible to inspect them throughout their length.

7. Such oil tanks shall be provided with a suitable means for checking tank capacity. Capacity-gauging devices shall be legible right up to the maximum filling level. Sight gauges shall be effectively protected against impacts, shall be fitted with an automatic closing device at their base and their upper end shall be connected to the tanks above their maximum filling level. The material used for the sight gauge tubes shall not deform under normal ambient temperatures. Sounding pipes shall not terminate in accommodation spaces. Sounding pipes terminating in an engine or boiler room shall be fitted with suitable self-closing devices.


Article 8.08 Bilge pumping and drainage systems

8.08.01 General System Requirements

1. Every vessel should have an efficient bilge pumping system, such that any compartment (other than a tank permanently used for the carriage of liquids which is provided with efficient means of pumping or drainage) can be drained.

2. Provided the safety of a vessel is not impaired, the Certifying Authority may permit dispensation from the means of pumping or drainage of particular compartments.

3. When considered necessary, to prevent back flooding, bilge suction valves should be of non return type.

4. Means of providing efficient bilge pumping other than those described in this text may be considered provided that full information is submitted to and approved by the Certifying Authority.

5. Reference should be made to byelaws which contain requirements for prevention of pollution of the waterways.  


Specific requirements

6. It shall be possible to pump each separate compartment dry, in the event of failure of any one bilge pump.    

7.  In vessels with engines up to 225kW at least one power bilge pump is to be provided which may be worked from the main engine. In addition, hand pump suctions are to be fitted and a hand pump provided.

8.  In vessels with engines exceeding 225 kW at least two power bilge pumps are to be provided, one of which may be worked from the main engine and the other is to be independently driven.

9. The pumping capacity shall be calculated via the formula:

Q1 = 0,1 . d1² [l/min]

d1 is the diameter of the main bilge line:

d1 = 1,5 . √(L (B + D)) + 25 [mm]

the diameter of the bilge lines d2 shall be:

d2 = 2 . √(l (B + D)) + 25 [mm]

However, the value of d2 need not exceed value d1.

In these formulae:
L = the length of the vessel in metres
B = the bredth of the vessel in metres
D = the depth of the vessel in metres
l = the length of the sealed compartment in metres

10. In no case are d1 or d2 to be taken as less than 35 mm.

11. Only self-priming drainage pumps are acceptable.

12. When considered necessary to protect the bilge suction line from obstruction, an efficient strum box should be provided.There must be at least one strum box on both the starboard and port sides of all flat-bottomed, drainable compartments that are wider than 5 m.

13. The drainage spurs for the various compartments shall be linked to the main drain by means of a lockable non-return valve. The compartments or other spaces fitted out for ballast may only be linked to the drainage system by means of a single closing device. That requirement shall not apply to holds fitted out for ballast. Such holds shall be filled with ballast water by means of ballast piping that is permanently installed and independent of the drainage pipes.
14. The hold bottoms shall be fitted with a means of gauging.

15. The bilge-bottom drainage pipes intended to extract oily water shall be equipped with closures that have been sealed in position by the certifying authority. The number and position of those closures shall be entered on the certificate.

16. Bilge Alarms should be fitted in any watertight compartment containing propulsion machinery.

The alarm should provide an audible warning and preferably a visual warning also, at the control position.


8.08.02 Vessels under 24m load line length.

1.  The general and the specific requirements of 8.06.01 are applicable to all vessels, except that the specific provisions of paragraphs  7, 8, 9 and 10  do not apply to vessels under 24 metres load line length.

2.  These vessels shall have at least one hand and one power driven bilge pump (may be main engine driven or independent power driven) situated in two separate spaces. Vessels less than 6 metres in overall length need only be provided with a hand powered bilge pump, in which case paragraph 8.06.1 (6) does not apply.   

3. The capacities of the bilge pumps should be to the satisfaction of the certifying authority and be capable of pumping the spaces dry.


Article 8.09 Oily-water and drained-oil stores

1. It shall be possible to store on board oily water accumulated during operation .

2. In order to store used oils there shall be one or several tanks in the engine room,, whose capacity corresponds to at least 1,5 times the quantity of the used oils from the sumps of all of the internal combustion engines and transmissions installed, together with the hydraulic fluids from the hydraulic-fluid tanks.

3. For vessels under 24 metres load line length, where space constraints prevent the fitting of storage tanks for waste oils etc, provision must be made so that used oils can be safely stored on board until they can be properly disposed of ashore, taking account of the operating pattern of the vessel and the availability of disposal facilities. The procedures for storage and disposal arrangements must be documented, for auditing by the competent authority.


Article 8.10 Noise emitted by vessels

1. The noise produced by a vessel under way, and in particular the engine air intake and exhaust noises, shall be damped by using appropriate means.

2. The noise generated by machinery on a vessel under way shall not exceed [75 dB(A)] at lateral distance of 25 m from the ship’s side.

3. Apart from transhipment operations the noise generated by the machinery on a stationary vessel shall not exceed [65 dB(A)] at a lateral distance of 25 m from the ship’s side.

CHAPTER 9 ELECTRICAL EQUIPMENT

The electrical equipment and installation is to be in accordance with Regulation 13 of the Provision and Use of Work Equipment (PUWER) 2004 Regulations [soon to become Statutory Instrument].

If the electrical installation complies with either Chapter 9 of the revised EU Directive 82/714 or the relevant parts of IEC Standard 60092- 507 Electrical Installations in Ships – Small Vessels [now at Committee draft version stage – nearing completion] it is deemed to comply with the PUWER 2004 Regulations.  However, the IEC Standard does not apply to small vessels equipped with a battery for engine starting and navigation lighting only, recharged from an inboard or outboard engine driven alternator.  Guidance for such a craft may be found in the relevant parts of Section 8 of the Small Commercial Vessels (SCV) Code.  (NOTE: THE SQUARE BRACKETS RELATE RESPECTIVELY TO PENDING REGULATIONS AND IEC STANDARDS).  

CHAPTER 10 SAFETY EQUIPMENT

Article 10.01 Anchors, chains and anchor hawsers

1. The bows of vessels intended for the carriage of goods operating in category B, C, & D waters (apart from ship-mounted lighters whose length L does not exceed 40 m) and tugs, shall be equipped with anchors. The type and size of anchors may be approved by a Classification Society or, if the vessel has a load line length of 24 metres and over, it may comply with the requirements of sections 2-4 below.  A vessel of 24 metres load line length or over, operating in category B waters  only, may comply with the reduced requirements in Chapter 8 of UNECE Guidance [Currently under development].

However a vessel of under 24 metres load line length may comply with the Small Commercial Vessel (SCV) Code - Section 20, assuming area of operation is Category 6. Due note is to be taken of 20.2.4 in respect of vessels of unusual or non-conventional forms, when the anchors and cables are to be of the satisfaction of the MCA.

2. The total mass P of the bow anchors is obtained from the following formula:

P = k . B . T [kg]

Where
k is a coefficient that takes account of the relationship between length L and beam B, and of the type of vessel.

k = c √(L/(8.B))

for pushed lighters, however, k=c will be taken.
c is an empirical coefficient given in the following table:

On vessels whose deadweight is not greater than 400 t and which, owing to their design and intended purpose, are only used on predetermined short-haul sections, the Certifying Authority may accept that only two-thirds of total mass P is required for the bow anchors.

Pusher tugs shall have equipment suitable for their intended operation and will be specially considered by the certifying authority.

3. The anchor masses established in accordance with Sections 1 may be reduced for certain special anchors, in accordance with Classification Society Inland Waterway Rules.

4. Total mass P specified for bow anchors may be distributed among one or two anchors. It may be reduced by 15 % where the vessel is only equipped with a single bow anchor and the hawse pipe is located on the centre line. The mass of the lightest anchor should not be less than 45 % of that total mass.

5. Cast iron anchors shall not be permitted.

6. The mass of the anchors shall stand out in relief in a durable manner.

7. Anchors having a mass in excess of 30 kg shall be equipped with windlasses.

8. Each anchor chain shall have a minimum length of:

(a) at least 40 m for vessels not exceeding 30 m in length;

(b) at least 10 m longer than the vessel where it is between 30 and 50 m in length;

(c) at least 60 m where vessels are more than 50 m in length.

Vessels operating in tidal areas shall have equipment suitable for use with the tidal ranges encountered.

9. The minimum tensile strength of the anchor chains shall be calculated by means of the following formulae:

(a) anchors having a mass of 0-500 kg: R = 0.35 . P' [kN];
(b) anchors having a mass of more than 500 kg and not exceeding 2 000 kg:
         R = (0,35 – ((P' – 500)/15000)) . P' [kN];
(c) anchors having a mass of more than 2 000 kg:
         R = 0.25 P' [kN].

In these formulae P’ is the theoretical mass of each anchor determined in accordance with sections 1 to 4 and 6.

Anchor chains shall be designed and tested in accordance EN 14330:2003.

Where the anchors have a mass greater than that required by sections 1, the tensile strength of the anchor chain shall be determined as a function of that highest anchor mass.

10. If the equipment of a vessel includes heavier anchors with correspondingly stronger anchor chains, the information to be entered in the certificate shall however not mention the masses and theoretical tensile strengths arising from meeting the requirements of sections 1 and 8.

11. The attachments between anchor and chain shall withstand a tensile load 20 % higher than the tensile strength of the corresponding chain.

12. The use of cables instead of anchor chains may be authorised. The cables shall have the same tensile strength as that required for chains, but shall be 20 % longer.


Article 10.02 Other equipment

1. The following shall be on board:

(a) A fixed VHF radio for operation in category B, C and D waters.  Vessels transiting category B waters (i.e. normally operating in category A waters only) may use a portable (i.e. handheld) VHF radio.  

(b) an appliance to provide sound signals, a basic set of shapes (not required on category A waters) and a searchlight (this need not be fixed);

(c) independent back-up lights for the prescribed mooring lights;

(d) a fire-proof, marked receptacle, with cover, to receive oily cleaning cloths;

(e) a fire-proof, marked receptacle, with cover, to receive other solid wastes,

(f) A heaving line;

(g) A boat hook;

(h) A first aid kit;

(i) A pair of binoculars, minimum 7 × 50 (Category B, C & D waters only);

(j) A notice concerning the rescue of persons overboard shall be prominently displayed;

(k) A radar reflector, for non-metallic hulls on category B, C and D waters.

(l) Two red hand flares and two buoyant smoke signals (3 minute type) shall be provided for operation on category C and D waters; rocket flares are recommended for category D waters and may be required on the advice of the local navigation authority.    

2. In addition, the equipment shall include at least:

(a) Mooring cables:

Vessels shall be fitted with three mooring cables. Their minimum lengths shall be appropriate for normal operational conditions.

These cables shall have a tensile strength Rs that is calculated in accordance with the following formulae:

         For L . B . T up to 1000 m³ Rs = 60 + (L . B . T) /10 [kN];
         For L . B . T exceeding 1000 m³: Rs = 150 + (L . B . T) /100 [kN].

Article 10.03 Fire-fighting equipment

1. There shall be on board at least:

2. Portable fire extinguishers shall meet the following conditions:

(a) Portable fire extinguishers required by section 1 shall be of an approved type meeting the requirements of BS EN3 Series:1996 and have a rating of at least 13A/113B. If vessel is less than 15 metres in length, the rating shall be at least 5A/34B for (a), (b) and (c) requirements.  

(b) The extinguishing substance used in the portable fire extinguishers required by section 1 shall be suitable for at least the fire category that is most likely to occur within the area for which the extinguishers is intended.

The extinguishing substance on board vessels whose electrical systems have a service voltage of more than 50 V shall also be suitable for fighting electrical fires. The instructions for use shall be clearly set out on each portable extinguisher.

(c) The extinguishing substance may be neither halon nor contain a product which is likely to release toxic gases during use, such as carbon tetracholoride. Portable fire extinguishers using CO2 may only be used to fight fires at specific locations such as control panels, kitchens; the quantity of CO2 should not constitute a health hazard.

(d) Extinguishers that are sensitive to freezing or to heat shall be installed or protected in such a way that their proper functioning is always guaranteed.

3. Fire extinguishers shall be serviced at the manufacturer’s recommended service intervals by an approved service agent.  A certificate to that effect signed by the person having carried out the service shall be kept on board.

4. If extinguishers are installed in such a way that they are out of sight the panel covering them shall be identified by an appropriate symbol accordance with MSN 1763 (M+F).

5. Provision shall be made for pumping water for fire-extinguishing on vessels operating in category C and D waters. Ballast, bilge or general service pumps may be used as fire pumps providing that they are not normally used for pumping oil. Means are to be provided such that at least one jet of water can reach any part of the vessel normally accessible during operation of the vessel.

6. Vessels with engine spaces containing main engines or main generators having an aggregate power output of 375 kW and over, operating on category C and D waters, shall have a fixed fire fighting system in such spaces.  This system shall comply with the requirements of MSN 1666(M) ⁴.

7. Vessels with engine spaces containing main engines or main generators having an aggregate power  output of 375 kW and over, operating on category C and D waters shall have a fire alarm fitted.

Article 10.04 Means of recovering man over board

1. Means shall be provided to recover a person from the water.


Article 10.05 Lifebuoys, life jackets and liferafts.

1. There shall be at least two lifebuoys on vessels of less than 24m in length and four lifebuoys on vessels of 24m or more in length, at least one of which shall by located by the wheelhouse.

2. Lifebuoys and holders shall comply with harmonized standards BS EN 14144:2003 ‘Lifebuoys Requirements & tests’ and BS 14145:2003 ‘Holders for Lifebuoys’. For category C and D waters, at least one of the lifebuoys shall be fitted with a buoyant line and one with a battery powered light which will not be extinguished in water.

3. Quoits, or other suitable buoyant devices, may be used as an alternative to lifebuoys on category A and B waters.

4. In category B, C and D water there shall be one life jacket per crew member plus one spare; this requirement is recommended for category A waters. These may be inflatable lifejackets providing they are automatically inflating. Lifejackets shall comply with BS EN 396 and shall be maintained in accordance with manufacturer’s instructions.

5. Vessels operating in Category D waters shall have a liferaft (open reversible inflatable type (ORIL)); this requirement is recommended for category C waters.