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SAFETY OF RO-RO PASSENGER AND CRUISE SHIPS

JANUARY 2012 NI 388 - REVISION 9

CONTENTS INTRODUCTION..................................................................................................................................................3

1 - CLASSIFICATION OF PASSENGER SHIPS ..............................................................................................4 A. WHY CLASSIFICATION ?................................................................................................................................4 B. CLASSIFICATION WORK................................................................................................................................4 C. BV CLASS NOTATIONS...................................................................................................................................4 D. SPECIAL BV RULES FOR PASSENGER SHIPS..............................................................................................6

2. BUREAU VERITAS STATUTORY ACTIVITIES ........................................................................................8 A. INTERNATIONAL REGULATIONS ................................................................................................................8 B. NATIONAL REGULATIONS ............................................................................................................................8

3 -THE SOLAS CONVENTION...........................................................................................................................9 A. INTERNATIONAL CONVENTION FOR THE SAFETY OF LIFE AT SEA (SOLAS) ..................................9 B. LAST DEVELOPMENTS................................................................................................................................12 B.1 - SAFE RETURN TO PORT.12 B.2 - OTHER AMENDMENTS COMING INTO FORCE.20

4 - EVOLUTION OF FIRE SAFETY REGULATIONS ..................................................................................22 A. NEW SHIPS .....................................................................................................................................................22 B. EXISTING SHIPS ............................................................................................................................................28

5 - STABILITY REGULATIONS ......................................................................................................................31 A. THE 1988 AND 1989 AMENDMENTS ..........................................................................................................31 B. DAMAGE STABILITY OF PASSENGER SHIPS..........................................................................................32

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C. THE 2005 AMENDMENTS..33 D. LATEST DEVELOPMENTS... 34

6 - OPERATIONAL PROCEDURES AND STANDARDS.............................................................................35 A. FOR A GLOBAL APPROACH OF MARINE SAFETY ..................................................................................35 B. IMPLEMENTATION OF ISM CODE ............................................................................................................36 C- THE COMMON APPROACH OF ISM CODE AND ISO STANDARDS ......................................................37

7 - INTERNATIONAL SHIPS AND PORT FACILITY SECURITY CODE (ISPS CODE).......................37 8 - MARITIME LABOUR CONVENTION, 2006 ...38

9 - BV TRAINING SOLUTIONS39

A N N E X E S Table n 1: Entry into force dates of recent SOLAS Amendments related to passenger ships...41

Table n 2: List of Amendments to SOLAS 45

Table n 3: Amendments to other Conventions than SOLAS .46

Table n 4: Main MSC Circulars and Resolutions related to passenger ships.....48

Table n 5: Entry into force dates of Amendments to Conventions other than SOLAS or national laws, and related to passenger ships...50

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INTRODUCTION

In the last decades, passenger ship design moved from cruise liners to leisure cruise ships. Passenger ships are now basically designed as hotel accommodation fitted inside a ship, where public spaces and leisure areas demand larger space and where access to the sea, at least visual, is of utmost importance. Size and capacity of cruise ships have dramatically increased during the last years, creating new concerns with respect to fire safety and evacuation. Most of the passenger ferries also follow this evolution in order to offer so-called mini-cruises to the travelers.

Calculation tools and Rules notes have been developed to cope with new designs for large passenger ships and High Speed Crafts, such as the use of aluminum, extensive glass superstructures and large atrium.

One important issue has been the entry into force on 01rst July 2010 of the SOLAS amendments requiring passenger ships of minimum 120m length or having three or more main fire zones to be able to return to port under their own power, and to provide passengers with sufficient safe areas onboard the vessel after a flooding or a fire incident. These new concepts have had, and will continue to have, considerable impact on the design of new concerned passenger vessels.

BV has already thought this through and has published standards under its Redundant Propulsion notations, AVM-DPS & AVM-IPS which have been up-dated in order to be in line with the introduction of the new safe return to port concept. BV has been participating in working groups for the elaboration of explanatory notes to facilitate harmonized application of these new amendments. Based on expertise gained on projects under progress, BV has established its own understanding notes to provide some acceptable solutions to unclear issues.

Bureau Veritas is actively contributing to draw up the SOLAS Conventions, participating to IMO Committees and publishing Rules and Guidance Notes helping their implementation.

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1 - CLASSIFICATION OF PASSENGER SHIPS

A- WHY CLASSIFICATION? Classification is the expression of confidence given by the Classification Society to a ship, for a particular use or service and for a certain period of time, by reference to its Rules, Guidance Notes and other documents.

B- CLASSIFICATION WORK The classification of a ship includes, in accordance with the Rule book:

- Review of design drawings and documents - Surveys of materials and equipment - Survey during construction of the ship

- Attendance to trials alongside and at sea - Issuance of Classification documents - In service surveys.

The ship, the construction and condition of which satisfy the applicable Rule requirements, is registered with the corresponding classification symbols, marks and notations.

C- BV CLASS NOTATIONS A typical entry for a passenger ship would be:

I main class symbol Passenger ship service notation Unrestricted Navigation navigation notation HULL, MACH construction marks AUT-UMS additional class notation

- Main Class symbol & construction marks

I is the main Class symbol assigned to ships built in accordance with the rule requirements, and maintained in a condition considered satisfactory by the Society.

is the construction mark when ship has been constructed under BV special survey.

-Service notations

Passenger ship is granted to ships intended to carry more than 12 passengers.

Ro-ro passenger ship would be granted to passenger ships specially equipped to carry complete trains or wheeled vehicles.

HSC-CAT A or HSC-CAT B is assigned to High Speed Craft meeting requirements of BV HSC Rules (NR 396 Unitas) and IMO HSC Code.

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-Additional class notations:

AUT-UMS or IMS, indicate compliance with different Rule requirements for unattended machinery spaces.

AUT-CCS assigned to ships which are fitted with machinery installations operated and monitored from a centralized control station.

AUT-PORT if the automation of the machinery is also required when the ship is at berth.

ALP, ALM & ALS: notations for special certification & test of lifting appliances.

AVM-DPS and AVM-IPS for ships with duplicated or independent propulsion systems, insuring redundancy of propulsion, of electrical production and of steering.

COMFORT & COMFORT+, for ships with levels of noise and/or vibration in different spaces being in compliance with BV Rule Part E Ch 6. COMFORT notation can be divided in COMF-PAX & COMF-CREW when different severity grades are applied respectively in passenger areas and crew living spaces.

CLEANSHIP & CLEANSHIP SUPER for ships designed, built and operated to achieve additional protection of the environment. These notations can be supplemented with following notations:

AWT, for ships fitted with Advanced Water Treatment plant for grey and black water. NDO-x days, when the vessel is designed for No Discharge Operation during x days, HVSC, granted to ships fitted with certified installation for cold ironing BWE, for ships designed for Ballast Water Exchange as per BWM 2004 convention, BWT, when the vessel is fitted with approved Ballast Water Treatment plant GREEN PASSPORT, covering inventory of any potentially hazardous materials

DUALFUEL or GASFUEL for ships fitted with engines using gas as fuel.

ICE CLASS notations are relevant for ships strengthened for navigation in ice.

INWATERSURVEY assigned to ships provided with suitable arrangements to facilitate the afloat bottom surveys.

MON-SHAFT assigned to ships fitted with a Tailshaft Monitoring system allowing the vessel to be granted with a reduced scope for complete tailshaft surveys.

REF-STORE for refrigerating plants intended for the preservation of ship's domestic supplies.

SYS-NEQ and SYS-NEQ-1 for ships equipped with centralized navigation control system.

VeriSTAR Hull class notation is assigned to ships on which an inspection and maintenance plan for the hull is implemented by the Owner.

VeriSTAR Machinery class notation is granted to vessels on which a maintenance plan taking into account a risk analysis review of the installation is implemented.

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D- SPECIAL BV RULES FOR PASSENGER SHIPS

Hull In addition to the general requirements applicable for all ships, passenger ships have to comply with specific provisions defined in Part D Ch. 11 of the Rules, and Ch. 12 for the Ro-ro passenger ships.

Due to their specific design (large rooms, stairs, lifts, large openings in decks and side shell, design point of view and safety consideration), the structure strength is to be particularly checked.

An overall calculation using Finite Element Method (FEM) analysis is performed. The model includes all the different elements of the ship, such as all the decks, superstructure ... Results show inter interalia which part is taken by these elements in the longitudinal strength, and allow refinement of the steel structure by determining the highly stressed areas.

Another particular item which is necessary to verify is the longitudinal and transverse behavior of the structure (i.e. the strength of end parts of the ship in way of large openings in side shell and the racking study due to rolling acceleration).

Equipment The main and auxiliary machinery systems, piping systems and electrical plant are checked and surveyed for compliance with appropriate parts of the rules.

Special expertise has been developed within BV organization regarding electrical propulsion and azimuth propulsion thrusters which have become very popular for these types of ships.

The regulations specific to passenger ships generally cover the requirements of Load Line and SOLAS Conventions (e.g. bilge systems, emergency source of power).

Fire Safety In addition to the survey of fire fighting systems on board a passenger ship, BV will systematically review and survey the fire prevention and associated safety measures such as escape arrangement.

In service, the Classification Society need be involved in any modification of accommodation spaces with respect to structural fire protection and use of proper material.

This review includes, at the design stage or even at the project stage the appraisal of the general arrangement of the ship, to ensure the correct arrangement of main fire bulkheads and of escape routes, the presence, enclosure and sizing of stairways, the relative location of spaces such as those enclosing elements of sources of power, etc. Further, the fire resistance of all bulkheads and decks are checked, including doors and penetrations.

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Ventilation systems are to be designed to limit the spread of fire and smoke. Fire detection and alarm systems, sprinkler systems or equivalent systems are also covered.

All materials used in the construction of accommodation and service spaces are to demonstrate satisfactory properties of fire reaction (e.g. non combustibility, low flame spread, smoke and toxicity levels). This practically implies that most of these materials are granted with a type approval certificate and listed in the TYPEC scheme of Bureau Veritas.

Membership in IACS, participation to the drafting of IMO instruments and experience in the classification of passenger ships allows BV to develop its interpretations and to take into account specific requirements of Flag Administrations.

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2. BUREAU VERITAS STATUTORY ACTIVITIES

A- INTERNATIONAL REGULATIONS Bureau Veritas is recognized by more than one hundred thirty Administrations to act on their behalf on various statutory matters. A number of Flag Administrations have granted BV to issue, within the scope of SOLAS Convention, the Passenger Ship Safety Certificates (PSSC).

This includes, in addition to class related matters, examination, testing, initial and periodical surveys, as applicable, of construction, life saving appliances, radio and navigation equipment and approval of stability documents.

Examination of intact and damage stability documentation benefits of the extensive computer program library of the Society.

Other recognitions cover other conventions such as Load Line, Tonnage, MARPOL, IAFS, COLREG, ILO/MLCetc

B- NATIONAL REGULATIONS A number of coastal States have promulgated national legislation and impose controls on compliance to the adopted technical regulation.

Concerning the passenger vessels operating in US waters, the NICV n03-2008 (Control Verification Examinations of Foreign Passenger Vessels) specifies that USCG have to review safety drawings of a ship to be satisfied that this vessel complies with applicable requirements of SOLAS 1974 as amended, prior to inspection of vessels which are to operate for the first time from a US port.

Bureau Veritas has signed in December 1997 an Outline Of Co-operation with USCG (O.O.C) to facilitate the control verification examination process. BV is acting during the examination phase as single point of contact to the USCG, and BV specialists are also present during USCG visits. Registration of the ship under the O.O.C scheme is to be requested by Owners to BV who will inform USCG accordingly. During design review, BV will advise Owners, Designers and Yards on relevant USCG interpretations, and will present the project, during a concept meeting at USCG Washington Headquarter, to discuss, if necessary, new or unusual arrangements. Drawings, approved by BV on behalf of the Flag Administration, are submitted to USCG Marine Safety Center together with relevant documentation and list of applicable regulations and interpretations. Compliance with approved drawings and USCG comments are verified during the building phase by attending BVs exclusive surveyors. BV is informing in due time USCG on recommended dates for their visit(s) at the shipyard, and is assisting building yard and Owners in preparation and planning of the USCG examination.

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3 - THE SOLAS CONVENTION

A INTERNATIONAL CONVENTION FOR THE SAFETY OF LIFE AT SEA For the international shipping community, the safety of passenger ships had always been a priority. Disasters such as the Titanic sinking of 1912 caused international concern and it is significant that the most important treaty dealing with shipping safety is called the International Convention for the Safety of Life at Sea (SOLAS). The first version was adopted in 1914, the second in 1929 and the third in 1948.

The 1960 Convention was the first major task for the International Maritime Organization (IMO) after its creation and it represented a considerable step forward in modernizing regulations and in keeping pace with technical developments in the shipping industry.

The present version was adopted in 1974 with entry into force in 1980, and has since then been subject to several sets of amendments (see Regulations recently in force or coming in the future in Annex table n1).

The main objective of the SOLAS Convention is to specify minimum standards for the construction, equipment and operation of ships, compatible with their safety.

Technical provisions concerning passenger vessels are contained in:

Chapter II-1: Construction - subdivision and stability, machinery and electrical installations.

The subdivision of passenger ships into watertight compartments must be such that after assumed damage to the ship's hull, the vessel will remain afloat in a stable position. Requirements for the watertight integrity and bilge pumping arrangements for passenger ships are also laid down. The degree of subdivision varies with the ship's length and the service in which it is engaged. The highest degree of subdivision applies to ships of the greatest length primarily engaged in the carriage of passengers. The requirements for machinery and electrical installations are designed to ensure that services which are essential for the safety of the ship, passengers and crew are maintained under various emergency conditions.

SOLAS Chapter II-1 parts A and B have been totally revised starting with MSC 80 and MSC 82, including the new probabilistic damage stability requirements to be applied now for new passenger ships having their keel laying date on or after on 01rst January 2009. The revision of SOLAS chapter II-1, part B, is intended to harmonize the provisions on subdivision and damage stability for passenger and cargo ships.

The revised SOLAS chapter II-1, part B, encompasses now the following parts:

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Part B - Subdivision and Stability Regulation 4 Part B-1- Stability Regulations 5 to 8 Part B-2 - Subdivision, Watertightness and Weathertightness Regulations 9 to 17-1 Part B-3 - Subdivision and Line Load Assignment for Passenger Ships Regulation 18 Part B-4 - Stability Management Regulations 19 to 23-3

Chapter II-2: Construction - Fire protection, fire detection and fire extinction. This chapter has been totally revised by the 2000 Amendments and contains separate provisions for the passenger ships. The revised chapter includes seven parts, each including requirements applicable to all or specified ship types, while the new Fire Safety Systems Code (FSS Code), which is made mandatory under the new chapter, includes detailed specifications for fire safety systems in 15 Chapters. New methodology, based on modern fire prevention and fire fighting techniques, and using fire load criteria and risk analysis method, are now allowed, thus allowing new alternative designs. Reference is also made in this chapter to the International Code for Application of Fire Test Procedures (FTP Code) in force since 01rst July 1998 with a new edition adopted in December 2010 and entering into force on 01.07.2012 (2010 FTP Code). Important changes have been made to Chapter II-2 with the Amendments adopted with MSC 82. and the introduction of the safe return to port concept (See below lasts developments).

Chapter III: Life-saving appliances and arrangements Completely redrafted by the 96 Amendments, this chapter is divided in two parts, and contains specific requirements for passenger vessels. This chapter refer to the International Life-Saving Appliance Code (LSA Code) entered into force 01 July 1998 with the last edition dated September 2010.

Chapter IV: Radiotelegraphy and radiotelephony This chapter contains all requirements for the Global Maritime Distress and Safety System (GMDSS) as developed in Nov 88 SOLAS Amendments, in force for every existing ships since 01.02.99.

Chapter V: Safety of navigation This chapter covers safety of navigation, including requirements on navigation and emergency procedures, navigation equipment and documentation, and manning. Regulation 23, in force since 01.07.97, requires for all passenger ships a list of operational limitations and exemptions to be kept onboard. A new revised chapter V was adopted in December 2000, entering into force on 1 July 2002. The new chapter makes mandatory the carriage of voyage data recorders (VDRs) and automatic ship identification systems (AIS) for certain ships.

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Chapter IX: Management of the safe operation of ships

This chapter has, after its entry into force on 1 July 1998, made the International Safety Management (ISM) Code mandatory.

Chapter X: Safety measures for High-Speed Craft.

This chapter has, after its entry into force on 1 January 1996, made the International Code of safety for High Speed Craft (HSC Code) mandatory. Latest amendments were introduced with resolution MSC.260(84) and 271(85) in 2008 with entry into force on the 1rst July 2010.

Chapters XI-1 & XI-2: Enhanced maritime Safety and Security measures

A diplomatic SOLAS Conference has been held at IMO Headquarters, in conjunction with MSC.76, from 9 to 13 December 2002 with the aim to adopt specific measures to improve ships and port facilities security. The most important changes was the adoption of the International Ship and Port Facility Security Code (ISPS Code) which was implemented through a new chapter of the Convention. The Code was designed to provide a standardized framework for evaluating risk, enabling Governments to determine the appropriate response to the level of threat and vulnerability which exists. As the level of threat increases, the logical counteraction is to reduce vulnerability, and the Code provides several ways to do this. For ships and shipping companies, the requirements include ship security plans, ship and company security officers and certain items of equipment. Security plans and security officers for port facilities are also covered by the Code. Ships are subject to a system of survey, verification, certification and control to ensure that their security measures are implemented, while port facilities is also required to report certain security-related information to the Government concerned, which in turn should submit a list of approved port facility security plans to IMO.

The previous SOLAS Chapter XI Special measures to enhance maritime safety" has been re-numbered as Chapter XI-1.

-Regulation XI-1/3 is modified to require ships' identification numbers to be permanently marked in a visible place either on the ship's hull or superstructure. Passenger ships should carry the marking on a horizontal surface visible from the air. Ships should also be marked with their ID numbers internally.

- Regulation XI-1/5 requires ships to be issued with a Continuous Synopsis Record (CSR) which is intended to provide an on-board record of the history of the ship. The CSR shall be issued by the Administration and shall contain information such as the name of the ship and of the State whose flag the ship is entitled to fly, the date on which the ship was registered with that State, the ship's identification number, the port at which the ship is registered and the name of the registered owner(s) and their registered address. Any changes shall be recorded in the CSR so as to provide updated and current information together with the history of the changes.

- Chapter XI-2: "Special measures to enhance maritime security".

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This chapter addresses the framework of ship and port facility security comprising 13 Regulations and the introduction of the ISPS Code as mandatory.

International Ship and Port Security Code (ISPS Code) The ISPS Code is divided into two parts. -Part A is made mandatory under SOLAS Chapter XI-2, as is the ISM Code under Chapter IX. -Part B is a Guidance Note intended to clarify the provisions of SOLAS Chapter XI-2 and Part A of the ISPS Code. Most of major authorities, and among them USCG, ask for compliance with part A together with part B as applicable.

B LAST DEVELOPMENTS Several important new international standards for passenger ship safety were adopted during the last sessions of IMO's Maritime Safety Committee (MSC).

B-1 - December 2006 Amendments - MSC 82: Safe Return To Port (SRTP): GENERALITY

In 2000 IMO started to work with the aim of evaluating whether the current regulations were still adapted with respect to the growth in tonnage as well as to passenger capacity of modern cruise vessels, and development of operation in more remote areas.

More than 50% of cruise ships presently under construction are of the over-panamax type with a total number of persons onboard over 5,000 (sometimes up to 8,000), and a rescue operation concerning such a great number of persons would be a unique challenge with very few chance of total success.

Several amendments to SOLAS were adopted during the 82nd session of the Maritime Safety Committee in December 2006 with the aim of improving prevention of casualty but also to improve survivability of the vessels in the event of a casualty in order that everybody may safely remain onboard while the vessel proceed to a safe port.

As per these amendments, passenger ships shall be able to proceed to a safe port under their own power after a fire or a flooding casualty not exceeding a casualty threshold defined in these new regulations. During this safe return to port (SRtP) period, all persons onboard shall be accommodated in a safe area where basic services for their safety and health are available. If the casualty threshold is exceeded, SOLAS now requires some essential systems to be still operational for three hours in order to support the orderly evacuation of the vessel, considering one entire main fire zone lost.

These new concepts of casualty threshold, safe area, safe return to port and orderly evacuation have now to be applied to new ships having their keel laid on or after 1 July 2010, and having a length of 120m or more, or having 3 or more Main Vertical Zones (MVZ).

It is obvious that these so-called safe return to port rules will have an impact on design, not only on large cruise ships (as originally thought), but also on small or medium size

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cruise ships and passenger ferries. Increased redundancy for propulsion, el-production and steering systems as well as new adapted architecture of safety systems will certainly have consequences on the design and most probably also on the cost.

The necessity to assess the capability of each concerned system to remain operational after a flooding or a fire casualty will require new studies from the yards at a very early stage of design, and will also need from the Administration or from the Class Societies working on their behalf a new system-based approach philosophy for the assessment of the design taking into account the foreseen operational pattern of the vessel.

SAFE RETURN TO PORT REQUIREMENTS

As per new SOLAS regulation Ch II-2/21.1, passenger ships constructed on or after 1 July 2010 having a length of 120m or more, or having 3 or more main vertical fire zones, shall comply with the provisions of regulation II-2/21.

It is understood that all main vertical zones in the ship should be counted for the purpose of this regulation, irrespective of whether they contain accommodation spaces or not. Nevertheless, horizontal fire zone (special category and ro-ro spaces) should not be included in this count of main vertical zones.

These new SOLAS amendments are introducing several new concepts which are detailed in the next paragraphs, such as: Casualty Threshold, Essential Systems, Safe Area and Orderly Evacuation.

New SOLAS regulations II-1/8-1, II-2/21 and II-2/22

- Ch II-1 Reg 8-1 requires that essential systems listed in Ch II-2/21.4 remain operational after flooding of any single watertight compartment. It is important to note that both internal compartments and compartments having a boundary to the sea are concerned.

- Ch II-2 Reg 21 provides design criteria for a safe return to port of the ship under its own propulsion after a fire casualty that does not exceed the casualty threshold. The fire casualty threshold is defined in 21.3 as being the loss of the space of origin up to the nearest A-class boundary if the space is protected by a fixed fire-fighting system, or the loss of the space of origin and adjacent spaces up to the nearest A-class boundaries which are not part of the space of origin.

As can be seen from the regulation text, the requirement was relatively vague and more detailed explanatory documents were needed by the industry for a proper and uniform implementation. Initial explanatory notes were developed by five leading classification societies (BV, DNV, GL, LR and RINA) with the assistance of major European Shipyards and some Operators, and were submitted by Italy and CLIA to the IMO Fire Protection subcommittee in October 2008. After review by a correspondence group and drafting of a proposal in April 2010 by IMO FP, the Maritime Safety Committee, at its eighty-seventh session in May 2010, approved the Interim Explanatory Notes for the assessment of passenger ship systems' capabilities after a fire or flooding casualty, to provide additional

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guidance for the uniform implementation of SOLAS regulations II-1/8-1, II-2/21 and II-2/22. These notes were published as interim explanatory notes in June 2010 as MSC.1/Circ.1369.

Regarding extend of casualty threshold in the case of the space of origin not being protected by a fixed fire-extinguishing system, the following interpretation was approved with the explanatory notes: - Casualty threshold may include spaces one deck above (considering that fire is spreading upwards, the deck below has been excluded from such extension). - Only spaces within the same Main Vertical Zone have to be considered.

4 of Regulation 21 also lists all essential systems which are required to ensure propulsion and maneuverability after a casualty not exceeding the casualty threshold, and also to maintain safety in all parts of the ship not affected by the casualty, as well as to ensure services needed to be available in safe areas. These essential systems are: (Text in italics refers to interpretations as per IMO.1/Circ 1369): - Propulsion systems with their necessary auxiliaries - Electrical power plant with their auxiliaries - Steering systems with their power and control systems - Systems for filling, transfer and service of fuel oil Full redundancy for propulsion and electrical production will be required as well as for steering system. Propulsion engines and electrical generators will have to be distributed in two separate engine rooms, as well as main switchboards and all auxiliaries for propulsion and electrical production. Two steering gear rooms have to be arranged and fitted with a fixed extinguishing system if they are adjacent. Tunnel thruster is not to be considered for emergency steering. It has also to be taken care that necessary fuel for remaining main engine(s) and diesel generators is still available in sufficient quantity for the whole safe return to port operation. Operating pattern of the vessel will have an important impact on this last issue as a worldwide cruise ship will have different need than a ferry certified for short international voyages. - Navigation systems In case of casualty affecting the bridge, an alternative place shall be arranged where essential equipment (fixed or portable) for navigation and detection of risk of collision shall be available for the duration of SRtP. - Internal and external communication systems P.A system shall remain operational in all main vertical zones not affected by the fire. Portable communication system is acceptable for internal communication, provided repeater system remains operational and charging facilities are available in more than one main vertical zone. - Fire main system It is accepted to have the fire main isolated in the main fire zone affected by the casualty. Affected main fire zone can then be served from hydrants of adjacent zones or watertight compartment. Fire hoses may be extended for fire fighting within the affected main fire zone using maximum two lengths of hoses from each hydrant. Manual local start of remaining fire pumps may be accepted after a casualty. - Fixed fire extinguishing systems

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Lay-out of the sprinkler or equivalent system will have to be carefully reviewed and pumps will have to be duplicated and installed in separate compartments. Each section should not serve more than one deck in one main vertical zone. CO2 total flooding extinguishing system capacity to be sufficient to protect the largest and the second largest spaces. - Fire and smoke detection system Architecture of smoke detection system will have to be modified in order to remain operational in spaces not directly affected by the fire casualty. It will be acceptable to loose detection in maximum one deck in one fire zone. - Bilge and ballast systems Proper distribution of bilge and ballast pumps will be necessary, as well as careful routing of the piping. Extra manual controlled section valves will be necessary when crossing watertight compartment bulkheads to segregate any flooded compartment. - Watertight and semi-watertight doors Position indication of the doors shall remain available for any fire casualty within the casualty threshold except for doors in the boundary of spaces directly affected by the casualty. - Flooding detection system as per SOLAS II-1/22-1 requirement - Basic services to support safe areas as indicated in SOLAS II-2/21.5.1.2 Detailed in next paragraph - Other systems deemed to be vital by the Administration for damage control efforts.

Safe area is defined in II-2/21.5 as being generally any internal space(s) which is not flooded and outside the main vertical zone affected by the fire. It shall provide all occupants with the following basic services to ensure the health of all persons onboard (text in italics refers to interpretations as per IMO.1/Circ 1369): - Sanitation Minimum one toilet required for every 50 persons or fraction of. - Water Minimum 3 liters per person per day drinking water, plus water for food preparation and hygiene. - Food Food could be of any kind including dry food. - Alternate space for medical care The alternate space for medical care to be in a different MVZ than the hospital, and to have lighting and power supply from the emergency source of power. - Shelter from the weather: Internal spaces required unless otherwise accepted by the Administration Use of exterior spaces as safe areas might be evaluated taking into account possible current operation of the vessel in warm climates and short duration of SRtP operation. - Means of preventing heat stress and hypothermia Temperature within safe areas should be maintained in the range of 10 to 30C. - Lighting Portable rechargeable battery operated lighting may be acceptable for use in spaces not covered by the ships emergency lighting system. - Ventilation Minimum ventilation volume available should be not less than 4,5m3/H per person.

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The above list will require a number of systems to be possibly evaluated as essential systems, in order to support these above listed basic services such as: - Black & grey water system (although it is accepted that grey and black water could be disposed of into the sea during SRtP operation, as allowed by MARPOL Annex V, Reg 3). - Potable water system - Refrigerating system and galley system - HVAC system (depending of the operation pattern of the vessel) - Lighting distribution.

It is well understood that Safe Areas should preferably be arranged in accommodation spaces, and sizing could be based on the time needed for safe return to port operation. Interpretation 42 of Circ.1369 is asking for a minimum space of 2m per person for a SRtP operation longer than 12 hours.

An important issue related to the safe areas is the requirement asking for means of access to life-saving appliances which shall be ensured from each safe area taking into account that internal transit through the affected main vertical zone might not be possible. This requirement will be achieved easily on cruise ships having embarkation deck running the entire length of the vessel, but will have to be closely investigated for ferries or small and medium size cruise ships where each main vertical zone do not have direct access to external embarkation deck. For this purpose, it is accepted that external routes are considered to remain available also in the portion of the ship containing the main vertical zone affected by the casualty.

- Ch II-2 Reg 22 provides design criteria for systems required to remain operational to support an orderly evacuation and abandonment of the ship if the casualty threshold is exceeded. The following systems will then be required to remain operational for at least 3 hours in all main vertical zones not affected by the casualty: - Fire main - Internal communication for passenger and crew notification and evacuation - External communication - Bilge system for removal of fire-fighting water - Lighting along escape routes, at assembly stations and embarkation stations - Guidance systems for evacuation (e.g. Low Location Lighting).

To achieve the above requirement, proper distribution of pumps for fire main and bilge systems will have to be taken care of, as well as careful routing and protection of concerned piping and cables. It is important to remind that SOLAS Ch III Regulation 21.1.4 requirement stating that all survival crafts shall be capable of being launched with their full complement of persons within a period of 30 minutes from the time the abandon ship signal is given, remains fully applicable.

Assessment of systems capabilities

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Process of verification of the ships design with respect to Safe Return to Port requirements is detailed in MSC.1/Circ.1369, and is primarily intended to be performed with a system-based approach. Documentation required for such assessment shall contain as a minimum the following:

Ships description - Information about the intended area of operation and operating pattern in order to define intended speed and maximum distance for safe return to port. - The list of all systems considered as essential and subject to required assessment. This list shall include as a minimum all systems referred to in SOLAS regs II-2/21.4 and 22.3 for safe return to port and orderly evacuation. - The design criteria for each individual essential system or group of systems to achieve compliance e.g. separation, duplication, redundancy, protection or a combination of the above. - Drawings showing basic lay-out of the vessels with necessary information Drawings describing watertight boundaries, A-class fire boundaries, tank arrangement, fire category of spaces, etc Submitted documents shall also show the spaces protected by fixed fire extinguishing systems and spaces considered having negligible fire risk if any. - Drawings showing location, arrangement and connections of essential systems, as well as a description of their power supply. - Criteria adopted for the selection of safe areas and intended locations. Position and size of selected safe areas, as well as number of persons accommodated during SRtP operation for each safe area in the different fire scenarii (each scenario corresponding to one MVZ affected by a fire casualty). - Data regarding the minimum speed vs. weather and sea conditions e.g. results of model tank tests in sea keeping conditions including consideration of wind forces.

Assessment of required ship systems capabilities The assessment method is detailed in MSC.1/Circ.1369 and consists in a two-steps study: - Overall assessment of all essential systems: This assessment is a systematic study of each essential system to demonstrate their capability to remain operational after a flooding or fire casualty. Essential systems identified as being fully redundant for all concerned casualties need not be further analyzed. Manual action by the crew may also be possible under certain conditions detailed in the Circular. If a system is identified during this overall study as having a possibility to fail to operate as a consequence of a fire or flooding casualty not exceeding the casualty threshold, then this system is considered as being critical. If no critical system has been identified during this study, the overall assessment is considered acceptable without the need for further study. - Detailed assessment of critical systems: Each identified critical system shall be subject to a detailed assessment. Such assessment may require additional detailed information regarding installation of the equipment, manual action required to restore the systems functionality, and on any operational procedure to be implemented to achieve the desired results.

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Quantitative analysis may be required such as fire engineering analysis and/or fire testing, failure mode effect analysis (FMEA) of a system or detailed analysis of possibility of flooding of a particular compartment with its consequences on the system components. If the systems capability cannot be ascertained for all casualties not exceeding the casualty threshold, the design will have to be modified and a new assessment will have to be performed.

Final approval and documentation to be kept onboard When the assessment of all essential systems capability to fulfill SRtP requirement has been successfully completed, the assessment report together with the ships description file can be submitted to the Administration or to the Classification Society acting on its behalf for approval. Such approval will be valid taking into account the intended area of operation and operating pattern as defined in the ships description. During the vessels life, any changes in the ships design or in the way the vessel will be operated, will have to be evaluated with respect to compliance with SRtP requirements. Therefore documentation as listed in MSC.1/Circ1369 7.4 will have to be kept onboard and up-dated when necessary. This documentation shall include the ships file and the assessment report, together with required operational information related to operation of essential systems and availability of safe areas, and description of tests, inspection and maintenance plan related to the concerned essential systems.

Ships description

Overall assessment of all essential systems

Any critical system identified?

Critical system design principles

acceptable?

Detailed assessment of critical systems

Performance of all essential systems

acceptable?

Final design (all essential systems incl. critical

systems if any)

Documentation and approval

Design found acceptable

Complete re-design necessary ?

no

no

no

yes

yes

yes

yes

none

re-design

Process flowchart for assessment of passenger ship systems capabilities for SRTP as shown in appendix 2 of MSC.1/Circ.1369

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CONCLUSIONS

Based on experience gained from actual projects under BV Class to be certified according to subject SRtP regulation, the following issues can be highlighted:

- Impact of these SRtP rules is certainly more important on the design of small or medium size passenger ships, and specially passenger ferries, than on larger cruise vessels which were originally the main target. Most probably, totally new machinery arrangements will be developed for ferries, when for large cruise ships (generally already designed with two separate engine rooms) changes will mainly be related to necessary SRtP duration because of their worldwide operation, and availability of needed services in safe areas during this SRtP period. - As shown above, approval will depend on how and where the vessel will be operated. Therefore, eventual future operational changes should be as far as possible anticipated in order to avoid difficult re-assessment of the vessels capability to meet SRtP requirements in case of changes in operational areas or operational pattern. - Overall assessment of all essential systems as described above will have to be carried out at a very early stage of the project to define appropriate solutions and avoid later important changes in the design. Quality and degree of details of submitted documentation will be of great importance for an efficient and accurate review. - The big challenge during systems assessment, but also during building of the ship, will be the control of routing of pipes and cables. Inspection procedures and extent of survey during building period will have to be re-evaluated between all involved parties. - Onboard SRtP documentation will have to be kept up-dated during the vessels life in case of modification in the vessels design or in case of new operating pattern or operational area. This documentation will also be needed in case of change of Flag to provide necessary evidence of compliance with applicable SRtP rules. - These new SRtP rules are certainly improving the safety level of passenger ship design by imposing new requirements for higher survivability of these vessels. - Based on work already performed on projects under progress, BV has established its own understanding notes to provide some acceptable solutions to unclear issues.

Other MSC 82 amendments entered into force on 1 July 2010 (keel laying date): - Alternative designs and arrangements concept expanded to Chapters II-1 (machinery and electrical arrangements) and III (life saving appliances); - On-board safety centre, from where safety systems can be controlled, operated and monitored; - Fixed fire detection and alarm systems, including requirements for fire detectors and manually operated call points to be of addressable type; - Fire prevention, including amendments aimed at enhancing the fire safety of atriums, the means of escape in case of fire and ventilation systems; - Amendments to SOLAS regulations II-1/3-2 make mandatory Performance standard for protective coatings of dedicated seawater ballast tanks on all new ships and of double-side skin spaces of bulk carriers. These amendments entered into force on 1 July 2008 and the performance standard applies to ships for which the building contract is placed on or after 1 July 2008; or, in the absence of a building contract, the keels of which are laid on or after 1 January 2009, or the delivery of which is on or after 1 July 2012

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B-2 - Other amendments coming into force May 2008 Amendments - MSC 84 Amendments to SOLAS chapter II-2 with entry into force on 01 July 2010, are dealing with drainage of special category and ro-ro spaces to prevent accumulation of water on the vehicle deck of ro-ro ships. Some requirements are retroactive for existing ships.

June 2009 Amendments - MSC 86 Bridge Navigational Watch Alarm Systems (BNWAS) The requirement for fitting a BNWAS applies to passenger ships (and other ships of 150 GT and upwards) as follows: - Passenger ships constructed on/after 1 July 2011. - Passenger ships constructed before 1 July 2011, not later than the first survey after 1 July 2012.

Note: A bridge navigational watch alarm system is equipment which triggers an alarm when the Officer on watch becomes incapable to perform his duties. Resolution MSC.128 (75) provides for BNWAS performance standard.

Electronic Chart Display and Information Systems (ECDIS) The requirement for fitting a ECDIS applies to passenger ships as follows: - Passenger ships of 500 GT and upwards constructed on/after 1 July 2012 - Passenger ships of 500 GT and upwards constructed before 1 July 2012, not later than the first survey after 1 July 2014

Note: The Electronic Chart Display and Information Systems (ECDIS) is navigational shipborne equipment which is considered as equivalent to nautical charts (Reg.V/19.2.4). Resolution A.81 (19), subsequently amended by resolutions MSC.64 (67), MSC.86 (70) and MSC.232 (82) provide for ECDIS performances standard.

May 2010 Amendments - MSC 89

Lifeboat Release and Retrieval Systems (RRS)

Several instruments addressing the safety and the improvement of Lifeboat Release and Retrieval Systems were adopted by the MSC as follows: Amendments to SOLAS regulation III/1, new paragraph 5 (Resolution MSC. 317(89)) Amendments to the LSA Code paragraph 4.4.7.6 (Resolution MSC. 320(89)) Amendments to the Revised recommendation on testing of life-saving appliances (resolution MSC.81 (70)), as amended, (Resolution MSC. 321(89)) Guidelines for evaluation and replacement of lifeboat release and retrieval system (RRS), circular MSC.1/Circ.1392 Early application of new SOLAS reg.III/1.5, circular MSC.1/Circ.1393

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The newly adopted paragraph 5 of SOLAS regulation III/1 requires the replacement of lifeboat on-load release mechanisms not complying with the requirements of the newly amended paragraphs 4.4.7.6.4 to 4.4.7.6.6 of the International Life-Saving Appliances (LSA) Code not later than the first scheduled dry-docking of the ship after 1 July 2014 but, in any case, not later than 1 July 2019. Ships constructed on/after 1 July 2014 shall be fitted with RRS complying with the above standards. These improved safety standards for lifeboat release and retrieval systems are intended to prevent accidents during lifeboat drills.

The amendments to the SOLAS Convention and to the LSA Code are expected to enter into force on 1 January 2013. Associated amendments to the revised recommendation on testing of life-saving appliances (resolution MSC.81 (70)) were adopted.

May 2012 Amendments (expected)- MSC 90

Onboard stability computer or shore-based support.

Amendments on Reg.II-1/8-1 were approved during MSC 89 and will be proposed for adoption at MSC 90: Passenger ships with three or more main vertical fire zones or of 120 metres in length or more (i.e., subjected to the safe-return to port) shall be either fitted with an onboard stability computer or shore-based supported. Expected entry into force : 1 January 2014

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4 EVOLUTION OF FIRE SAFETY REGULATIONS

HISTORY

The SOLAS 60 was applicable to ships built after 1965. The fire protection of ships was designed around one of the following three methods:

Method I - All the bulkheading materials are non combustible.

Method II - Accommodation spaces are protected by an automatic detection and extinction installation by sprinklers.

Method III - Constitution of a bulkheading network type A or B and automatic system of fire detection.

Casualties to passenger ships through fire in the early 1960s emphasized the need to improve the fire protection provisions of the 1960 Convention and in 1966 and 1967 amendments were adopted by the IMO Assembly.(Resolution A. 122 known as part H) These amendments were incorporated in Chapter II-2 of the 1974 Convention.

The SOLAS 74 is applicable to ships built from 1980 on. It requires non-combustible bulkheading and the protection of accommodation spaces, service spaces and control stations through a fire detection system or by sprinklers. Since then, due to several amendments during the past years, smoke detection and automatic sprinkler systems have to be installed in all accommodation and service spaces.

A - NEW SHIPS Several sets of amendments have been adopted during the last decades, dealing with new ships to be built. The work within IMO to improve the fire safety standard went two directions: the first one makes existing regulations more specific to avoid weak interpretations, and the second adds new features, and mandatory sprinklers. Chapter II-2 dealing principally with fire protection, fire detection and fire extinction has been revised and reformatted in December 2000 with the Assembly Resolution MSC.99(73). As done with the revised chapter III in 1996, all the technical prescriptions concerning the fire fighting equipments are no more part of the revised chapter II-2 but are included in a dedicated Code, the International Code for Fire Safety System (FSS Code). The chapter II-2 itself has been written in a more comprehensive and friendly way. It is divided into 6 parts, General, Prevention of fire and explosion, Suppression of fire, Escape, Operational requirements, Alternative design and arrangement and Special requirements. Lists of SOLAS amendments and principal MSC Circulars or Resolutions related to passenger ships can be found in annex tables 2 and 3. The requirements contained in the amendments can be divided in enhancement of existing ones and additions.

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New Amendments adopted by MSC 82 in December 2006, coming into force on 1 July 2008 for the balconies, and on 1 July 2010 for the concept of casualty threshold, safe area, safe return to port, safety center and other items, are detailed in 3-B here above.

1. Main fire zones The need for main fire bulkheads to be aligned and their maximum spacing of 40m has been reaffirmed. The conditions to allow steps or to space more than 40m away are specified; to align with subdivision bulkheads or to accommodate a large public space. Moreover, maximum length of 48m is given, but with a maximum fire zone surface area of 1.600m, as well as a definition of the length of a main fire zone as the maximum distance between the furthermost points of the bulkheads bounding it. Nevertheless fire zone with a deck area of more than 1.600m can be found quite often on the last generation of very large cruise ships due to the use of alternative design studies as per ChII-2/17.

2. Stairways The continuity and enclosure of main vertical escapes within accommodation have been detailed. External escape routes are only permitted above superstructures with a set of safety measures such as emergency lighting and non-slip surfaces. Standards for sizing of stairs have now been finalized and all ships covered by these SOLAS amendments will have to comply with them. Some rules such as the minimum width and the width/number of person ratio are in the Convention, and the details of calculations to be performed are in FSS Code Chapter 13.

The rooms or spaces for which direct opening to stairway enclosures is permitted are clearly specified. These are public spaces (except for the backstage of a theatre), corridors, public toilets, other accommodation escape stairways. Special category spaces and external areas have also been added. One may note that of course machinery spaces are excluded but also stairs serving as escapes routes from such spaces.

Within a stairway enclosure are only permitted public toilets, lockers for safety equipment, open information counters, and six fixed seats per deck. It is however not envisaged to prohibit decorative or advertising panels or small shop windows made of non-combustible materials, provided they do not obstruct the escape routes.

Ventilation of stairway enclosures is ensured not only through separate ducting but also by separate fans. However, SOLAS amendments are still silent on the pressure sign of stair ventilation and on the possible need to feed the fans from the emergency switchboard.

Escape routes on ro-ro passenger ships: several requirements included in SOLAS 1995 Amendments apply to the arrangement, outfitting (e.g. handrails) and marking of escape routes. Additional requirements concerning the path of and vertical divisions along escape routes apply to ships constructed on or after 1st July 1997 ; evacuation analysis during the design process are now required for ships constructed on or after 1st July 1999.

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3. Fire doors The operation and controls of fire doors are detailed, specially for all fire doors in main vertical fire zone bulkheads, galley boundaries and stairway enclosures which shall be capable of being remotely closed from the continuously manned central control station (generally the bridge) , and fitted with a position indication of the doors on a panel at same control station.

"A" class doors located in stairways, public spaces and main fire bulkheads in escape routes have to be fitted with a hose port at the lower edge, enabling the door to close with a pressurized hose through it.

"B" class doors for cabins are requested to be self-closing.

4. Machinery spaces For machinery control room, two escapes are required with one providing a continuous fire shelter to a position outside the machinery space.

Following several fire casualties in machinery spaces of passenger ships, IMO Committee has approved in May 99 (MSC 71) a new SOLAS requirement ( Ch.II-2 / Reg.7-7) , asking category A machinery spaces on passenger and cargo ships, to be protected by a fixed water-based local application fire-suppression system. This requirement has entered into force on July 2002 for new and existing ships (see details in Annex table n1 SOLAS Regulations recently in force or coming in the future.).

5. Ventilation systems Application of the existing rule for galley extraction ducts crossing spaces containing combustible materials is extended to all extraction ducts where grease or fat may accumulate. Access panels for cleaning and inspection are required.

Low flame spread characteristics have to be documented for ventilation duct surface materials, and fire dampers on ducts penetrating A-class boundary are to be tested according to the Fire Test Procedures Code.

From 1 January 2010, for new ships, exhaust ducts from the main laundries will have to be fitted with filters, automatic fire damper in lower end, and hatches for cleaning and inspection. Remote operating control of fans and damper will be required (refer to SOLAS Chapter II-2, new reg. 9.7.6).

6. Atriums These spaces were treated first time by the amendments coming into force on 1st January 1994. They were first dealt with by IMO, as these spaces started to appear currently on board ships and as SOLAS was silent about them.

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Atriums are defined as public spaces spanning three decks or more and containing combustibles such as furniture and enclosed areas such as shops, offices and restaurants.

The amendments imply: - Two escapes per level, one of which gives direct access to an enclosed vertical escape; - A smoke extraction system; - A sprinkler system and a smoke detection system for the whole main fire zone comprising the atrium.

It is understood that, subject to compliance with the requirements, there is no extra restriction within an atrium on combustible materials other than already existing for public spaces. However, so called partial bulkheads are still requested to be non-combustible. Specific requirements on smoke extraction system for atriums are now, since the 2000 Amendments, applicable to any public space of minimum three decks height.

7. Fire detection and sprinklers All accommodation spaces (cabins, public spaces, corridors, etc.) including stairways, service spaces (stores, pantries, galleys, etc.) and control stations are to be protected by a sprinkler system and a smoke detection system. Exemption is accepted for spaces with little or no fire risk such as voids or public toilets.

In some specific spaces, such as galleys, saunas or cold rooms with a temperature of less than 5C, the use of heat detectors is accepted.

In control stations containing electronic equipment, alternative fixed fire fighting systems are permitted in lieu of automatic sprinklers (e.g. pre-action system).

One may note that the regulation allows for "equivalent sprinkler systems" for which guidelines have been elaborated to meet with medium or high pressure water fog systems.

In the different sets of amendments, the regulations for fire detection systems have been amended to cope with the addressable technique.

From 01 July 2010, following amendments will enter into force for new passenger ships: - detectors fitted in cabins, when activated, shall also be capable of emitting a local audible alarm in cabins spaces where they are located (refer to SOLAS Chapter II-2, new text in reg. 7.5.2 and 7.5.3.1) - fire alarm systems shall be capable of remotely and individually identifying each detector and manual call point (refer to SOLAS Chapter II-2, new reg. 2.4)

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8. Main fire bulkheads All main fire bulkheads and decks are to be A60 class division. Consequently, two of the tables for fire integrity have been deleted. However for divisions adjacent to external areas (cat. 5), sanitary spaces (cat.9) or machinery spaces without fire risks (cat.10: e.g. ventilation rooms), the standard may be reduced to A0. The same applies when fuel oil tanks are on both sides of the division.

9. Subdivision fire bulkheading With the previous regulations, the fitting of a sprinkler system on board a ship allowed for reduced insulation values. This is not anymore the case with the amendments now in force.

All decks are of A class.

Corridors bulkheads in accommodation are B15 and cabin/cabin bulkheads are B0.

Continuous ceilings associated with B15 bulkheads which are not erected deck to deck are to be B15 as well.

Fire integrity of external stowing areas of life saving appliances shall be A60, and fire rating of the ships side, including windows, below the life saving appliances is either A0 or A30 depending the type of concerned life saving appliance.

10. Corridors Dead-end corridors of any length are strictly forbidden and designers have done great efforts to eliminate these dead-ends on new ships. Service areas in the lower decks are generally the spaces where this requirement seems to be more difficult to satisfy.

11. Combustible materials Requirements for low flame spread and combustibility characteristics of materials were already stated in Ch II-2 Reg.34. A further step comes with the 1996 amendments (entry into force in 1998) which have implemented the Fire Test Procedures Code , requesting fire materials to be tested in accordance with IMO test methods. Main changes are the requirements for smoke and toxicity levels for paints, varnishes and other materials used on exposed interior surfaces.

12. Fire regulations on balconies: The MSC adopted amendments to SOLAS chapter II-2 and to the International Code for Fire Safety Systems (FSS Code) to strengthen the fire protection arrangements in relation to cabin balconies on passenger vessels. The amendments were developed in response to the fire aboard the cruise ship Star Princess in March 2006. The amendments to SOLAS chapter II-2 are aimed at ensuring that existing regulations 4.4 (Primary deck coverings), 5.3.1.2 (Ceilings and linings), 5.3.2 (Use of combustible materials) and 6 (Smoke generation potential and toxicity) are also applied to cabin balconies on new passenger ships.

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For existing passenger ships, relevant provisions require that furniture on cabin balconies be of restricted fire risk unless fixed water spraying systems, fixed fire detection and fire alarm systems are fitted, and that partitions separating balconies be constructed of non combustible materials, similar to the provisions for new passenger ships.

These amendments entered into force on 1 July 2008 (keel laying date for new vessels or first annual survey after this date for existing ships).

13. Low location lighting (LLL) The means of escape for passengers including corridors, stairways and exits are to be marked by Electro-lighting or photo luminescent strip indicators placed not more than 300mm above the floor, to enable routing of escaping passengers in case of smoke.

These requirements have been extended to crew accommodation in 1998. The IMO standard on this subject is available, detailing performance, sizing, markings and locations (resolution A752).

In lieu of Low Location Lighting, alternative guidance systems may now be accepted (ref MSC 82) when approved by the Administration based on the new IMO guidelines.

14. General alarm and public address systems General alarm and public address systems have to comply with requirements of the Code on Alarms and Indicators 1995 adopted by the resolution A.830 (19) and up-dated in 2009 with the resolution MSC 1021(26)..Sound level measurements have to be performed to verify compliance with above mentioned Code.

15. Central control station The following indicating and control panels are centralized in a single location which shall be permanently manned (generally the bridge): - Fire detection and alarm system; - Sprinkler system; - Fire doors; - Watertight doors; - Ventilation fans, with possibility to restart accommodation ventilation; - General alarm; - Communication systems; - Public address system.

On top of the above requirement, passenger ships constructed on or after 1 July 2010 shall have on board a safety centre complying with new regulation II-2/23 (MSC 82). The purpose of this regulation is to provide a space to assist with the management of emergency situations without distracting watch officers from their navigational duties.

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Illustration showing possible arrangement for the safety centre to be part or not of the navigation bridge.

16. Helicopter landing area Ro-ro passenger ships shall be fitted with an helicopter pick-up area and the ones of 130 m in length and upwards constructed on or after 01.07.99, shall be fitted with a helicopter landing area. During IMO MSC 71 (may 99), it was agreed that helicopter landing areas need not be fitted on non ro-ro passenger ships.

17. Operational requirements Chapter III was also subject to deep changes with the 1996 Amendments. Among new requirements, some are dealing more specifically with passenger ships. Detailed information on all persons on board shall now be available for search and rescue purposes. A decision support system for emergency management must be provided on bridge, and on all passenger ships, an abandon ship drill and fire drill must take place at least weekly.

B - EXISTING SHIPS In international Conventions, "existing ship" means a ship constructed before the date of which a relevant convention or amendment thereto enters into force.

The policy of IMO introducing new safety requirements has in general been to apply operational or procedural improvements to all ships and design and construction requirements only to those ships constructed on or after the entry into force of the new requirements. These exception provisions which appear in various regulations are referred to as "grandfather clause".

April 1992 Amendments:

Resolution MSC 24 (60) adopted on 10 April 1992 came into force on 1st October 1994 "killed" the "grandfather clause" and introduced the notion of major conversion. From this date, any modification has to be evaluated as follow:

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- Any material fitted on board ship is to meet the latest standards. - Any modification implying the replacement of more than 50 tons is to satisfy the rules

applicable to new ships.

These amendments also prescribed retroactive rules to be satisfied by existing ships to bring them to the new ships "standards" according to a specified schedule.

The following table indicates the time schedule followed during past years for the progressive up-grading of existing ships. The ships complying with part H of SOLAS 60 were considered as covered by the SOLAS 74 columns

Ships pre SOLAS 74 Ships SOLAS 74 Reg. 17 Safety equipment and Reg.41.2 . 1 1994 1994 Smoke detection system and Reg.41.2 . 2 1997 1997

Smoke detectors above ceilings; Reg.41.2 . 3 1997 N.A. Initial modifications Reg.41.2 . 4 1997 1997

Sprinklers Reg.41.2 .5 1997 2005 or construction over 15 years Escape routes on ro-ro passenger ships;

Reg.28.1 1997 1997

Final modifications Reg.41.2 . 6 2000 2000 Non-combustible construction Reg.41.1 par. 2.4 01 / 10 / 2010 N.A.

1. Smoke detection system All the accommodation spaces, service spaces and control stations have been equipped with smoke detectors, except private bathrooms, empty spaces and the galleys were equipped with heat detectors. Smoke detectors were required above the ceilings in corridors and staircases if the construction was made of combustible materials.

2. Initial constructive modifications The closing of hinged fire doors (stairway enclosures, main bulkheads and galley bulkheads) had to be controlled from the central control station provided with a closure-indicating panel. The closed position of all fire doors in stairways enclosures, main vertical bulkheads and galley boundaries had to be indicated on a panel in the wheelhouse.

The stairway enclosure boundaries can now only include the following spaces: - Public toilets, - lifts, - Non-combustible closets for safety equipment, - Open information desks, - Emptied rooms permanently locked and where electricity has been switched off.

The other areas had to be separated from the stairway enclosure by a bulkhead type A. If those areas still needed to open on the stairs, and was not be part of the list below, they were to be protected by sprinklers. This was not acceptable for cabins.

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The areas that open up on stairway enclosures were restricted to: - Public areas, - Corridors, - Public toilets, - Garage decks, - Stairs serving accommodation spaces, - Open decks, - Machinery spaces in category 10, if fitted with smoke detectors, - Back offices of counters, if fitted with smoke detectors and low flammable furniture.

Furniture in the stair surroundings was usually limited and that in corridors was forbidden. Escapes had to be marked by electrical or photo luminescent strips. (LLL)

3. Sprinkler system All the accommodation and Service Spaces, Stairways enclosures and corridors have been equipped with sprinkler system, except private bathrooms, empty spaces and spaces having little or no fire risk such as voids and similar spaces.

4. Final constructive modifications The stairs and the surroundings had to be in steel. Ventilation ducts passing through the main bulkheads or the stairway enclosures had to be provided with fire dampers or insulated A-60 standard, when this duct pass through without serving them.

Sliding fire doors (stair surroundings, main bulkheads and galley surroundings) had to be remote-controlled. A fire fighting system in compliance with the present rules needed to be fitted in category A machinery spaces.

5. Non-combustible materials Ships are to meet the rules of the SOLAS 74; this is applicable, as a rule, to ships covered by the SOLAS 60 method II or III. All ships need to meet with this requirement by 01 October 2010.

December 2006 Amendments:

For existing passenger ships, relevant provisions required that furniture on cabin balconies be of restricted fire risk unless fixed water spraying systems, fixed fire detection and fire alarm systems are fitted, and that partitions separating balconies be constructed of non combustible materials. The amendments entered into force on 1 July 2008.

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5 - STABILITY REGULATIONS

The Titanic sinking in the winter 1912 following a collision with an iceberg was probably the most famous maritime disaster in history. More than 1.500 men, women and children died. This disaster tightened the concern for ship vulnerability due to flooding accidents caused by collision or grounding.

The measure of the ability of a ship to survive such accidents is called "damage stability" This stability is attained by installing a number of watertight compartments. If one of these compartments is breached, then the watertight bulkheads surrounding it will prevent the inrush of sea water from spreading to the rest of the ship.

Calculations regarding subdivision size and location are based mostly on the size of a ship and number of passengers. There are two significant factors to take into account when assessing the damage stability of a ship:

- A maximum extent of damage is assumed in the design calculation; - The margin of safety remaining after damage (residual stability).

The damage stability requirements are contained in chapter II-1 of the SOLAS 1974 convention. The subdivision of a passenger ship into watertight compartments must be such that after damage to the ship's hull, the vessel will remain afloat and stable. Requirements for watertight integrity and bilge pumping arrangement for passenger ship are also laid down as well as stability requirements for passenger vessels.

A- THE 1988 AND 1989 AMENDMENTS

1. The 1988 (October) amendments Adoption: 28 October 1988 Entry into force: 29 April 1990

Three amendments adopted in 1988 concerned:

1) Damage stability requirements for passenger ships including ferries.

2) Intact stability requirements. A further amendment to regulation 8 requires masters to be supplied with data necessary to maintain sufficient intact stability. The information must show the influence of various trims, taking into account operational limits. Ships must also have scales of draught marked clearly at the bow and stern. After loading and before departure, the master must determine the ship's trim and stability.

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The next amendment adds a new regulation 20-1 which requires that cargo loading doors be locked before the ship proceeds on any voyage and remains closed until the ship arrives at its next berth.

3) A new regulation 22 makes it compulsory to have a lightweight survey at least every five years to ensure that stability has not been adversely affected by the accumulation of extra weight or any alterations to the superstructure.

2. The 1989 Amendments Adoption: 11 April 1989 Entry into force: 1 February 1992.

The main changes concerned Chapter II-1 (ship's construction) and specially the regulation 15 which was dealing with opening in watertight bulkheads in passenger ships.

New ships have had to be equipped with power-operated sliding doors, except in specific cases and must be capable of being closed from a control panel on the bridge in not more than 60 seconds. The amendments make it clear that all watertight doors must be kept closed at sea, except in exceptional circumstances.

B- DAMAGE STABILITY OF PASSENGER SHIPS Important developments in damage stability of passenger ships are contained in:

-The 1988 (October) Amendments to the SOLAS 1974 Convention. They concern the New passenger vessels.

-The 1995 Amendments which concern the New and Existing passenger vessels; they superseded the 1992 Amendments.

1. Damage stability of passenger ships One of the most important 1988 (October) Amendments concerned regulation 8 of

Chapter II-1 and was designed to improve the stability of passenger ships in the damaged condition.

The amendment required that sufficient stability be provided in all service conditions so as to enable the ship to survive with one or two main compartments flooded, depending on the degree of subdivision provided.

The amendment considerably expanded the existing regulation and took into account several factors such as:

- The crowding of passengers on to one side of the ship, - The launching of survival craft on side of the ship and wind pressure.

The amendment stipulated that the maximum angle of heel after flooding but before equalization shall not exceed 15 degrees.

The 1995 amendments, which entered into force on 1st July 1997, contained modifications and additions to various chapters of SOLAS applicable to ro-ro passenger ferries and passenger ships.

The most significant modification was applying to ro-ro passenger ships carrying 400 persons or more, constructed on or after 1st July 1997, which had to meet the stability requirements in final condition after damage (regulation 8, paragraph 2.3) wherever the

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damage applied within the ships length (i.e. prohibition of the one compartment standard ).

Other modified or new regulations were dealing with watertight integrity (of hull, superstructure, ro-ro deck, bulkheads), life saving appliances, evacuation and escape routes, radio communications, safety of navigation, stowage and securing of cargo in ro-ro spaces.

2. Damage stability of ro-ro passenger ships Measures designed to improve the survivability of all existing roll-on/roll-off

passenger ships were adopted by the Maritime Safety Committee in November 1995. They required full compliance with the measures to improve the damage stability which came into force on 29 April 1990 further to October 1988 amendments (so-called SOLAS 90 ). The compliance with SOLAS 95 Amendts regulation II-1/8-1 had to be achieved for all ships by October 2005.

3. Damage stability of ro-ro passenger ships carrying 400 persons or more Ro-ro passenger ships carrying 400 persons or more, constructed before 1st July 1997,

shall meet the stability requirements in final condition after damage (regulation 8, paragraph 2.3) wherever the damage applied within the ships length (i.e. two compartments standard). The compliance with SOLAS 95 Amendts regulation II-1/8-2 had to be achieved for all ships by October 2010.

4. Northwest Europe & Baltic regional Agreement This agreement, also called Stockholm Regional Agreement, includes specific stability

requirements in damage condition taking into account a certain height of water on deck (maximum 50 cm) which may be lowered in accordance with:

ships residual freeboard significant wave height in the area of ships operation

Compliance was required for all concerned vessels not later than 01rst October 2002.

C- THE 2005 AMENDMENTS

- Revision of SOLAS Chapter II-1 Parts A, B and B-1 Within the scope of the harmonization of the regulations for damage stability calculations of passenger ships and cargo ships, SOLAS ch II-1 Parts A, B and B-1 have been revised with Resolution MSC.194 (80) in May 2005, and adopted in May 2005 (MSC 80). The amendments are based on the "probabilistic" method of determining damage stability, which is itself based on the detailed study of data collected by IMO relating to collisions. Because it is based on statistical evidence concerning what actually happens when ships collide, the probabilistic concept is believed to be more realistic than the previously-used so called "deterministic" method. In order to get a uniform application of the rules, explanatory notes for harmonized application of revised SOLAS Ch II-1 have been developed. The last release was issued by SLF 51 in July 2008 in Resolution MSC.281(85). These new amendments are applicable to ships with keel laying date on/after the 01rst of January 2009.

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D- LATEST DEVELOPMENTS - Application of Stockholm Agreement to other European countries: The application of the Stockholm Agreement to European countries has now been adopted in the EU directive 2003/25. Ships operating in area where the significant wave height is equal or less than 1.5m are considered to comply with the Stockholm Agreement. Existing ro-ro passenger ships not complying with SOLAS 90 on 17 may 2003, will have to comply with the Stockholm Agreement not later than 1st October 2010. Existing ro-ro passenger ships already complying with SOLAS 90 on 17 may 2003, will have to comply with the Stockholm Agreement not later than 1st October 2015. New ro-ro passenger ships will have to comply immediately with the Stockholm Agreement. High speed craft as defined in Chapter X-1 of SOLAS Convention should not be subject to the application of the Stockholm Agreement if they comply entirely with the High Speed Craft Code of OMI.

- The International Code of Intact Stability 2008 (MSC.267 (85)) The 2008 IS Code is a revised version of the Intact Stability Code which was adopted in 1993 by IMO Assembly resolution A.749(18) and later amended in 1998. It entered into force on 1 July 2010 The 2008 IS Code present a full update of the previous IS Code including following: Criteria based on the best state-of-the-art concepts, taking into account sound design and engineering principles and experience gained from operating ships Influences on intact stability such as the dead ship condition, wind on ships with large windage area, rolling characteristics and severe seas. This publication also presents Explanatory Notes to the 2008 IS Code, which are intended to provide Administrations and the shipping industry with specific guidance to assist in the uniform interpretation and application of the intact stability requirements of the 2008 IS Code.

- Guidance for watertight doors which may be opened during navigation The Circular MSC.1/Circ.1380 on Guidance for watertight doors on passenger ships which may be opened during navigation was approved by the Committee at MSC 88. The Guidance contains procedures for the determination of the impact of open watertight doors on passenger ship survivability (floatability assessment) (appendix 1); It is intended to assist Administrations in carefully considering the impact of open watertight doors on ship operations and survivability when determining if a watertight door may remain open during navigation for the safe and effective operation of the ship's machinery or to permit passengers normally unrestricted access throughout the passenger area. Guidance is also provided on when watertight doors may be opened or should remain closed. It was clarified that the Guidance does not apply to special purpose vessels (SPS).

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6 - OPERATIONAL PROCEDURES AND STANDARDS

A- FOR A GLOBAL APPROACH OF MARINE SAFETY The safety of maritime transports is dependent upon:

- The ship condition; - A satisfactory ship management system and - The competence of management and crew.

1. The ship condition is already covered by the classification and statutory requirements that deal with the design, construction and maintenance of the ship.

This traditional safety approach based on the "ship condition concern" has been working efficiently for more than a century and has definitely contributed to the development of the maritime industry: it always will remain one of the development priorities of BV. This approach undoubtedly still can be improved and modernized with the help of new techniques such as the Safety Case, etc. Nevertheless, this improvement bears only on the ship technical condition and therefore, according to the most recent statistics, would concern only about 20% of the casualties, the other remaining 80% being attributed to human errors which involve then the ship management system and the competence of its management and crew.

2. The ship management system is covered by the International Safety Management Code (ISM Code) for the Safe Operation of Ships and Pollution Prevention which was adopted by the IMO Assembly in November 1993, and is mandatory since the 1rst July 1998, through a new amendment to Chapter IX of SOLAS Convention, for all passenger ships including passenger high-speed craft.

3. The company (owner of the ship or any other organization or person such as the manager or the bareboat charterer, who has assumed the responsibility for the operation of the ship from the owner) and the ship shall comply with the requirements of the ISM Code. A Document of Compliance (DOC) shall be issued, after a satisfactory company audit has been performed, is related to only one Flag Administration and shall mention all ships type concerned. A Safety Management Certificate (SMC) shall be issued for each ship, after a satisfactory audit on board and confirmation that the relevant DOC is valid and a copy may be produced for the auditor.

4. With the ship condition assessment and the ship management system certification, the crew qualification is the next element in the safety problem. The intensive work within the IMO has resulted in the complete redrafting of the Standards of Training, Certification and Watch keeping for Seafarers Code (STCW Code), commonly called STCW95. The Code came into force progressively from 1997 to 2002. The obligations imposed on Companies and Masters are contained in the elements to be implemented in 1997.

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B- IMPLEMENTATION OF ISM CODE

The ISM Code became mandatory through a new amendment to Chapter IX of the SOLAS Convention for all passenger ships, from 1st July 1998.

To Bureau Veritas view, the ship classification and the ship management system certification are independent from each other. This allows the Ship Manager to entrust whichever recognized organization he likes with the Certification of his management system, regardless of the class of his ships.

C- THE COMMON APPROACH OF ISM CODE AND ISO STANDARDS

As ISM Code and ISO standards are compatible management systems, Bureau Veritas has developed an Integrated Management System which considers the ISM Code Certification as a complement to the BV ISO certification scheme. This integrated system approach, proposed to the industry, intends to facilitate the certification process when the Company wants to show compliance with the ISM Code and any of the ISO Standards, as ISO 9000, 14000, 18000, 50000, etc. In this case, it must be noted that Bureau Veritas Marine Branch is responsible to assist the owner company related to this product.

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7 International Ship & Port Facility Security Code (ISPS Code)

The IMO Diplomatic Conference on Maritime Security held in London in December 2002 adopted new provisions under the International Convention for the Safety of Life at Sea (SOLAS) Convention to enhance maritime security.

The new mandatory requirements aimed at safeguarding the maritime community against security threats are laid down in the International Ship and Port Facility Security Code (ISPS).

The IMO security regulation is described in Chapter XI of SOLAS and in the ISPS Code.

The ISPS Code applies to all passenger ships, including high-speed passenger crafts. In addition to all other types of ships where the SOLAS regulation applies, the ISPS Code also applies to all port facilities and ports (as defined by the European Commission Directive 2005/65/EC) serving such ships engaged on international voyages, when required by the Contracting Governments. In order to fully comply with the ISPS Code, each ship is supposed to carry out an on-scene survey to serve as a basis for the Ship Security Assessment (SSA), and from this assessment prepare a Ship Security Plan (SSP) to be approved by, or on behalf of, the Administration. The SSP has to be fully implemented onboard and such implementation assessed by a Marine Management System Auditor (MMSA) who, if satisfied with the results of the audit, will issue an International Security Certificate (ISSC). The Company is expected to nominate a Company Security Officer (CSO) to one or more ships and a Ship Security Officer (SSO) to each ship, to be responsible for the full implementation of the Code.

Bureau Veritas, in cooperation with specialist security