Interpretation Solas 2005 PDF

INTERNATIONAL ASSOCIATION OF CLASSIFICATION SOCIETIES
Interpretations
of the
International Convention
for the Safety of
Life at Sea, 1974
and its Amendments
IACS Int. 2004

CONTENTSAdopted
AND STATUS
Interpretation Reference* Submitted to IMO Remarks
by IACS IMO Approval
SC1 Main source of electrical power Ch. II-1 Reg. 41.1 1985/Rev.1 June 2002
(81)
SC2 Main source of electrical power Ch. II-1 Reg. 41.1.2 Deleted Jul 2003
(81)
SC3 Emergency source of electrical power Ch. II-1 Reg. 42.1.4 & 1985/Rev. 1 May 1999
43.1.4
(81)
SC4 Emergency source of electrical power Ch. II-1 Reg. 42.2.3.1 & 1985
43.2.4.1
(81)
SC5 Emergency source of electrical Ch. II-1 Reg. 42.2.3.1 1985

power in passenger ships (81)
SC6 Emergency source of electrical Ch. II-1 Reg. 43.6 1985

power in cargo ships (81)
SC7 Precautions against shock, fire and Ch. II-1 Reg. 45.2 1985
other hazards of electrical origin (81)
SC8 Precautions against shock, fire and Ch. II-1 Reg. 45.3.3 1985
SC10 Precautions against shock, fire and Ch. II-1 Reg. 45.5.2 1985/Rev 2. May 2001
IACS Int. 1985/Rev 2003
Contents, Page 1
*Number in brackets: Year of adoption of the SOLAS Amendment for which the interpretation is valid
Interpretation Reference* Adopted Submitted to IMO Remarks
Contents, Page 2
SC14 Special requirements for machinery, Ch. II-1 Reg. 53.3 1985
boilers and electrical installations (81)
SC15 Definitions Ch. II-2 Reg. 3.19 1985

(81)

(81)

(81)
SC18 Fire pumps, fire mains Ch. II-2 Reg. 4.3.1.3 1985
hydrants and hoses (81)
SC19 Fire pumps, fire mains Ch. II-2 Reg. 4.3.3.2 1985/Rev. 1 1996
SC20 Fire pumps, fire mains Ch. II-2 Reg. 4.3.3.2.1 1985
SC21 Fire pumps, fire mains Ch. II-2 Reg. 4.3.3.2.5 1985/Rev. 1 1996
SC22 Fire pumps, fire mains Ch. II-2 Reg. 4.3.3.2.7 1985
SC23 Fire pumps, fire mains Ch. II-2 Reg. 4.3.4.1 1985
SC24 Fire pumps, fire mains Ch. II-2 Reg. 4.4.2 1985
SC25 Fixed gas fire-extinguishing systems Ch. II-2 Reg. 5.1.6 1985, Corr./Rev.1 June 2000
(81)
SC26 Deleted 1996
SC27 Deleted 1996
SC28 Deleted 1996

SC29 Deleted 1996
SC30 Fire-extinguishing arrangements Ch. II-2 Reg. 7.1.2,1985/ Rev. 1 June 2000
in machinery spaces 7.1.3, 7.2.2
and 7.2.3
(81)
SC31 Fire-extinguishing arrangements Ch. II-2 Reg. 7.5 1985

in machinery spaces (81)
SC32 Fixed high expansion foam Ch. II-2 Reg. 9 1985

fire-extinguishing system (81)
SC33 Special arrangements in Ch. II-2 Reg. 11.2.2 1985

machinery spaces (81)
SC34 Automatic sprinkler, fire detection Ch. II-2 Reg. 12.3 1985
and fire alarm system (81)
SC35 Fixed fire detection and Ch. II-2 Reg. 13.1.3 1985
fire alarm system (81)
SC36 Arrangements for oil fuel, lubricating Ch. II-2 Reg. 15.2.5 1985
oil and other flammable oils (81)
SC37 Arrangements for oil fuel, lubricating Ch. II-2 Reg. 15.2.8 1985
SC38 Arrangements for oil fuel, lubricating Ch. II-2 Reg. 15.3 1985
SC39 Ventilation systems in ships other Ch. II-2 Reg. 16.6 1985
than passenger ships carrying (81)
more than 36 passengers
SC40 Means of escape Ch. II-2 Reg. 28.3.1.1.1 1985

(81)
Contents, Page 3
SC41 Means of escape Ch. II-2 Reg. 28.3.2 1985
(81)
SC42 Fire protection arrangements in Ch. II-2 Reg. 37.2.2.1 1985

cargo spaces incl. special and 53.2.4.2)
category spaces (81)
Contents, Page 4
SC43 Fire protection arrangements in cargo Ch. II-2Reg. 37.2.2.1, 1985

spaces incl. special category spaces 2.2.2, (3.2.1),
3.2.2, 38.(4.1),
4.2, 53.(2.4.1),
2.4.4
(81)
SC44 Bulkheads within accommodation Ch. II-2Reg. 42.4 1974

and service spaces (81)
SC45 Fire integrity of bulkheads and Ch. II-2Reg. 44 1985

decks (81)
SC46 Protection of stairways and lift Ch. II-2Reg. 46.1 1985

trunks in accommodation spaces, (81)
service spaces and control stations
SC47 Restricted use of combustible Ch. II-2Reg. 49 1985

materials (81)
SC48 Fire protection arrangements in Ch. II-2Reg. 53.1.2 1985

cargo spaces (81)
SC49 Fire protection arrangements in Ch. II-2Reg. 53.1.3 1985

cargo spaces (81)
SC50 Special requirements for ships Ch. II-2Reg. 54.2.1.3 1985

carrying dangerous goods (81)


SC53 Special requirements for ships Ch. II-2Reg. 54.2.51985 cancelled/1993

SC54 Location and separation of spaces Ch. II-2Reg. 56 1985/Rev 1 1997

(81)
SC55 Location and separation of spaces Ch. II-2Reg. 56.6.21985

(81)
SC56 Venting, purging, gas freeing and Ch. II-2 Reg. 59.1.9.3 & 1985
ventilation 59.1.9.4
(81)
SC57 Venting, purging, gas freeing and Ch. II-2 Reg. 59.1.9.3 & 1985
ventilation 59.1.9.4
(81)
SC58 Venting, purging, gas freeing and Ch. II-2 Reg. 59.2 1985
ventilation (81)
SC59 Cargo tank protection Ch. II-2 Reg. 60.6 1985

(81)
SC60 Fixed deck foam systems Ch. II-2 Reg. 61.5 1985
(81)
SC61 Fixed deck foam systems Ch. II-2 Reg. 61.10 1985/Rev.1 1994
(81)
SC62 Inert gas systems Ch. II-2 Reg. 62.13.4 1985

18.2
(81)
SC63 Pre-discharge alarm of fixed gas fire Ch. II-2 Reg. 51.6 1985
extinguishing systems (81)
SC64 Fire dampers in ventilation ducts Ch. II-2 Reg. 16.2 1985
(81)
SC65 Ventilation ducts for galley Ch. II-2 Reg. 16.3 1985
(81)
SC66 Integrity of emergency generator Ch. II-2 Reg. 44 1985

space Table 44.1
(81)
SC67 Doors in fire-resisting corridor Ch. II-2 Reg. 47.3 1985
Contents, Page 5
bulkheads of cargo ships (81)
SC68 Cofferdams adjacent to slop tanks of Ch. II-2 Reg. 56.4.1 1985
combination carriers (81)
SC69 Arrangement for pumping of slops Ch. II-2 Reg. 56.4.2 1985
in combination carriers in dry (81)
cargo mode
Contents, Page 6
SC70 Area classification and selection Ch. II-2 Reg. 59.1.7 1985/Rev.1 May 2001
of electrical equipment 59.1.9
(1981)
IBC Code Para 8.2.2
IGC Code Para 8.2.10
SC71 Tank level gauging systems Ch. II-2 Reg. 59.1.6 1985
(1981)
BCH CodePara 2.13.1(a)
IBC Code Para 8.1.2
SC72 In a ship engaged regularly in Ch. II-2 Reg. 42.2.7 1985

voyages of short duration 43.2.6.2
(1981)
SC73 Fire protection arrangements in Ch. II-2 Reg. 37.1.5.3 1985/Rev.1 May 2001
cargo spaces including special 53.2.2.3
category spaces (1981)
SC74 Fire protection arrangements in Ch. II-2 Reg. 37.2.2, 1985

cargo spaces including special 37.3.2,
category spaces 38.4.1
53.2.4.3
(1981)
SC75 Fire protection arrangements in Ch. II-2 Reg. 53.2.3.3 1985

cargo spaces (1981)
SC76 Engine bearing temperature monitors Ch. II-1 Reg. 47.2 1985
(1981)
SC77 Cargo tanks overflow control system Ch. II-2 Reg. 59.1.6
use of spill valves (1981)
SC78 Fair safety measures for tankers Ch. II-2 Reg. 55 1989
(1981)
SC79 Certified safe type of electrical Ch. II-2 Reg. 54.2.2 1992 Corr./1993
equipment for ships carrying
dangerous goods
SC80 Fire-extinguishing arrangement Ch. II-2 Reg. 18.7 1992 Corr./1995

for paint lockers
SC81 Drainage of enclosed spaces situated Ch. II-1 Reg. 21.1.6.1 1993
on the bulkhead deck (89)
SC82 Protection against noise Ch. II-1 Reg. 36 1993

(81)
SC83 Continuity of the supply when Ch. II-1 Reg. 41.1.5 1993
transformers constitutes an (81)
essential part of the electrical
supply system
SC84 Purpose built container space Ch. II-2 Reg. 54.1.2.2 1993
(81)
SC85 Ro-ro Cargo Space Ch. II-2 Reg. 54.1.2.3 1993

(81)
SC86 Weather Decks Ch. II-2 Reg. 54 Table 54.1 1993

(81)
SC87 Certification of carriage Ch. II-2 Reg. 54.3 1993

of solid dangerous bulk cargoes (81)
SC88 Fire water supply capacity Ch. II-2 Reg. 54.2.1 1993
(81)
SC89 Ventilation of Cargo spaces Ch. II-2 Reg. 54.2.4 1993/Rev. 1 1996
(81)
SC90 Bilge Drainage Ch. II-2 Reg. 54.2.5 1993

(81)
SC91 Personal Protection - Ch. II-2 Reg. 54.2.6.1 1993

Protective Clothing (81)
SC92 Personal Protection - Ch. II-2 Reg. 54 2.6.2 1993

Self-contained breathing Apparatus (81)
Contents, Page 7
Contents, Page 8
SC93Enclosure of stern tubes on cargo CH. II-1 Reg. 11.9 1994

ships
SC94 Mechanical and electrical

independency of electric steering control
systems for steering gears CH. II-1 Reg. 29 1994
SC95 Communication between navigating

bridge and machinery space CH. II-1 Reg. 37 1994
SC96 Capacity of an emergency fire pump CH. II-2 Reg. 4.3.3.3.1 Rev.1 2001
SC97 Connection of a pump to fire main CH.II-2 Reg. 4.3.3.4 1994/Rev.1 June 2002
SC98 Fire hose nozzles of a plastic type

material CH. II-2 Reg. 4.8 1994
SC99 Flexible bellows of combustible

materials CH. II-2 Reg. 16.1 1994
SC100 Closing appliances of ventilation

inlets and outlets CH. II-2 Reg. 16.9 1994
SC101 Main vertical zones CH. II-2 Reg. 24 1994
SC102 Cold Service CH. II-2 Reg. 34.2 1994
SC103 Insulation of machinery space

boundaries CH. II-2 Reg. 54.2.8 1994
SC104 Quick closing valve for emergency

generator fuel tank CH. II-2 Reg. 15.2.5 1995 1995 FP40
SC105 Relief valve in oil filling lines CH. II-2 Reg. 15.2.7 1995 1995 FP40
SC106 Galley exhaust duct CH. II-2 Reg. 16.7 1995 1995 FP40
SC107 Continuous ceiling CH. II-2 Reg. 25.3 1995 1995 FP40
SC108 Galley exhaust duct CH. II-2 Reg. 32.1.9 1995 1995 FP40
Interpretation Reference* Adopted Submitted to IMO
Remarks
SC109 Open Top Container Holds - Water supplies CH. II-2 Reg. 54.2.1 1995 1995 FP40
SC110 Open Top Container Holds -Ventilation CH. II-2 Reg. 54.2.4 1995 1995 FP40
SC111 Open Top Container Holds -Bilge pumping CH. II-2 Reg. 54.2.5 1995 1995 FP40
SC112 Deleted January 2002
SC113 Emergency Towing Arrangements on Tankers Res. MSC 35 (63)2.10) 1996 1996 MSC 66
Prototype Test
SC114 Emergency Fire Pump Access Reg. 4.3.3.2.9 1996
SC115 Fire detection system with remotely and

individually identifiable detectors Reg. 13.1.4 1996


SC118 Exhaust duct from galley ranges Reg. 16.7 1996
SC119 Balancing ducts Reg. 31 & 47 1996
SC120 Access to forecastle spaces on tankers Reg. 56 1996
SC121 Fire Pump Isolation Requirements Reg. 4.6.3 1997
SC 122 Corrosion Prevention in Seawater Ballast Tanks CH.II-1 Reg. 3-2 V. 0.1 April, 1988
SC 123 Machinery Installations - Service Tank Arrangements Reg. II-1/26.11 1998/Rev. 2 June 2002
Contents, Page 9
SC124 Emergency Source of Power in Passenger and Cargo Ships Reg. II-1/42.3.4
and II-1/43.3.4 May, 1999/Rev.1 June 2002
IACS Int. 1999/Rev. 2004
Contents, Page 10
Interpretation Reference* Adopted Submitted to IMO
Remarks
SC125 B and C Class Divisions Reg. II-2/3 May 1998
SC126 Firse Protection Materials for Cargo Ships May, 1998/Rev. 1 June 2000
SC 127 Paint Reg. II-2/34.7 and 49.2 May, 1998
SC 128 CO2 Discharge Time Reg. II-2/5.2.4,

Reg. II-2/38.2.1,
Reg. II-2/53.2.2.1 May, 1998
SC 129 Fire Detection in Unmanned Machinery Spaces Reg. II-2/14 May, 1998
SC 130 Fire Detection and Sprinkler Systems in

Refrigerated Chambers and similar spaces Reg. II-2/36.2,
Reg. II-2/41.2.2 and .5 May, 1998
SC 131 Liquid Cargoes for which regular foam is not Reg. II-2/55.2 May, 1998,
effective for Fire Fighting Corr. June 1999
SC 132 Release Operation of the CO2 System Reg. II-2/5.2.5 May, 1998
SC 133 Oil Mist Detector on High Speed Engines - Chapter I-1, Reg. 47.2 May, 1998
equivalent device
SC 134 Essential Services & Arrangements of sources Chapter II-1, Reg.40.1.1, /June 2002
of Power, Supply, Control & Monitoring to the 40.1.2, 41.1.2 and 41.1.3
different categories of Essential Services
(SOLAS Reg. II-1/40 & 41)
SC 135 Escape Route or Low Location Lighting (LLL) Chapter II-2,b May 1998,
Reg. 28.1.10 Rev. 1 June 1999
SC 136 Connecting means by which the main busbars of the main source of 1999/Corr.1 Jan 2004
electrical power are normally connected
SC 137 Definition of High Speed Craft April, 1998
SC 138 Safe Access to Tanker Bows May, 1998
SC 139 Navigation Bridge Visibility Rev. 1 Dec 2003
SC 140 Secondary means of venting cargo tanks (Reg. II-2/59.1.2.3) October, 1998
Rev.1 June 1999
Remarks Interpretation Reference* Adopted Submitted to IMO
SC 141 Information on compliance with requirements Ch.XII, Reg.8.3 Deleted 1999 MSC 71 Res MSC.89(71)
for bulk carriers - triangle to be marked on a
bulk carrier
SC 142 Deleted - January 2000
SC 143 Stowage of Marine Evacuation Systems Ch.III, Reg.15 1999
SC 144 Periodic Servicing of Launching Appliances Ch.III, Reg.20.11 1999/ 2000 DE43
and on-load Releasing Gear Rev. 1 Nov 1999
SC 145 Public Address System LSA Code, para. 7.2.2 1998 1999 DE42
SC 146 Fire hose couplings and nozzles May 1999
SC 147 Watertight door closure May 1999
SC 148 Ventilation by fan coil units May 1999
SC 149 Portable instruments for measuring flammable

vapours May 1999
SC 150 Location of the foam system equipment May 1999
SC 151 Location of the main generating station with

respect to the main switchboard and associated
section boards May 1999
SC 152 Use of Emergency Generator in Port May 1999
SC 153 Rudder Stock Diameter Ch.II-1,Reg.29.3.3 & 19.14 Feb 2000 2000 DE 43
SC 154 Provision of Detailed Information on Specific

Cargo Hold Flooding Scenarios (SOLAS XII/9.3) Mar 2000
Contents, Page 11
SC 155 Lightweight check in lieu of inclining test June 2000
Interpretation Reference* Adopted Submitted to
IMO Remarks
SC 156 Doors in Watertight bulkheads of cargo ships June 2002

IACS Int. 2003
Contents, Page 12
and Passenger Ships
SC 157 Main Source of Electrical Power June 2000
SC 158 Horizontal Fire Zone Concept June 2000
SC 159 Equivalent Protection /Corr. 1 May 2001
SC 160 Method IIIC Construction June 2000
SC 161 Timber deck cargo in the context of damage stability requirements May 2000
SC 162 Emergency fire pumps for cargo ships - General Feb. 2002
SC 163 Emergency fire pump in cargo ships - sea suction

and sea valve Feb. 2002
SC 164 Emergency fire pumps in cargo ships - priming Feb. 2002

SC 165 Electrical cables for the emergency fire pump June 2002
SC 166 Waste Receptacles June 2002
SC 167 Electrical distribution boards June 2002
SC 168 Hydrants for dangerous goods June 2002
SC 169 Foam systems positions of aft monitors June 2002/Corr.Feb 2003
SC 170 Low pressure CO2 systems June 2002
SC 171 Interpretation of the term First Survey Jul. 2002
SC 172 Monitoring the concentration of hydrocarbon gases in cargo pump Aug 2002
rooms on oil tankers
SC 173 Safety Devices in Venting Systems (Reg.II-2/4.5.3.3) July 2003
SC 174 A 60 Front Insulation of Tankers(Reg.II-2/9.2.4.2.5) July 2003
SC175 Combustible Gaskets in Ventilation Duct Connections (Reg.II-2/9.7.1.1 ) July 2003
SC 176 Fixed Local Application Fire Extinguishing System July 2003

(Reg.II-2/10.5.6)
SC177 Lubricating Oil and other Flammable Oil System Arrangements Retroactive July 2003
Application of Regulations II-2/15.3 and 15.4 of SOLAS (2001 Edition)
SC178 Emergency Fire Pumps in Cargo Ships (FSS Code, Ch. 12, 2.2.1.3) July 2003

Interpretation Reference* Adopted Submitted to
IMO Remarks
SC 179 Dewatering of forward spaces of bulk carriers Sept 2003
SC180 Hold ballast and dry space water level detectors (Chapter XII, Rev.1 May 2004
Regulation 12 (Resolution MSC.134(76)) and performance
standards for water level detectors on bulk carriers
(Resolution MSC.145(77))
SC181 Bridge Design, Equipment Arrangement and Procedures

SOLAS Chapter V, Regulation 15
Corr.1 Mar 2004
SC182 Bulk carriers not complying with SOLAS XII/9 as of 1 January 2004
(Chapter XII, Regulation 9) Nov 2003/Corr 1 Dec 2003
SC183 Endorsement of Certificates with the Date of Completion of the Nov 2003
Survey on which they are Based
SC 184 Machinery Installations - Deep Ship Condition Dec 2003
SC185 Starting Arrangements for Emergency Generating Sets Dec 2003
SC186 Acceptable voltage variations in voltage when the emergency (under development)
loads are supplied from a battery via an electronic
converter/inverter
SC187 Electric steering gear overload alalrm (under development)
SC188 Segregation of Cargo Oil Tanks (Reg.II-2/4.5.1.1) (under development)
SC189 High pressure oil fuel delivery lines on small engines (under development)
SC190 IACS Unified Interpretations (UI) SC 190

Application of SOLAS Regulation II-1/3-6 (Res MSC.134(76)) April 2004
and Techncial Provisions on Permanent Means of Access
IACS Int. 2004
(Res MSC.133(76))
Contents, Page 13

SC1
SC1 Main source of electrical power

(1974)
(Rev.1 Shaft driven generator systems (Regulation II-1/41.1.3)
June 2002)
Generators and generator systems, having the ships main propulsion machinery as their prime mover,
may be accepted as part of the ships main source of electrical power, provided:
1. They are to be capable of operating under all weather conditions during sailing and during
manoeuvring, also when the vessel is stopped, within the specified limits for the voltage variation
in IEC 60092 - 301 and the frequency variation in UR E5.
2. Their rated capacity is safeguarded during all operations given under 1, and is such that in the
event of any other one of the generators failing, the services given under Regulation II-1/41.1.2
can be maintained.
3. The short circuit current of the generator/generator system is sufficient to trip the
generator/generator system circuit-breaker taking into account the selectivity of the protective
devices for the distribution system.
Protection is to be arranged in order to safeguard the generator/generator system in case of a short

circuit in the main bus bar. The generator/generator system is to be suitable for further use after
fault clearance.
4. Standby sets are started in compliance with the paragraph 2.2 of SC 157.
Note: 1.Changes introduced in Rev.1 are to be uniformly implemented by IACS Members and
Associates from 1 January 2003.
SC1-1
IACS Int. 1974/Rev.1 2002

SC2
SC2 Main source of electrical power

(1974)
(Rev.1 Deleted in 2003
June 2002)

SC3
SC3 Emergency source of electrical power

(1985)
(Rev.1 (Chapter II-1, Regulation 42.1.4 & 43.1.4)
May 1999)
SOLAS Regulation II-1/42.1.4 and 43.1.4 read:
Provided that suitable measures are taken for safeguarding independent emergency operation under
all circumstances, the emergency generator may be used exceptionally, and for short periods, to
supply non-emergency circuits.
Interpretations
Exceptionally, whilst the vessel is at sea, is understood to mean conditions such as
1. blackout situation
2. dead-ship situation
3. routine use for testing
4. short-term parallel operation with the main source of electrical power for the purpose of load
transfer
Unless instructed otherwise by the Administration, the emergency generator may be used during lay
time in port for the supply of the ship mains, provided the requirements of UI SC 152 are complied
with.
Note: Rev.1 of UI SC 3 is to be uniformly implemented by IACS Members and Associates from 1

January 2000

SC4SC6
SC4 Emergency source of electrical power

(Chapter II-1, Regulation 42.2.3.1 & 43.2.4.1)
Internal communication equipment required in an emergency is generally:

1. The means of communication which is provided between the navigating bridge and the steering
gear compartment
2. The means of communication which is provided between the navigating bridge and the position in
the machinery space or control room from which the engines are normally controlled
3. The means of communication which is provided between the bridge and the radio telegraph or
radio telephone stations.

SC5 Emergency source of electrical power in
passenger ships
(Chapter II-1, Regulation 42.2.3.1 only)
1. The means of communication which is provided between the officer of the watch and the person
responsible for closing any watertight door which is not capable of being closed from a central
control station
2. The public address system or other effective means of communication which is provided
throughout the accommodation, public and service spaces
3. The means of communication which is provided between the navigating bridge and the main fire
control station.

SC6 Emergency source of electrical power in
cargo ships
(Chapter II-1, Regulation 43.6)
Attention is drawn to the following additional requirements:

1. IMO Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk, clause
2.9.2.2.
2. IMO Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk,
clause 2.9.3.2.

IACS Int. 1985

SC7SC9
SC7 Precautions against shock, fire and other

hazards of electrical origin
Text:
"Exposed live parts having voltages to earth exceeding a voltage to be specified by the Administration"
Interpretation:
Voltage values as stated in Regulation 45.1.1.1.

(Chapter II-1, Regulation 45.3.3)
Text:
<<and special precautions shall be taken to the satisfaction of the Administration>>.
Interpretation:
1. All final sub-circuits should consist of two insulated wires, the hull return being achieved by
connecting to the hull one of the busbars of the distribution board from which they originate.
2. Earth wires should be in accessible locations to permit their ready examination and to enable their
disconnection for testing of insulation.

Text:
<<Insulation level monitoring devices>>.
Interpretation:
A device or devices to continuously monitor the values of electrical insulation to earth and to give an
audible or visual indication in case of abnormally low insulation values.

IACS Int. 1985

SC10

(Rev 1
1997)
(Rev.2
May
2001) (Chapter II-1, Regulation 45.5.2)
Text:
"shall be at least of a flame-retardant type .
Interpretation:
This may be achieved by cables which have been tested in accordance with IEC
Publication 60332-1 or a test procedure equivalent thereto.
Text:
shall be so installed as not to impair their original flame-retarding properties .
Interpretation:
This may be achieved by:
Method 1
Cables which have been tested in accordance with IEC Publication 60332-3 Category
A/F or a test procedure for cables installed in bunches equivalent thereto.
Method 2 (See Figures 1-4)

2.1 Fire stops having at least B-0 penetrations fitted as follows:
1 cable entries at the main and emergency switchboard,
2 where cables enter engine control rooms,
3 cable entries at centralized control panels for propulsion machinery and essential
auxiliaries,
4 at each end of totally enclosed cable trunks; and
2.2 In enclosed and semi-enclosed spaces, cable runs are to comply with the
following:
1 to have fire protection coating applied:
- to at least 1 metre in every 14 metres
- to entire length of vertical runs, or
2 fitted with fire stops having at least B-0 penetrations every second deck or
approximately 6 metres for vertical runs and at every 14 metres for horizontal
runs.
The cable penetrations are to be installed in steel plates of at least 3 mm thickness
extending all around to twice the largest dimension of the cable run for vertical runs
and once for horizontal runs, but need not extend through ceilings, decks, bulkheads
or solid sides of trunk. In cargo area, fire stops need only be fitted at the boundaries of
the spaces.
Note: Changes introduced in Rev.2 are to be implemented by IACS Members and

Associates from 1 July 2001.

IACS Int. 1985/Rev 2 2001

SC10
SC10 FIRE STOPS (STEEL PLATE AT LEAST 3mm

THICKNESS)
FIRE STOPS (STEEL PLATE AT LEAST 3mm
NON TOTALLY ENCLOSED
THICKNESS)
TOTALLY ENCLOSED TRUNKS
TRUNKS
HORIZONTAL STEEL PLATE
14m
B-0
PENETRATION B-0 B-0
PENETRATION PENETRATION
; ; NON TOTALLY ENCLOSED

TRUNKS
VERTICAL
Fig. 1
B-0
PENETRATION
FIRE STOPS (STEEL PLATE AT LEAST 3mm

THICKNESS)
a A
REMARK:
2a
a
a 2a
STEEL
PLATE
THE LENGTH (a) OF THE FIRE STOPS FOR HORIZONTAL

CABLE RUNS SHOULD BE AT LEAST ONCE OF THE
LARGEST DIMENSION OF THE CABLE BUNCH OR UP
TO THE DECK
Fig. 3
FIRE STOPS (STEEL PLATE AT LEAST 3mm THICKNESS)

OPEN CABLE RUNS
VERTICAL
2a
FIRE STOP
6m
FIRE STOP
B-0
OR
PENETRATION
a 1a
COATING ENTIRE LENGTH
STEEL
2a PLATE
FIRE STOP WITH HORIZONTAL

1a 14m
6m STEEL PLATE AND
B-0 PENETRATION a STEEL PLATE
1a 1a FIRE STOP
B-0
PENETRATION
a B
2a
1a 14m
2a OR
1m 1m
Fig. 2 COATING COATING

Fig. 4


SC11-SC14

High fire risk areas are those considered as such in Chapter II-2 Regulations 26, 27, 44 and 58.

Special precautions should be as follows:

1. Cables to be appropriately sheathed according to intended environment.
2. Cables to be suitably protected against mechanical damage.
3. Electrical and mechanical segregation of intrinsically safe circuits from other circuits.
4. Effective earthing of metal coverings of cables.

Text:
"overload......or where the Administration may exceptionally otherwise permit".
Interpretation:
1. When it is impracticable, for example engine starting battery circuit.
2. When by design the circuit is incapable of developing overload, for example control transformers.
3. For essential motors which are duplicated and thruster motors, the overload protection may be
replaced by an overload alarm.

SC14 Special requirements for machinery, boilers

and electrical installations
This regulation is applicable to stand-by machines required by the Rules of the individual Societies for:
1. oil engines for propulsion purposes,
2. steam turbines for propulsion purposes,
3. gas turbines for propulsion purposes,
4. controllable pitch propellers.

IACS Int. 1985

SC15SC18
SC15 Definitions
Spaces which contain oil fired equipment other than boilers, such as inert gas generators, incinerators,
waste disposal units etc. are to be considered as machinery spaces of category <<A>> in accordance with
this regulation.

SC16 Definitions
"Oil fuel unit" includes any equipment used for the preparation and delivery of oil fuel, heated or not, to
boilers (including inert gas generators) and engines (including gas turbines) at a pressure of more than
0.18 N/mm2.

SC17 Definitions
Spaces containing, for instance, the following battery sources should be regarded as control stations
regardless of battery capacity:
1. emergency batteries in separate battery room for power supply from black-out till start of
emergency generator,
2. emergency batteries in separate battery room as reserve source of energy to radiotelegraph
installation,
3. batteries for start of emergency generator,
4. and, in general, all emergency batteries required in pursuance of Reg. II-1/42 or Reg. II-1/43..

SC18 Fire pumps, fire mains, hydrants and hoses

(Chapter II-2, Regulation 4.3.1.3)
Cargo ships of less than 1,000 tons gross tonnage shall be provided with not less than two power fire
pumps, one of which is to be an independently driven pump.

IACS Int. 1985

SC19SC22

(Rev 1
1996) (Chapter II-1, Regulation 4.3.3.2)
Not only emergency pumps, but also sea water inlet, suction and delivery pipes with valves etc. shall be
outside the compartment containing the other fire pumps. Only short lengths of suction and discharge
piping may, however, under certain circumstances penetrate the machinery spaces if enclosed in
substantial steel casing (Reg. II-2/4.6.3).
The sea-chest with valve and the main part of the suction piping should be, in general, outside the
machinery spaces. If this arrangement cannot be made, the sea chest may be fitted in the machinery
spaces on the condition that the valve is remotely controlled from a position near the pump, in the same
compartment, and the suction pipe is as short as practicable.
In lieu of the steel casing the pipe may be insulated equivalent to class A-60 standard. The pipe should
have substantial wall thickness and in no case less than 11 mm and should be all welded except for
flanged connection to the sea inlet valve.

(Chapter II-2, Regulation 4.3.3.2.1)
The capacity of the emergency fire pump shall be not less than 40 per cent of the required total capacity
of the fire pumps as per Reg. II-2/4.2.1.

(Rev 1
1996) (Chapter II-2, Regulation 4.3.3.2.5)
The ballast condition of a vessel on entering or leaving a dry dock need not be considered a service
condition.


In case of an air-lock the two doors are to be of steel, reasonably gas tight, self closing and without any
hold back arrangement.

SC19-1

SC23SC25

(1985)
Only one of the required fire pumps needs to be provided with automatic starting.

(1985)
Text:
"..... the following minimum pressure shall be maintained at all hydrants:
Passenger ships:
Under 1.000 tons gross tonnage, to the satisfaction of the Administration.
Cargo ships:
Under 1.000 tons gross tonnage, to the satisfaction of the Administration.
Interpretation:
The minimum pressure is to be sufficient to produce a 12 m jet throw, through any adjacent hydrants, to
any part of the ships referred to in Reg. II-2/4.5.1, on passenger and cargo ships under 1.000 tons gross
tonnage.

SC25 Fixed gas fire-extinguishing systems
(1985)
(Rev.1
June 2000) (Chapter II-2, Regulation 5.1.6)
Text:
"The alarm shall operate for a suitable period before the medium is released".
Interpretation:
1) Certain spaces for which the automatic warning of release of the extinguishing medium is
required:
Ordinary cargo holds need not comply with Reg. II-2/5.1.6. However, ro/ro cargo spaces, holds in
container ships equipped for integrated reefer containers and other spaces where personnel can be
expected to enter and where the access is therefore facilitated by doors or manway hatches shall
comply with the above regulation.
Small spaces, such as small compressor rooms, paint lockers, lamp stores etc. need not comply
with Reg. II-2/5.1.6.
2) Advance period of time of alarm sounding:

The alarm shall sound for the period of time necessary to evacuate the space but not less than 20 s.
Note: Changes introduced in Rev.1 are to be uniformly implemented by IACS Members and Associates
from 1 January 2001.


SC26SC29
SC26 Deleted

SC27 Deleted

SC28 Deleted
SC29 Deleted

SC26-1

SC30
SC30 Fire-extinguishing arrangements in machinery

(May 1998)
(Rev. 1
June 2000)
spaces
(Interpretation of Chapter II-2, Regulation 7.1 and 7.2)
Number of systems, appliances and extinguishers

required by Reg. II-2/7.1 & 7.2
Systems,
appliances & Fixed Addl
Portable
fire- Portable portable 135 l 45 l foam
extinguishers foam
extin- foam foam foam extin- Sand
extin- *3
guish- applica extin- extin- guis- boxes
Category A guish-
ing -tor *1 guish- guisher hers *2
machinery ers
system ers
spaces
SOLAS 7.1.1, 7.1.2,
7.1.3 7.2.3 7.1.3 7.2.3 7.1.4
paragraph 7.2.1 7.2.2
Boiler room containing:
Oil-fired boilers 1 1 2N NA 1 *4 - N
Oil-fired boilers *4
1 1 2N + 2 NA 1 - N
and oil fuel units
Engine room containing:
Oil fuel units only 1 - 2 NA - - -
Internal
combustion 1 1 x - y -
machinery
Internal
combustion
1 1 x - y -
machinery and oil
fuel units
Combined engine/boiler room containing:
Internal
combustion (2N + 2) or x
machinery, oil 1 1 whichever is 1 *4 y*5 N
fired boilers and greater
oil fuel units
N = number of firing spaces.
2N means that two extinguishers are to be located in each firing space.
x = sufficient number, minimum two in each space, so located that there are at least one
portable fire extinguisher within 10 m walking distance from any point.
y = sufficient number to enable foam to be directed onto any part of the fuel and lubricating oil
pressure systems, gearing and other fire hazards.
Notes:
*1. May be located at outside of the entrance to the room.
*2. May be arranged outside of the space concerned for smaller spaces of cargo ships.
*3. The amount of sand is to be at least 0.1 m3. A shovel is to be provided. Sand boxes may
be substituted by approved portable fire extinguishers.
*4. Not required for such spaces in cargo ships wherein all boilers contained therein are for
domestic services and are less than 175 kW.
*5. In case of machinery spaces containing both boilers and internal combustion engines
(case not explicitly considered in Reg. 7) reg. 7.1 and 7.2 apply, with the exception that
one of the foam fire-extinguishers of at least 45 l capacity or equivalent (required by Reg.
7.2.3) may be omitted on the condition that the 135 l extinguisher (required by Reg. 7.1.3)
can protect efficiently and readily the area covered by the 45 l extinguisher.
*6. Oil fired machinery other than boilers such as fired inert gas generators, incinerators and
waste disposal units are to be considered the same as boilers insofar as the required
number and type of fire fighting appliances are concerned
Note: Changes introduced in Rev.1 are to be implemented by IACS Members and Associates

IACS Int. 1998/Rev. 1 2000

SC31SC33
SC31 Fire-extinguishing arrangements in

machinery spaces
Where a fixed fire-extinguishing system not required by this chapter is installed, it shall meet the
requirements of the relevant regulations of this chapter.

SC32 Fixed high expansion foam fire-extinguishing
system
(Chapter II-2, Regulation 9)
When such a system is to be fitted in any other space than a machinery space, this regulation applies.

SC33 Special arrangements in machinery spaces
Usual ventilation systems may be acceptable as arrangements for permitting the release of smoke
required by Regs. II-2/11.2.2 and II-2/11.4.2.
IACS Int. 1985

SC34SC37
SC34 Automatic sprinkler, fire detection and fire

alarm system
By nominal area is meant the gross, horizontal projection of the area to be covered.

SC35 Fixed fire detection and fire alarm system
The main (respective emergency) feeder shall run from the main (respective emergency) switchboard to
the change-over switch without passing through any other distributing switchboard.

SC36 Arrangements for oil fuel, lubricating oil and
other flammable oils
The provision of this paragraph applies to fuel oil tanks having capacity of 500 litres and above.

Text:
"Oil fuel pipes and their valves and fittings shall be of steel or other approved material,.......".
Interpretation:
For valves, fitted to oil fuel tanks and which are under static pressure-head, steel or nodular cast iron may
be accepted. However, ordinary cast iron valves may be used in fuel piping systems where the design
pressure is lower than 7 bar and the design temperature is below 6C (i.e. in Class III piping).

IACS Int. 1985

SC38SC40

The provision of Reg. II-2/15.2.5 applies to lubricating oil tanks except those having capacity less than
500 litres.
Relaxation from this provision may be given, on a case by case basis, where it is determined that an
unintended operation of the quick closing valve, on the oil lubricating tank, would endanger the safe
operation of the main propulsion and essential auxiliary machinery.

SC39 Ventilation systems in ships other than passenger
ships carrying more than 36 passengers
Equally effective local closing arrangements means that in case of ventilators these are to be fitted with
fire dampers which shall be easily closed within the control station in order to maintain the absence of
smoke in the event of fire.

SC40 Means of escape
Text:
"One of these ladders shall provide continuous fire shelter from the lower part of the space to a safe
position outside the space;"
Interpretation:
This shelter is to be of steel, insulated where necessary, and provided with a steel self-closing door at the
lower end. If access is provided at other levels within the machinery space each level is to be provided
with a steel self-closing door.

IACS Int. 1985

SC41SC43
SC41 Means of escape

Text:
Reg. 28.3.2: " ... and in a ship of 1.000 tons gross tonnage and above, the Administration may dispense
with one means of escape from any such space if either a door or a steel ladder provides a safe escape
route to the embarkation deck, due regard being paid to the nature and location of the space and whether
persons are normally employed in that space."
Interpretation:
The above requirement applies only to certain auxiliary machinery spaces.

SC42 Fire protection arrangements in cargo spaces
incl. special category spaces
(Chapter II-2, Regulation 37.2.2.1 and 53.2.4.2)
Text:
" ....shall be of a type so enclosed and protected as to prevent the escape of sparks ..."
Interpretation:
This is realised by an enclosure of at least IP55 or by apparatus suitable for use in Zone 2 areas as
defined in I.E.C. Publication 79.

incl. special category spaces

(Chapter II-2, Regulation 37.2.2.1, 2.2.2, (3.2.1), 3.2.2, 38.(4.1), 4.2, 53.(2.4.1), 2.4.4)
Text:
<< ... shall be of a type approved (suitable) for use in explosive petrol and air mixtures ...>>
Interpretation:
In both cased (i.e. "approved" and "suitable") this is interpreted as requiring certified safe equipment
suitable for use in Zone 1 as defined in I.E.C. 79. (Gas Group IIA, and Temperature Class T3).

IACS Int. 1985

SC44SC46
SC44 Bulkheads within accommodation and

(1974)
service spaces
Crowns and casings of machinery spaces of category A shall be insulated in compliance with the Tables
II-2/44.1 and 44.2 in Reg. II-2/44. Accordingly crowns and casings exposed to the open air need not be
insulated.

SC45 Fire integrity of bulkheads and decks
The following spaces are considered to belong to the categories of spaces dealt with by Reg, II-2/44, for
the purpose of this regulation, as follows:
Navigation equipment room (radar transmitter) and battery rooms (1) Control stations
Electrical equipment rooms (Auto-teleph. exchange, air conditioning (7) Other machinery
duct spaces) spaces.
Note 1: Provision chambers are to be treated as store rooms.

Note 2: Refrigerated provision chambers are to be Category 9 service spaces if thermally insulated with
combustible materials, or Category 5 service spaces if thermally insulated with non-combustible
materials.

SC46 Protection of stairways and lift trunks in
accommodation spaces, service spaces
and control stations
Dumb-waiters are to be regarded as lifts.

IACS Int. 1985

SC47SC50
SC47 Restricted use of combustible materials

Bulkheads, ceilings and linings are to comply with Regs. II-2/49.1 and 49.2 regardless of the type of
materials used.
Reg. II-2/49 applies regardless of the type of materials. Other finishes used in exposed interior surfaces
other than decking are to comply with Reg. II-2/49.2. Finishes such as plastic tile and latex used as
primary deck covering are to comply with Reg. II-2/49.3 and Resolution A.214 (VII).

Ships of less than 2.000 tons gross tonnage carrying petroleum products having a flash point exceeding
60C (c.c. test) are not required to be fitted with a fixed fire extinguishing system.

Reg. II-2/53.1.3 apply to all cargo ships, engaged in the carriage of dangerous goods, of 500 tons gross
tonnage and upwards.

SC50 Special requirements for ships carrying

dangerous goods
The quantity of water referred to in this regulation is to be not less than 5 litres/minute per square metre
of the horizontal area of cargo spaces.

IACS Int. 1985

SC51SC54

dangerous goods
A high expansion foam system complying with Reg. II-2/9 is acceptable except if cargoes dangerously
react with water (see the IMDG Code, paragraph 16.2.2 of Section 16, page 0113).

dangerous goods
The fans are to be of non-sparking type, as per the UR F29.

The purpose of "suitable wire mesh guards" is to prevent foreign objects from entering into the fan casing.

dangerous goods
(Cancelled at C27, 1993)

SC54
(Rev 1
Location and separation of spaces
1997)
By the expression cofferdam is meant, for the purpose of this regulation, an isolating space between
two adjacent steel bulkheads or decks.
The minimum distance between the two bulkheads or decks should be sufficient for safe access and
inspection. In order to meet the single failure principle, in the particular case when a corner-to-corner
situation occurs, this principle may be met by welding a diagonal plate across the corner.


SC55SC58
SC55 Location and separation of spaces

1. An access to a deck foam system room (including the foam tank and the control station) can be
permitted within the limits mentioned in Reg. II-2/56.6.1, provided that the conditions listed in
Reg. II-2/56.6.2 are satisfied and that the door is located flush with the bulkhead.
2. The navigating bridge doors and windows are to be tested for gas tightness.
If a water hose test is applied the following may be taken as a guide:
1.nozzle diameter: minimum 12mm
2.water pressure just before the nozzle: not less than 2 bar
3.distance between the nozzle and the doors or windows: maximum 1,5 m.

SC56 Venting, purging, gas freeing and ventilation
Anchor windlass and chain locker openings constitute ignition hazard.

They are to be located at the distances required by Reg. II-2/59.1.7.2, 59.1.9.3 and 59.1.9.4.

Text:
<< ... to enclosed spaces containing a source of ignition and from deck machinery and equipment which
may constitute an ignition hazard>>.
Interpretation:
Electrical equipment fitted in compliance with IEC 92-502 is not considered to be a source of ignition or
ignition hazard.


The outlets mentioned in Reg. II-2/59.2 are to be located in compliance with Reg. II-2/59.1.9.3 as far as
the horizontal distance is concerned.

IACS Int. 1985

SC59SC62
SC59 Cargo tank protection

All tankers means any tanker, of any deadweight, fitted with crude oil washing system, irrespective of its
age.

SC60 Fixed deck foam systems
Reg. II-2/61.8 applies to all tankers regardless of size.

SC61 Fixed deck foam systems
(Rev.1 1994)
A common line for fire main and deck foam line can only be accepted provided it can be demonstrated
that the hose nozzles can be effectively controlled by one person when supplied from the common line at
a pressure needed for operation of the monitors. Additional foam concentrate is to be provided for
operation of 2 hose nozzles for the same period of time required for the foam system.
The simultaneous use of the minimum required jets of water should be possible on deck over the full
length of the ship, in the accommodation, service spaces, control stations and machinery spaces.

SC62 Inert gas systems
(Chapter II-2, Regulation 63.13.4, 18.2)
As a guide, the effective isolation required by this regulation may be achieved by the two arrangements
shown in the following sketches.
CARGO PIPING
NON RETURN
VALVE
SPOOL PIECE
VENTING
INERT GAS MAIN

IACS Int. 1985/Rev. 1 1994

SC63SC66
SC63 Pre-discharge alarm of fixed gas fire

extinguishing systems
(Chapter II-2, Regulation 5.1.6 [1981])
The pre-discharge alarm shall be automatically activated, e.g. by opening of release cabinet door. An
automatic time-delay device shall ensure that the alarm operates for at least 20sec. before the medium is
released.

SC64 Fire dampers in ventilation ducts
(Chapter II-2, Regulation 16.2 [1981])
Ducts or pipes with free sectional area of 0,075m2 or less need not be fitted with fire damper at their
passage through Class "A" divisions provided that the requirements of Reg. 16.2.2, 16.3, 16.4, 16.8,
18.11 and 32.1.3 are complied with.

SC65 Ventilation ducts for galley
Galley ventilation systems are to be separate from the ventilation systems serving other spaces. When
passing through accommodation spaces, service spaces and control stations, galley ventilation ducts are
to be constructed of steel having a thickness as per Reg. 16.3.1.1 for the entire length passing through
such spaces.

SC66 Integrity of emergency generator space

(Chapter II-2, Regulation 44, Table 44.1 [1981])
The required division of steel between control stations and open decks may in the case of an emergency
generator be provided with openings for intake of combustion air to the diesel engine and for intake of
cooling air in the case of an air cooled diesel engine. These openings need not be fitted with means for
closure for fire integrity purposes, unless a fixed gas fire fighting system for the emergency generator
space is fitted.

IACS Int. 1985

SC67SC69
SC67 Doors in fire-resisting corridor bulkheads

of cargo ships
Ventilation openings may also be permitted in "B" class doors leading to lavatories, offices, small
pantries, lockers, store rooms, etc.

SC68 Cofferdams adjacent to slop tanks of
combination carriers
The cofferdams required adjacent to slop tanks are to be spaces not used for cargo or ballast and shall not
be connected to piping systems serving oil cargo or ballast.

SC69 Arrangement for pumping of slops in
combination carriers in dry cargo mode
The system for transfer of slops to the open deck shall be a permanent installation. When the transfer
system is used for slop transfer in the dry cargo mode, the system shall have no connection to other
systems. Separation from other systems by means of removal of spool pieces may be accepted. The slop
transfer manifold on decks shall be provided with a shut-off valve and a blank flange.

IACS Int. 1985

SC70
SC70 Area Classification and selection of electrical

(1985)
(Rev.1 equipment
May
2001)
Text:
Be arranged at the furthest distance practicable but not less than 5m from the nearest
air intakes and openings to enclosed spaces containing a source of ignition and from
deck machinery and equipment which may constitute an ignition hazard.
Interpretation:
1. Areas on open deck, or semi-enclosed spaces on open deck, within 3m of cargo
tank ventilation outlets which permit the flow of small volumes of vapour, air or
inert gas mixtures caused by thermal variation are defined as Zone 1.
Permitted electrical equipment:
- Certified safe type equipment for Zone 1.
2. Areas within 2m beyond the zone specified in 1 above are defined as Zone 2.
- Certified safe type equipment for Zone 1,
- Equipment of a type, which ensures the absence of sparks, arcs and of hot
spots during its normal operation,
- Equipment having an enclosure filled with a liquid dielectric, when required by
the application, or encapsulated,
- Pressurised equipment,
- Equipment specifically designed for Zone 2 (for example type n protection in
accordance with IEC 60079-15).

Text:
Not less than 10m measured horizontally from the nearest air intakes and openings to
enclosed spaces containing a source of ignition and from deck machinery and
equipment which may constitute an ignition hazard.


IACS Int. 1985/Rev. 1 2001

SC 70
SC 70 (IBC Code, Para. 8.3.3.2)

(Cont d) Text:
The position of vent outlets of a controlled tank venting system should be arranged at
a distance of at least 10m measured horizontally from the nearest air intake or
openings to accommodation, service and machinery spaces and ignition sources.
(IGC Code, Para 8.2.10)

Text:
All other vent exits connected to the cargo containment system should be arranged at
a distance of at least 10m from the nearest air intake or opening to accommodation
spaces, service spaces and control stations, or other gas-safe spaces.
Interpretation:
1. Areas on open deck, or semi-enclosed spaces on open deck, within a vertical
cylinder of unlimited height and 6m radius centred upon the center of the outlet,
and within a hemisphere of 6m radius below the outlet which permit the flow of
large volumes of vapour, air or inert gas mixtures during loading/discharging/
ballasting are defined as Zone 1.
Certified safe type equipment for Zone 1.
2. Areas within 4m beyond the zone specified in 1 above are defined as Zone 2.
- Certified safe type equipment for Zone 1,
- Equipment of a type, which ensures the absence of sparks, arcs and of hot
spots during its normal operation,
- Equipment having an enclosure filled with a liquid dielectric, when required by
the application, or encapsulated,
- Pressurised equipment,
- Equipment specifically designed for Zone 2 (for example type n protection in
accordance with IEC 60079-15).


SC71SC73
SC71 Tank level gauging systems

(1985)
Text:
Provision shall be made to guard against liquid rising in the venting system to a height which would
exceed the design head of cargo tanks. This shall be accomplished by high level alarms or overflow
control systems or other equivalent means, together with gauging devices and cargo tank filling
procedures.
(BCH Code, Para 59.1.6)

(IBC Code, Para 8.1.2)
Text:
Provision should be made to ensure that the liquid head in any tank does not exceed the test head of that
tank; suitable high level alarms, overflow control systems or spill valves, together with gauging devices
and tank filling procedures may be accepted for this purpose.
Interpretation:
The system for guarding against liquid rising to a height which would exceed the design head of cargo
tanks is to be independent of the gauging devices.

SC72 In a ship engaged regularly in voyages of
(1985)
short duration
(Chapter II-2, Regulation 42.2.7, 43.2.6.2 [1981])
Dispensation to the reduced period of availability of the emergency source of power can be given to:
1 Vessels with a class notation "Coastal Service"
2 Vessels engaged in voyages where the route is no greater than 20 nautical miles offshore.


(Rev.1
May, 2001) including special category spaces
(Chapter II-2, Regulation 37.1.5.3, 53.2.2.3 [1981])
Portable extinguishers suitable for fighting oil fires shall be provided at each car deck
level in each hold of compartment where vehicles are carried, spaced not more than
20m apart, on both sides of the ship. One of these extinguishers shall be positioned at
each entrance to the car spaces.
Notes: 1. This need not apply to weather decks used as ro-ro cargo spaces.
2. Changes introduced in Rev.1 are to be implemented by IACS Members and


IACS Int. 1985/Rev. 1 2001

SC74SC77

including special category spaces
(Chapter II-2, Regulation 37.2.2, 37.3.2, 38.4.1, 53.2.4.3 [1981])
Exhaust fans shall be of non-sparking type in accordance with UR F29.

(Chapter II-2, Regulation 53.2.3.3 [1981])
The requirements to indicate any loss of ventilation capacity is considered complied with by an alarm on
the bridge, initiated by fall-out of starter relay of fan motor.

SC76 Engine bearing temperature monitors
The wording "or engine bearing temperature monitors" is understood to include all bearings i.e. journal
and connecting rod bearings.

SC77 Cargo tanks overflow control system use of
spill valves
Spill valves will normally not be considered equivalent to overflow system.

IACS Int. 1985

SC78SC79
SC78 Fire safety measures for tankers

(Chapter II-2, Regulation 55 [1981])
Vegetable oil, latex and molasses are coming under the type of cargo specified in Reg. II2/53.1.2 as
cargo which constitute a low fire risk.

SC79 Certified Safe Type Electrical Equipment for
Ships Carrying Dangerous Goods
1. General
This interpretation is based on the following:

SOLAS Chapt. II-2, Reg. 54 "Special requirements for ships carrying dangerous goods"
SOLAS, Chapt. VII "Carriage of dangerous goods",
"Code of safe practice for solid bulk cargoes" (IMO, BC-Code),
"International Maritime Dangerous Goods Code" (IMDG) Code.
2. Scope
2.1 This interpretation is applicable to the electrical installation on the following types of ships and
cargo spaces:
a) Ships and cargo spaces not specifically designed for the carriage of freight containers but intended
for the carriage of dangerous goods in packaged form, including goods in freight containers and
portable tanks.
b) Purpose built container ships and cargo spaces intended for the carriage of dangerous goods in
freight containers and portable tanks.
c) Ro-ro ships and ro-ro cargo spaces intended for the carriage of dangerous goods.
d) Ships and cargo spaces intended for the carriage of solid dangerous goods in bulk.
e) Ships and cargo spaces intended for carriage of dangerous goods other than liquids and gases in
bulk in shipborne barges.
2.2 Dangerous goods, for which safety measures may be required with respect to the electrical
equipment, are based on SOLAS, Chapt. II-2 and VII, IMDG-Code and IMO-BC-Code and are grouped
into the following classes:
a) Dangerous goods in packaged form.
Class 1 Explosives, except goods of division 1.4, compatibility group S.

Class 2.1 All flammable gases, compressed, liquified or dissolved under pressure.
Class 3.1 All flammable liquids having a flashpoint below 23C (closed cup test).
3.2
Class 6.1 All poisonous (toxic) substances having a flashpoint below 23C (closed cup test).
Class 8 All corrosive liquids having a flashpoint below 23C (closed cup test)

IACS Int. 1992/Corr.

SC79
SC79 b) Solid dangerous goods in bulk.

cont'd Class 4.1 Flammable solids
Class 4.2 Substances liable to spontaneous combustion
Class 4.3 Substances, which in contact with water, emit flammable gases.
Class 5.1 Oxidizing substances
Class 9 Miscellaneous dangerous substances, that is any other substance in respect of which
experience has shown, or may show, to be of such a dangerous character that the
provisions of this part shall apply to it.
MHB The materials, when carried in bulk, present sufficient hazards to require specific
precautions.
3. Hazardous areas and electrical equipment in these areas
For the purpose of this interpretation, hazardous areas are those in which an explosive atmosphere may
exist due to the carriage of the cargoes identified in 2.2.
These areas require special precautions for the construction, installation and use of electrical apparatus.
Reference is made to IACS Recommendation No. 22 (1988) "Recommendations for the classification of
areas where flammable gas or vapour risks may arise to permit the proper selection of electrical
equipment".
3.1 Areas in which flammable gas/air mixture or dangerous quantity and concentration of dust is
likely to occur in normal operation are identified as Zone 1-B.
3.2* Areas in which flammable gas/air mixture is not likely to occur in normal operation are identified
as zone 2.
3.3 Electrical equipment and wiring shall not be fitted in hazardous areas unless it is essential for
operational purposes. The electrical equipment installed and employed must be suitable for the dangerous
goods to be carried and must be selected with due consideration to the following criteria:
- degree of protection IPXX for explosive dust concentration

- surface temperature
- temperature class for explosive gas atmosphere
- explosion group (certifiedsafe type equipment)
3.4 Hazardous areas intended for carrying dangerous goods and electrical equipment for use in these
areas specified in Tables 1, 2 and 3.
*) In this moment it is above SOLAS Chapter II-2 Reg. 54.2.2

IMO decision is expected
Reference is made to:

1) IEC Publication 529, Classification of degree of protection provided by enclosures.
2) IEC Publication 79, Electrical apparatus for explosive gas atmospheres.


SC79
Table 1
SC79 Carriage, in a packaged form, of explosives, except goods
cont'd of division 1.4, compatibility group S
(class 1 as defined in 2.2a)

Zone Description of Typical Permitted
location Example equipment/cable
1B i) Enclosed and semi- Explosive dust atmosphere:

enclosed cargo spaces degree of protection IP65
and closed or open surface temperature max.
ro-ro spaces 100C
ii) Inlet and exhaust Explosive gas atmosphere:

ventilation ducts certified safe type
temperature class T75
explosive group IIA:
iii) Permanently fixed cables as specified in

magazines clause 4

Zone 1-B;
Zone 2;
not hazardous area
IACS Int. 1992

SC79
SC79 Table 2
Solid dangerous goods in bulk as defined under 2.2b
cont'd

which may develop dust only
Zone Description of Typical Permitted

location Example equipment/cable
1B i) Enclosed and semi- Minimum requirements:

enclosed cargo spaces; degree of protection IP55
surface temp. max. 200C

or
certified safe type equipment:
ii) Inlet and exhaust degree of protection IP55;
ventilation ducts temperature class T3.
iii) Enclosed or semi- Note: If cargoes are to be

enclosed spaces having a
direct opening (without
closeable openings, such as
doors) into any of the areas
as specified under i) and ii)
transported which require a
lower surface temperature,
this should be taken into
consideration
cables as specified in
clause 4.
IACS Int. 1986

SC79
SC79 Table 3
Carriage in a packed form of flammable liquids with a flash point below 23C, flammable gases (as
cont'd defined under 2.2a) and carriage in bulk of solid dangerous goods which under certain conditions may
develop an explosive gas atmosphere (as defined under 2.2b)

Zone
1B
Description of
location
i) Enclosed and semi-

enclosed cargo spaces and
closed or open ro-ro spaces;
ii) Inlet and exhaust

ventilation ducts serving
hazardous areas;
iii) Enclosed and semi-

enclosed spaces having a
direct opening (without
closeable openings, such as
doors) into any of the areas
as specified under i) and ii);
Typical
Example
a)
b)
c)
d)
e)
Permitted
equipment/cable
Certified safe type

equipment:
intrinsically safe Exi;
flame proof enclosure
Exd;
pressurized type Exp;
increased safety type
Exe;
special protection Exs.
Note: Unless otherwise

specified, the minium
requirements are:
temperature class T4;
explosion group II B.
If cargoes are to be
transported which require a
higher grading, this should be
taken into consideration.
cables as defined in
clause 4.

IACS Int. 1993

SC79
SC79 Table 3 (cont.)

cont'd
2*
1 2
i) Areas on open deck or

areas in semi-enclosed
space onopen deck with
opening within 3m.
of anymechanical
exhaust ventilation
outlet of hazardous
areas;
ii) Areas having a gastight

closure or a gastight door
with selfclosing devices
leading to Zone 1B area and
not being ventilated by over
pressure. Watertight doors
may be considered as being
gastight
iii) Spaces under ii) may be

considered as not hazardous,
provided that they are
ventilated by overpressure
with an air change rate not
less than 6 times per hour.
In case of failure of the
ventilation system a visual
and audible alarm is to be
given and the equipment
3
3m
class Exn
4
a) Electrical equipment as
permitted in Zone 1B;
b) Equipment of protection
c) Appliances which do not

generate arcs in service
and whose surface does
not reach unacceptably
high temperatures;
d) Appliances with simplified
presurized enclosures or
vapour proof enclosures
(minimum class of
protection IP55) whose
surface does not reach
unacceptably high
temperatures;
e) cables as specified in
Clause 4.
Note:
1. For spaces under iii) and
v), equipment essential either
for the safety of the vessel or
crew must be approved for
which is not suitable for the hazardous areas without
Zone 2 must be ventilation and is not to be
automatically switched off; switched off automatically
iv) Spaces under ii) may be 2. For spaces under v) an

considered as not hazardous, air change rate not less than
provided that they are 6 times per hour is to be
protected by airlock leading provided. In case of failure
to Zone 1B. The doors must of the ventilation system a
be gastight with self- visual and audible alarm is
closing devices to be given and the equipment,
which is not of certified safe
v) Bilge pump rooms and pipe type, must be automatically
tunnels with equipment, such switched off.
as flanges, valves, pumps, etc.
serving Zone 1B areas.


SC79
3.5 Where information concerning the characteristics of cargoes to be carried is unknown, or where a
SC79 ship is to be designed to carry all the cargoes defined in 2.2, the electrical equipment should meet the
cont'd following requirements:
degree of protection IP65,
surface temperature max. 85C
temperature class T6
explosion group IIC
4. Installation of electrical equipment in hazardous areas
4.1 Installation of electrical equipment in Zone 1-B as specified in Tables 1, 2 and 3.
4.1.1 If electrical equipment is installed which is not approved for the use in hazardous areas as
specified under 4.1 it must be possible to isolate the electrical equipment completely and it has to be
protected against unauthorized reconnection. Disconnection shall be made outside hazardous areas and
should preferably be effected with isolating links or lockable switches.
Equipment essential either for the safety of the vessel or crew must be approved for the use in hazardous
areas and is not to be disconnected.
4.1.2 All cables (e.g. through-run or terminating cables) are to be of the armoured type or installed in
metallic conduit.
4.1.3 Cable penetrations of the decks and bulkheads shall be sealed against the passages of gas or
vapour.
4.1.4 Cable joints in cargo spaces should be avoided where possible. When joints are unavoidable, they
should be enclosed in metal-clad or impact strength plastic junction boxes of certified safe type, or
encapsulated crimp sleeve cable joint.
4.2 Installation of electrical equipment and cables (e.g. through-run or terminating cables) in Zone 2
as specified in Table 3.
If electrical equipment is installed which is not approved for the use in hazardous areas as specified
under 4.2 it must be possible to switch off the electrical equipment and it has to be protected against
unauthorized reconnection. Disconnection shall be made outside hazardous areas.
Equipment essential either for the safety of the vessel or crew must be provided for the use in hazardous
areas and is not to be disconnected.
Note: Due attention is to be given to the need of purging the enclosures of electrical equipment which
has been automatically isolated upon failure of ventilation, as referred to in Note in Table 3, with clean
atmosphere before the electricity supply restored; for this purpose, warning label or operating procedure
is suitable.
5. Portable electrical equipment
Portable electrical equipment which is necessary for ship operation or which is required by the
Regulations is to be safe type certified for the Zones where it is expected to be used.
6. Certification
In the certificate issued by the Society for carrying dangerous goods an entry is to be made specifying the
kind of explosion protection installed.


SC80
SC80 Fire-Extinguishing Arrangement for Paint

Lockers
1. Paint lockers and flammable liquid lockers of deck area 4 m2 and more shall be provided with a
fire-extinguishing system enabling the crew to extinguish a fire without entering the space. Fixed
arrangements as specified below may be provided.
CO2 System, designed for 40% of the gross volume of the space.
Dry-Powder-System, designed for at least 0.5 kg powder/m3
Water spraying system designed for 5 1/2 , min.
2. Water spraying systems may be connected to the ship's main system.
3. Other systems than those mentioned above may be accepted.
4. For lockers of deck area less than 4 m2 CO2, or dry-powder fire extinguisher(s) may be accepted.
IACS Int. 1992

SC81-SC82
SC81 Drainage of enclosed spaces situated on

the bulkhead deck
The text of this paragraph precludes drainage of such enclosed spaces to suitable spaces below deck if
the edge of the bulkhead deck or freeboard deck, as applicable, is immersed when the ship heels more
than 5 degrees.
Based on the derivation, this is not considered to have been the intent.
Accordingly, when applying this paragraph, the wording of the revised Regulation 22, ICLL 1966,
contained in Annex 2 to MSC 53/12, further revised below for clarity, should be followed, i.e.:
"Scuppers led through the shell from enclosed superstructures used for the carriage of cargo shall be
permitted, providing the spaces drained are located above the waterline resulting from a 5 degree heel to
port or starboard at a draught corresponding to the assigned summer freeboard. In other cases, the
drainage shall be led inboard".

SC82 Protection against noise
The Regulation deals with noise levels in machinery spaces and makes reference to the Code on Noise
Levels on Board Ships, adopted by IMO with Res. A.468 (XII), which applies to new ships of 1600 tons
gross tonnage and over and that it is not limited to machinery spaces.
The Regulation can be interpreted as follows:
1. It applies to machinery spaces only;

2. IMO Res. A.468 (XII) is to be taken as a basis for its implementation;
3. with regard to para. 4.1.6 of IMO Resolution, if a sound level of 105 dB (A) is exceeded, also the
ISO noise rating (NR) is not be exceed the value of NR 105;
4. with regard to para 2.2.2 of IMO Resolution, "Operating condition at sea", the propulsion
machinery shall be run at normal service speed and at not less than 80% of the maximum
continuous rating MCR;
5. for existing ships, only the actual noise limits are to be measured and, on the basis of them, the
limits of exposure of the seafarers are to be determined according to Chapter 5 of IMO Resolution
and the measures as per Chapter 7 of the Resolution itself are to be implemented;
6. for new ships of less than 1600 tons gross tonnage, the same procedure specified for existing ships
applies.

IACS Int. 1993

SC83
SC83 Continuity of the Supply when Transformers

Constitutes an Essential Part of the
Electrical Supply System
The number, capacity and arrangement of power transformers supplying auxiliary electrical systems are
to be such that with any one transformer not in operation, the remaining transformer(s) is (are) sufficient
to ensure the safe operation of those services necessary to provide normal operational conditions of
propulsion, safety and minimum comfortable conditions of habitability are also to be ensured, which
include at least adequate services for cooking, heating domestic refrigeration, mechanical ventilation,
sanitary and fresh water.
Each transformer required is to be located as a separate unit with separate enclosure of equivalent, and is
to be served by separate circuits on the primary and secondary sides. Each primary circuit is to be be
provided with switch-gear and protection devices in each phase.
Each of the secondary circuits is to be provided with a multipole isolating switch.
Transformers supplying bow thruster are excluded.
E X A M P L E S :
Three-phase transformers Single-phase transformers
R R
"P" S "P" S
T T
(a) (a) enclosure or separation (a) (a) (a)
(b) (b) (b) (b) (b)
R R
S S
T T
(a) switchgear and protection devices

(b) multipole isolating switch

IACS Int. 1993

SC84-SC87
SC84 Purpose Built Container Space

Reg. 54.1.2.2
A purpose built container space is a cargo fitted with cell guides for stowage securing
of containers.

SC85 Ro-Ro Cargo Space
Reg. 54.1.2.3
Ro-ro cargo spaces include special category spaces (Reg. 37) and vehicle deck spaces (54.2.2
and 54.2.3).

SC86 Weather Decks
(Chapter II-2 Reg. 54)
Table 54.1
For the purposes of Reg. 54 a ro-ro space fully open above and with full openings in both ends
may be treated as a weather deck.

SC87 Certification of Carriage of Solid Dangerous
Bulk Cargoes
(Chapter II-2 Reg. 54..2 and Reg. 54.3)
Certification for carriage of solid dangerous bulk cargoes covers only those cargoes listed
in Appendix B of the BC-Code except cargoes of MHB.
Other solid dangerous bulk cargoes may be certified subject to acceptance by the
Administration
involved.

IACS Int. 1993

SC88-SC89
SC88 Fire Water Supply Capacity

(Chapter II-2 Reg. 54.2.1)
Total required capacity of fire water supply should satisfy 2.1.2 and 2.1.3 (if applicable) simultaneously
calculated for the largest designated cargo space.
The capacity requirement should be met by the total capacity of main fire pump(s) not including the
capacity of the emergency fire pump, if fitted.

SC89 Ventilation of Cargo Spaces
(Rev 1
1996)
Chapter II-2 Reg. 54.2.4)
General: If adjacent spaces are not separated from cargo spaces by gastight bulkheads or
decks, ventilation requirements shall apply as for the cargo space iteself.
Where 2 fans per hold are required in the BC Code, a common ventilation system with 2 fans connected
is acceptable.
Requirements for Individual Cargoes:
a) Mechanical ventilation arranged for continuous operation, i.e. height of ventilation inlets and
outlets must satisfy the requirements of the Load Line Convention for openings not fitted with
means of closure. Means of closure for fire protection purposes as required by Reg. II-2/16.9
must be fitted. The fan should be permanently or being of portable type adapted for being
permanently fitted prior to loading and during voyage. Cargo holds to be supplied by two fans
giving a ventilation rate of min. 6 airchanges per hour based on the empty hold volume. The
requirements apply to the following cargoes :
Aluminium Ferrosilicon
Aluminium Silicon
Ferrosilicon
Zinc Ashes
b) Mechanical ventilation arranged for continuous operation, i.e height of ventilation inlets and
outlets must satisfy the requirements of the Load Line Convention for openings not fitted with means of
closure. Means of closure for fire protection purposes as required by Reg. II-2/16.9 must be fitted. The
fan(s) should be permanently fitted or being of portable type adapted for being permanently fitted
prior to loading and during voyage. The fan(s) shoud give a ventilation rate of min. 6 airchanges per
hour based on the empty hold volume.
The requirements apply to the following cargo:
Seed Cake b and c

SC89-1

SC90-SC91
SC90 Bilge Drainage

(Chapter II-2 Reg. 54.2.5)
a) Cargo spaces intended for carriage of flammable liquids with flash point less than 23 degrees C
or toxic liquids shall be fitted with a fixed bilge drainage system independent or separated from
the bilge system in machinery space and located outside of the machinery space.
If a single bilge drainage system completely independent of the machinery space is provided,
the system is to comply with the Rule requirement to redundancy and capacity based on the
size of the space or spaces which it services.
b) If the bilge drainage system for cargo spaces is additional to the system served by pumps
in the machinery space, the capacity of the system is to be not less than 10 m3/hr. per cargo
space served. If the additional system services more than one cargo space the capacity need
not exceed 25 m3/h. The additional bilge system need not be arranged with redundancy.
Whenever flammable liquids with flash point less than 23 degrees C or toxic liquids are carried,
the bilge line into the machinery space shall be separated either by fitting a blank flange or by
a closed lockable valve.
c) If bilge drainage of cargo spaces is arramged by gravity drainage, the drainage is to be either
lead directly overboard or to a closed draintank located outside of machinery spaces. The
tank should be provided with vent pipe to a safe location on the open deck.
d) Encloded spaces outside of machinery spaces containing bilge pumps serving cargo spaces
intended for carriage of flammable or toxic liquids shall be fitted with separate mechanical
ventilation giving at least 6 airchanges per hour. Electrical equipment in the space is to be
according to unified interpretation SC79. If the space has access from another enclosed space,
the door is to be selfclosing.
e) Drainage from a cargo space into bilge wells in a lower space is only permitted if that space
satisfies the same requirements as the cargo space above.

SC91 Personal Protection -
Protective Clothing
Reg. 54.2.6.1
a) The required protective clothing is for emergency purposes.
b) For solid bulk cargoes the protective clothing is to satisfy the equipment requirements
specified in Appendix E of the BC Code for the individual substances. For packaged
goods the protective clothing is to satisfy the equipment requirements specified in
emergency procedures (EmS) of the Supplement to IMDG Code for the individual
substances.

IACS Int. 1993

SC92
SC92 Personal Protection -

Self-Contained Breathing Apparatus
Reg. 54.2.6.2
For each of the breathing apparatuses, two complete sets of air bottles are required. These spare
bottles are to be in addition to the spare bottles required for fireman's outfit.
IACS Int. 1993

SC93
SC93 Enclosure of stern tubes on cargo ships

(1994)
Text:
Stern tubes shall be enclosed in a watertight space (or spaces) of moderate volume. Other measures to
minimise the danger of water penetrating into the ship in case of damage to the stern tube arrangements
may be taken at the discretion of the Administration.
Interpretation:
A stern tube enclosed in a watertight space of moderate volume, such as an aft peak tank, where the
inboard end of the stern tube extends through the aft peak/engine room watertight bulkhead into the
engine room is considered to be an acceptable solution satisfying the requirement of Chapter II-1,
Regulation 11.9 of SOLAS 1974, as amended, provided the inboard end of the stern tube is effectively
sealed at the aft peak/engine room bulkhead by means of an approved watertight/oiltight gland system.
IACS Int. 1994

SC94
SC94 Mechanical and electrical independency of

(1994)
Electric steering control systems for
steering gears
1. SCOPE
The interpretation applies to electric/electronic steering gear control systems for the main and
auxiliary steering gear, operable from the navigation bridge, for which SOLAS stipulates two steering
gear control systems independent of each other.
Following requirements of :
- SOLAS Chapt. II, Reg. 29, steering gear,

- IEC Pub. 92 - 204 Electric and elecktro-hydraulic steering gear (1987)
have been considered, as far as containing requirements for the independency of the control
systems.
2. BASIC REQUIREMENTS
Two independent steering gear control systems shall be provided and shall be so arranged that a
mechanical or electrical failure in one of them will not render the other one inoperative.
3. SUPPLY
Each electrical steering gear control system shall be served by its own separate circuit supplied
from the steering gear power circuit from a point within the steering gear compartment, or directly from
switchboard busbars (main and emergency switchboard) supplying that steering gear power circuit at a
point on the switchboard adjacent to the supply to the steering gear power circuit. The power supply
systems are to be protected selectively.
4. INSTALLATION
Cables for duplicated steering gear control systems and their associated components shall be
separated as far as practicable. The corresponding cables shall follow different routes which will be
separated both vertically and horizontally, as far as practicable, throughout their entire length.
5. SEPARATION OF CONTROL SYSTEMS AND COMPONENTS
5.1 General
Wires, terminals and the components for duplicated steering gear control systems
installed in units, control boxes, switchboards or bridge consoles shall be separated as far as practicable.
Where physical separation is not practicable, separation may be achieved by means of a fire retardant
plate.

IACS Int. 1994

SC94
SC94 5.2 Steering wheel or steering lever

(Contd) All electric components of the steering gear control systems shall be duplicated. This does not
require duplication of the steering wheel or steering lever.
5.3 Steering mode selector switch
If a joint steering mode selector switch (uniaxial switch) is employed for both steering gear
control systems, the connections for the circuits of the control systems are to be divided accordingly and
separated from each other by an isolating plate or by air gap.
5.4 Follow-up amplifier
In the case of double follow-up control (see Annex, example 2), the amplifiers have t be designed
and fed so as to be electrically and mechanically separated. In the case of non-follow-up control
and follow-up control, it will have to be ensured that the follow-up amplifier is protected selectively (see
Annex, example 3).
5.5 Additional control systems
Control circuits for additional control systems, e.g. steering Lever or autopilot have to be designed
for all - pole disconnection (see Annex, examples, 1,2 and 3).
5.6 Feed-back units and limit switches
The feed-back units and limit switches, if any, for the steering gear control systems are to be
separated electrically and mechanically connected to the rudder stock or actuator separately.
5.7 Actuators
Actuators controlling the power systems of the steering gear, e.g. magnetic valves, are to be
duplicated and separated.
6. ANNEX
Reference should be made to examples 1,2 and 3, which can be regarded as basic design.
IACS Int. 1994

(1994)
SC94
SC94
IACS Int. 1994

main switch board emergency switch board
transfer line
steering mode selector switch
autopilot
NFU NFU
non follow-up
handwheel
starter
starter
box
box
1
alarm 2
alarm
limit switches 1 limit switches 2

M (feed back unit) (feed back unit) M
1 2
motor for motor for

steering gear 1 steering gear 2
magnetic valves magnetic valves

steering gear 1 rudder steering gear 2
Principle scheme for double non follow-up control Example

IACS and autopilot or other additional control 1
IACS Int. 1986

(1994)
main switch board emergency switch board SC94
transfer line
d1 d2 d1 d2
autopilot
follow-up
handwheel
FU follow-up follow-up FU
starter amplifier 1 amplifier 2 starter
box
box
1
alarm 2
alarm
M feed back feed back M

1 unit 1 unit 2 2
motor for motor for


Principle scheme for double non follow-up control Example

IACS and autopilot or other additional control 2

SC94
IACS Int. 1994

SC94
(1994)
SC94
IACS Int. 1994

main switch board emergency switch board
alarm alarm
transfer line
autopilot
follow-up
NFU
non follow-up
NFU handwheel
starter
starter
box
box
1 d1 d2
alarm follow-up
2
amplifier FU FU alarm
feed back feed back

M unit 1
M
unit 2
1 2
motor for motor for


Principle scheme for double non follow-up control, Example

IACS follow-up control and autopilot or other additional control 3

IACS Int. 1986

SC95-SC98
SC95 Communication between Navigating

(1994)
Bridge and Machinery Space
(Chapter II-1, Reg. 37)
SOLAS Reg. II-1/37 requires that at least two independent means be provided for communicating orders from the
navigating bridge to the position in the machinery space or in the control room from which the engines are normally
controlled: one of these shall be an engine-room telegraph which provides visual indication of the orders and
responses both in the machinery space and on the navigating bridge.
Appropriate means of communication shall be provided to any other positions from which the engines may be
controlled.
The interpretation is that the telegraph is required in any case, even if the remote control of the engine is foreseen,
irrespective of the fact that the engine room is attended or not.

SC96 Capacity of an emergency fire pump
(1994) (Chapter II-2, Reg. 4.3.3.3.1 of MSC Res. 27 (61)
(Rev.1
2001) For passenger ships of less than 1000 tons gross tonnage and cargo ships of less than 2000 gross tons gross tonnage a
capacity of the emergency fire pump of 25m3/h for passenger ships and 15m3/h for cargo ships is acceptable provided
it is capable of producing 2 jets of water of 12 m throw length. UI SC19 applies in respect of the sea connection.

SC97 Connection
(Chapter II-2, Reg. 4.3.3.4)
of a pump to fire main
(1994)
(Rev. 1
June
2002) This paragraph does not force designers to choose pumps with capacity and pressure characteristics other than that
being optimal for the service intended, just to make their connection to the fire main possible, provided the required
number and capacity of fire pumps are already fitted.
Note: 1. Changes introduced in Rev.1 are to be uniformly implemented by IACS Members and Associates from 1
January 2003.

SC98 Fire hose nozzles of a plastic type material

(1994) (Chapter II-2, Reg. 4.8)
Fire hose nozzles made of plastic type material, e.g. polycarbonate, are considered acceptable provided capacity and
serviceability are documented and the nozzles are found suitable for the marine environment.


SC99-SC103
SC99 Flexible bellows of combustible materials

(1994) (Chapter II-2, Reg. 16.1)
Flexible bellows of combustible material may be used for connecting fans to the ducting in air conditioning room.

SC100 Closing appliances of ventilation inlets and
(1994)
outlets
(Chapter II-2, Reg. 16.9)
Ventilation inlets and outlets located at outside boundaries are to be fitted with closing appliances as required by
Reg. II-2/16.9 and need not comply with Reg. II-2/16.2.

SC101 Main vertical zones
(1994) (Chapter II-2, Reg. 24 of MSC Res. 27 (61)
If a stairway serves two MVZs, the maximum length of any one MVZ need not be measured from the far side of the
stairway enclosure. In this case all boundaries of the stairway enclosure are to be insulated as MVZ bulkheads and
access doors leading into the stairway are to be provided from the two outside zones. The number of MVZ of 48m
length is not limited as long as they comply with all the requirements.

SC102 Cold Service
(1994) (Chapter II-2, Reg. 34.2 and 50.3.1)
Cold service is understood to mean refrigeration systems, i.e systems with temperatures below ambient air and sea
water.

SC103 Insulation of machinery space boundaries

(1994) (Chapter II-2, Reg. 54.2.8)
In the case that a closed or semi-closed cargo space is located partly above a machinery space and the deck above the
machinery space is not insulated, dangerous goods are prohibited in the whole of that cargo space. If the uninsulated
deck above the machinery space is a weather deck, dangerous goods are prohibited only for the portion of the deck
located above the machinery space.

IACS Int. 1994

SC104-SC109
SC104 Quick closing valve for emergency

(1995)
generator fuel tank
(Chapter II-2, Reg. 15.2.5)
The controls for remote operation of the quick closing valve for the emergency generator fuel tank is to
be in a separate location from other quick closing valves for tanks in the engine room.

SC105 Relief valve in oil filling lines
(1995) (Chapter II-2, Reg. 15.2.7)
The requirement to overpressure protection is to apply only to filling lines served by pumps on board.

SC106 Galley exhaust duct
(1995) (Chapter II-2, Reg. 16.7)
Grease trap, fire damper, fan shut-off and fixed fire extinguishing are only required when a galley
exhaust duct passes through accommodation spaces or spaces containing combustible materials. The
term spaces containing combustible materials will normally apply to all spaces in
accommodation.

SC107 Continuous ceiling
(1995) (Chapter II-2, Reg 25.3)
If an air gap between cabins results in an opening in the continuous class B-15 ceiling, the bulkheads on
both sides of the air gap are to be of class B-15.

SC108 Galley exhaust duct
(1995) (Chapter II-2, Reg 32.1.9)
The requirements to exhaust ducts from galley ranges in which grease or fat is likely to accumulate will
apply to all exhaust ducts from galley ranges.

SC109 Open Top Container Holds - Water Supplies

(1995) (Chapter II-2, Reg 54.2.1)
The water spray system required by item 9.2, 9.3 and 9.4 of MSC/Circ.608/ Rev.1 Interim Guidelines
for Open-Top Container Ships will also satisfy the requirement for dangerous goods.
The amount of water required for fire fighting purposes in the largest hold is to satisfy simultaneous use
from the water spray system plus 4 jets of water from hose nozzles.

Note: Unified Interpretations SC104 through SC109 are to be applied byIACS Member Societies from
1 January 1996.

IACS Int. 1995

SC110-SC112
SC110 Open Top Container Holds - Ventilation

(1995) (Chapter II-2, Reg. 54.2.4)
(This UI is to be applied by IACS Member Societies from 1 January 1996.)
Power ventilation is interpreted to be required only for the lower part of the cargo hold for which purpose
ducting is required. The ventilation capacity is to be at least 2 air changes per hour based on the empty
hold volume below weather deck.

SC111 Open Top Container Holds - Bilge Pumping
(1995) (Chapter II-2, Reg. 54.2.5)
Bilge systems for cargo holds should be independent of the machinery space bilge system and be located
outside of the machinery space.

SC112 Pilot Transfer Arrangements
Deleted in January 2002.

SC113
SC113 Emergency Towing Arrangements on

(1996)
Tankers - Prototype Test
(Resolution MSC . 35 (63), 2.10)
Text:
Designs of emergency towing arrangements in accordance with these Guidelines should be prototype
tested to the satisfaction of the Administration.
Interpretation:
Towing arrangements may be (1) a packaged self contained unit, or (2) a unit comprised of individually
tested components assembled onboard the vessel.
Both arrangements should meet the specified strength requirements and undergo a deployment test
onboard the vessel as required by MSC.35 (63).
Fixed gear such as strong points, fairleads, foundations and associated vessel supporting structure are to
be demonstrated as adequate for the loads imposed by means of a submitted engineering analysis or
calculations. If the structural configuration is of a particularly complex or novel nature, such that its load
bearing adequacy cannot be satisfactorily determined by engineering analysis, suitable proof test will be
required.
Articles of loose gear such as chains, towing pennants and associated end fittings, and shackles or other
connecting links should be tested to the requirements of the Classification Society concerned.
Where a manufacturer requests a certificate of type approval for a complete self contained arrangement,
one assembled unit is additionally to undergo a test to 2 x SWL.
Note: Survey Guidelines - Emergency Towing Arrangements is located in Recommendation No. 40 (1995).
IACS Int. 1996

SC114
SC114 Emergency Fire Pump Access

(1996)
Reg. 4.3.3.2.9
When a single access to the emergency fire pump room is through another space adjoining a machinery
space of category A or the spaces containing the main fire pumps, class A-60 boundary is required
between that other space and the machinery space of category A or the spaces containing the main fire
pumps.
SC114-1
IACS Int. 1996

SC115

(1996)
individually identifiable detectors
Reg 13.1.4
Section: Group of fire detectors and manually operated call points as reported in the indicating
unit(s).
Loop: Electrical circuit linking detectors of various sections and connected to the control panel.
SC115-1
IACS Int. 1996

SC116

(1996)
Reg 13.1.10
A loop which covers control stations, service spaces and accommodation spaces, shall not include
machinery spaces of category A.
SC116-1
IACS Int. 1996

SC117

(1996)
Reg 13.1.15
The requirement that a system be so arranged that a loop cannot be damaged at more than one point by a
fire, is considered satisfied by arranging the loop such that the data highway will not pass through a
space covered by a detector more than once.
The requirement that a system be so arranged to ensure that any fault occurring in the loop will not
render the whole loop ineffective, is considered satisfied when a fault occurring in the loop only renders
ineffective a part of the loop not being larger than a section of a system without means of remotely
identifying each detector.
SC117-1
IACS Int. 1996

SC118
SC118 Exhaust duct from galley ranges

(1996)
Reg 16.7
Fire dampers required by Reg. 16.7.2, Reg. 32.1.9.2 and Reg. 41-2.4.3.2 do not need to pass the fire test
in Res. A 754(18), but should be of steel and capable of stopping the draught. The requirements to A
class applies only to the part of the duct outside of the galley.
SC118-1
IACS Int. 1996

SC119
SC119 Balancing ducts

(1996)
Reg. 31 & 47
Balancing openings or ducts between two enclosed spaces are prohibited except for openings as
permitted by Reg. 31 and 47.
SC119-1
IACS Int. 1996

SC120
SC120 Access to forecastle spaces on tankers

(1996)
Reg. 56
Access to forecastle spaces containing sources of ignition may be permitted through doors facing cargo
area provided the doors are located outside hazardous areas as defined in IEC Publication 92-502.
SC120-1
IACS Int. 1996

SC121
SC121 Fire Pump Isolation Requirements

(1997)
Reg. 4.6.3
Any part of the fire main routed through a category A machinery space must be fitted with isolating
valves outside of the space. The arrangements of the fire mains must allow for fire water from the fire
pumps or emergency fire pump to reach all hydrants outside of the isolated space. Isolation requirements
of SOLAS Reg. II-2/4.6.3 are not applicable to the piping from fire pumps located in other spaces other
than category A machinery spaces.
SC121
IACS Int. 1987

SC122
SC122 Corrosion Prevention in Seawater Ballast

(1998)
(v0.1, April Tanks
1998)
(Chapter II-1, Regulation 3-2)
The scheme for the selection, application and maintenance of the coating system should follow the
requirements of IMO Resolution A.798(19) and contain, as a minimum, the following documentation:
Owners, coating manufacturers and shipyards explicit agreement to the scheme for coating
selection, application and maintenance.
List of seawater ballast tanks identifying the coating system for each tank, including coating color
and whether coating system is a hard coating.
Details of anodes, if used.
Manufacturers technical product data sheet for each product.
Manufacturers evidence of product quality and ability to meet owners requirements.
Evidence of shipyards and/or its subcontractors experience in coating application.
Surface preparation procedures and standards, including inspection points and methods.
Application procedures and standards, including inspection points and methods.
Format for inspection reports on surface preparation and coating application.
Manufacturers product safety data sheets for each product and owners, coating manufacturers
and shipyards explicit agreement to take all precautions to reduce health and other safety risks
which are required by the authorities.
Maintenance requirements for the coating system.
Coating of any color may be accepted, unless otherwise instructed by the Flag Administration. Light
color coating is preferable, and includes colors which facilitate inspection or are easily distinguishable
from rust.
________________________________
Note: This UI should be uniformly implemented by all Members and Associates not later than 1 July
1998.

122-1
IACS Int. 1998, v0.1

SC123
SC123 Machinery Installations - Service Tank

(1998)
(Rev. 1 Arrangements
April 1998)
(Rev. 2
June Reg. II-1/26.11
2002)
SOLAS Regulation II-1/26.11 states: Two fuel oil service tanks for each type of fuel used on board
necessary for propulsion and vital systems or equivalent arrangements shall be provided on each new
ship, with a capacity of at least 8 h at maximum continuous rating of the propulsion plant and normal
operating load at sea of the generator plant.
Arrangements complying wih this regulation and acceptable equivalent arrangements, for the most
commonly utilised fuel systems, are shown below.
A service tank is a fuel oil tank which contains only fuel of a quality ready for use i.e fuel of a grade
and quality that meet the specification required by the equipment manufacturer. A service tank is to be
declared as such and not to be used for any other purpose.
Use of a setting tank with or without purifiers, or purifiers alone, and one service tank is not acceptable
as an equivalent arrangement to two service tanks.
Examples of application for the most common systems
1. Main, Auxiliary Engines and Boilers operating with Heavy Fuel Oil (HFO) (one fuel ship)
1.1 Requirement acc. SOLAS
HFO Serv. TK HFO Serv. TK

Capacity for at least 8 h Capacity for at least 8 h MDO TK
Main Eng. + Main Eng. + For initial cold starting or
Aux. Eng. + Aux. Eng. + repair work of
Aux. Boiler Aux. Boiler Engines/Boiler
1.2 Equivalent arrangement

HFO Serv. TK MDO Serv. TK
Capacity for at least 8 h Capacity for at least 8 h
Main Eng. + Main Eng. +
Aux. Eng. + Aux. Eng. +
Aux. Boiler Aux. Boiler
For pilot burners of Auxiliary Boilers if provided, an additional MDO tank for 8 hours may be
necessary.
Notes: 1. This Unified Interpretation is to be applied by IACS Members and Associates to all
ships subject to the relevant SOLAS Regulation.
2. Changes introduced in Rev.2 are to be uniformly implemented by IACS Members and

123-1
SC123
2. Main Engine and Auxiliary Boilers operating with HFO

SC123 Aux. Engine operating with Marine Diesel Oil (MDO)
contd
2.1 Requirement acc. SOLAS
HFO Serv. TK HFO Serv. TK

Capacity for at Capacity for at
least 8 h least 8 h MDO Serv. TK MDO Serv. TK
Main Eng. + Main Eng. + Capacity for at Capacity for at
Aux. Boiler Aux. Boiler least 8 h Aux. Eng. least 8 h Aux. Eng.
2.2 Equivalent arrangement
HFO Serv. TK MDO Serv. TK MDO Serv. TK

Capacity for at Capacity for at least the highest of: Capacity for at least the highest of:
least 8 h 4 h Main Eng. + Aux Eng 4 h Main Eng. + Aux Eng
Main Eng. + +Aux. Boiler +Aux. Boiler
Aux. Boiler or or
8 h Aux. Eng. + Aux Boiler 8 h Aux. Eng. + Aux Boiler
123-2

SC124
SC124 Emergency Source of Power in Passenger

(May 1999)
(Rev.1
June 2002)
and Cargo Ships
Reg. II-1/42.3.4 and II-1/43.3.4
SOLAS Regulations II-1/42 and II-1/43 address emergency source of electrical power in passenger ships
and cargo ships respectively. Regulations II-1/42.3.4 and II-1/43.3.4 read as follows:
For ships constructed on or after 1 July 1998, where electrical power is necessary to restore propulsion,
the capacity shall be sufficient to restore propulsion to the ship in conjunction with other machinery, as
appropriate, from a dead ship condition within 30 mins after blackout.
Interpretation:
Blackout as used in Regulation II-1/42.3.4 and II-1/43.3.4 is to be understood to mean a deadship

condition.
Deadship condition, for the purpose of Regulation II-1/42.3.4 and II-1/43.3.4, is to be understood to
mean a condition under which the main propulsion plant, boilers and auxiliaries are not in operation and
in restoring the propulsion, no stored energy for starting the propulsion plant, the main source of
electrical power and other essential auxilaries is to be assumed available. It is assumed that means are
available to start the emergency generator at all times.
The emergency generator and other means needed to restore the propulsion are to have a capacity such
that the necessary propulsion starting energy is available within 30 minutes of blackout/dead ship
condition as defined above. Emergency generator stored starting energy is not to be directly used for
starting the propulsion plant, the main source of electrical power and/or other essential auxiliaries
(emergency generator excluded).
For steam ships, the 30 minute time limit given in SOLAS can be interpreted as time from blackout/
dead ship condition defined above to light-off of the first boiler.
Note: 1. This UI SC 124 is to be uniformly implemented by IACS Members and Associates for ships
contracted for construction on or after 1 September 1999.
2. Changes introduced in Rev.1 are to be uniformly implemented by IACS Members and

124-1

SC125
SC125 B and C Class Divisions

(May, 1998)
(Reg. II-2/3)
A division consisting of a non-combustible core and combustible veneers may be accepted as a B or C

class division, provided that the non-combustible core is tested in accordance with the FTP Code, part 1,
that the B class division is tested in accordance with the FTP Code, part 3, and that the veneers are tested
in accordance with the FTP Code part 5 and part 2, if applicable.
Note: This Unified Interpretation is to be applied by all Members and Associates on ships contracted
for construction on or after 1 January, 1999.
125-1
IACS Int. 1998

SC126
SC126 Fire Protection Materials for Cargo Ships

(May, 1998)
(Rev.1
June 2000)
Reg.II-2/50.1 Reg.II-2/50.3.1 Reg.II-2/49.1 Reg.II-2/50.3.3 Reg.II-2/50.3.2 Reg.II-2/49.2 Reg.II-2/49.3
(3)
(3) Only in corridors and stairway enclosures

14


126-1

contd
SC126
SC126

Reg.II- Reg.II- Reg.II- Reg.II- Reg.II- Reg.II- Reg.II-
126-2
(6)
14
(4)

(6)Only
incorridorsand
stairway
enclosures

SC127
SC127 Paint
(May, 1998)
(Reg. II-2/34.7 and 49.2)
These regulations only apply to accommodation spaces, service spaces and control stations.
____________________________
127-1
IACS Int. 1998

SC128
SC128 CO2 Discharge Time

(May, 1998)
(Reg. II-2/5.2.4, Reg. II-2/38.2.1, Reg. II-2/53.2.2.1)
These requirements may be checked by suitable calculations.
___________
128-1
IACS Int. 1998

SC129
SC129 Fire Detection in Unmanned Machinery

(May, 1998)
Spaces
(Reg. II-2/14)
This requirement applies to machinery spaces of category A.
129-1
IACS Int. 1998

SC130
SC130 Fire Detection and Sprinkler Systems in

(May, 1998)
Refrigerated Chambers and Similar Spaces
(Reg. II-2/36.2, Reg. II-2/41-2.2 and .5)
Heat detectors are acceptable in refrigerated chambers and in other spaces where steam and fumes are
produced such as saunas and laundries. Refrigerated chambers may be fitted with dry pipe sprinkler
systems.
130-1
IACS Int. 1998

SC131
SC131 Liquid Cargoes for which regular foam is

(May, 1998)
(Corr.1 not effective for Fire Fighting
June 1999)
(Reg. II-2/55.2)
A liquid cargo with a flashpoint not exceeding 60C for which a regular foam fire fighting system
complying with Regulation 61 is not effective, is considered to be a cargo introducing additional fire
hazards in the scope of Regulation II-2/55.2. The following additional measures are required:
The foam should be of an alcohol resistant type.
The capacity and application rates of the foam extinguishing system should comply with Chapter 11 of
the IBC Code, except that lower application rates may be accepted based on performance tests. For
tankers fitted with inert gas systems a quantity of foam concentrate sufficient for 20 min. of foam
generation may be accepted.
For determining which cargoes require the use of an alcohol resistant foam, the MSC/Circ. 553 may be
used for guidance.
Liquid cargoes with a flashpoint above 60C other than oil products or liquid cargoes subject to the
Chemical Codes' requirements are considered to constitute a low fire risk not requiring the protection of
a foam extinguishing system.
131-1
IACS Int. 1998/Corr.1 1999

SC132
SC132 Release Operation of the CO2 System

(May,1998)
(Reg. II-2/5.2.5)
These requirements only apply to systems protecting those spaces which are normally manned.
132-1
IACS Int. 1998

SC133
SC133 Oil Mist Detector on High Speed Engines -

(May, 1998)
equivalent device
An equivalent device could be interpreted as measures applied to high speed engines where specific
design features to preclude the risk of crankcase explosions are incorporated.
_______________________
Note: The UI should be uniformly implemented by all Members and Associates not later than 1st
January 1999.
IACS Int. 1998

SC134
SC134 Essential Services and Arrangements of Sources

(June 2002)
of Power, Supply, Control and Monitoring to the
different Catergories of Essential Services
(SOLAS Regulations ll-1/40 & 41)
1. Classification of electrical services
1.1 Essential Services are those services essential for propulsion and steering, and safety
of the ship, which are made up of "Primary Essential Services" and "Secondary
Essential Services".
Definitions and examples of such services are given in 2 and 3 below.
1.2 Services to ensure minimum comfortable conditions of habitability are those services
such as defined in 4 below.
2. Primary Essential Services

Primary Essential Services are those services which need to be in continuous operation to
maintain propulsion and steering. Examples of equipment for primary essential services are as
follows:
- Steering gears
- Pumps for controllable pitch propellers
- Scavenging air blower, fuel oil supply pumps, fuel valve cooling pumps,
lubricating oil pumps and cooling water pumps for main and auxiliary
engines and turbines necessary for propulsion
- Forced draught fans, feed water pumps, water circulating pumps, vacuum
pumps and condensate pumps for steam plants on steam turbine ships, and
also for auxiliary boilers on ships where steam is used for equipment
supplying primary essential services
- Oil burning installations for steam plants on steam turbine ships and for
auxiliary boilers where steam is used for equipment supplying primary
essential services
- Azimuth thrusters which are the sole means for propulsion/steering with
lubricating oil pumps, cooling water pumps
- Electrical equipment for electric propulsion plant with lubricating oil pumps
and cooling water pumps
- Electric generators and associated power sources supplying the above
equipment
- Hydraulic pumps supplying the above equipment
- Viscosity control equipment for heavy fuel oil
- Control, monitoring and safety devices/systems for equipment to primary
essential services.
3. Secondary Essential Services

Secondary Essential Services are those services which need not necessarily be in continuous
operation to maintain propulsion and steering but which are necessary for maintaining the
vessels safety. Examples of equipment for secondary essential services are as follows:
- Windlass
- Fuel oil transfer pumps and fuel oil treatment equipment
- Lubrication oil transfer pumps and lubrication oil treatment equipment
- Pre-heaters for heavy fuel oil
- Starting air and control air compressors
- Bilge, ballast and heeling pumps
- Fire pumps and other fire extinguishing medium pumps
- Ventilating fans for engine and boiler rooms
Note: 1.This UI SC 134 is to be uniformly implemented by IACS Members and Associates from 1
January 2003.

134-1
IACS Int. 2002
SC134
SC134 - Services considered necessary to maintain dangerous spaces in a safe

(contd) condition
- Navigation lights, aids and signals
- Internal safety communication equipment
- Fire detection and alarm system
- Lighting system
- Electrical Equipment for watertight closing appliances
equipment
- Hydraulic pumps supplying the above equipment
- Control, monitoring and safety systems for cargo containment systems
- Control, monitoring and safety devices/systems for equipment to secondary
essential services.
4. Services for habitability

Services for habitability are those services which need to be in operation for maintaining the
vessels minimum comfort conditions for the crew and passengers. Examples of equipment for
maintaining conditions of habitability are as follows:
- Cooking
- Heating
- Domestic refrigeration
- Mechanical ventilation
- Sanitary and fresh water
equipment
5. Regulation II-1/40.1.1 and Regulation II-1/41.1.1 For the purposes of these regulations, the
services as included in paragraphs 2 to 4 are to be considered.
6. Regulation II-1/40.1.2 For the purposes of this regulation, the services as included in paragraphs
2 and 3 and the services in the Regulation II-1/42 or II-1/43, as applicable, are to be considered.
2 to 4, except for those also listed in UI SC2, are to be considered.
2, 3 and 4 are to be considered. See also UI SC83.
9. (void)
10. Regulation II-1/41.5.1.2 - For the purposes of this regulation, the following interpretations are
applicable.
10.1 Services in paragraph 2 are not to be included in any load shedding or other equivalent
arrangements.
10.2 Services in paragraph 3 may be included in the automatic load shedding or other equivalent
arrangement provided disconnection will not:
(a) cause immediate disruption of systems required for safety, e.g.:

- Lighting systems,
- Navigation lights, aids and signals,
- Internal safety communication equipment.
(b) Prevent services required for safety being immediately available when the
power supply is restored to normal operating conditions, e.g.:
- Fire pumps, and other extinguishing medium pumps,
- Bilge pumps,
- Ventilating fans for engine and boiler rooms.

134-2
IACS Int. 2002
SC134
SC134 Examples of equipment in the paragraph 3, for which the automatic load shedding or other
equivalent arrangement is normally allowed, includes:
(contd)
- Fuel oil transfer pumps and fuel oil treatment equipment
- Lubrication oil transfer pumps and lubrication oil treatment equipment
- Pre-heaters for heavy fuel oil
- Starting air and control air compressors (except for control air compressors for
propulsion control and its safety systems)
- Services listed in UI SC2
10.3 Services for habitability in the paragraph 4 may be included in the automatic load shedding or
other equivalent arrangement.
134-3
IACS Int. 2002
SC135
SC135 Escape Route or Low Location Lighting

(May, 1998)
(Rev.1 June (LLL)
1999)
SOLAS Regulation II-2/28.1.10 reads:
In addition to the emergency lighting required by regulations II-1/42 and III/1.1.5, the means of escape
including stairways and exits, shall be marked by lighting or photoluminescent strip indicators placed
not more than 0.3 m above the deck at all points of the escape route including angles and intersections.
The marking must enable passengers to identify all the routes of escape and readily identify the escape
exits. If electric illumination is used, it shall be supplied by the emergency source of power and it shall
be so arranged that the failure of any single light or cut in a lighting strip, will not result in the marking
being ineffective. Additionally, all escape route signs and fire equipment location markings shall be of
photoluminescent material or marked by lighting. The Administration shall ensure that such lighting or
photoluminescent equipment have been evaluated, tested and applied in accordance with the guidelines
developed by the Organisation*.
*Refer to the Guidelines for the evaluation, testing and application of low-location lighting on
passenger ships adopted by the Organisation by resolution A.752 (18).
Interpretations
1. The escape route or low location lighting (LLL) required by SOLAS Part. B, Chapter II-2,
Regulation 28.1.10 where satisfied by electric illumination should comply with the following
requirements, having cognizance with IMO resolution A.752(18).
2. The LLL system is to be connected to the emergency switchboard and capable of being powered
either by the main source of electrical power, or by the emergency source of electrical power for a
minimum period of 60 minutes after energising in an emergency.
3. The power supply arrangements to the LLL are to be arranged such that a single fault does not
result in the complete loss of the lighting in any fire zone or deck and such that a fire in a fire zone
or deck does not result in loss of the lighting in any other fire zone or deck. This requirement may
be satisfied by the power supply circuit configuration, use of fire resistant cables complying with
IEC Publication 331: Fire Characteristics of electric cables, and/or the provision of suitably
located power supply units having integral batteries adequately rated to supply the connected LLL
for a minimum period of 60 minutes.
4. Single lights and lighting assemblies are to be designed or arranged so that any single fault or
failure in a light or lighting assembly, other than a short circuit, will not result in a break in visible
delineation exceeding 1 metre.
5. Lighting fixtures and assemblies are to be flame retardant as a minimum, have an ingress
protection of at least IP55 and are to meet the type test requirements as specified in UR E10.
6. The LLL system is to be capable of being manually activated by a single action from the
continuously manned central control station. It may, additionally, be continuously operating or be
switched on automatically, e.g. by the presence of smoke within the space(s) being served.
7. When powered the systems are to achieve the following minimum luminance:
Note: This UI is to be implemented by all Members and Associates not later than on ships contracted for
construction on or after 1 January 1999.


SC135
7.1 for any planar source:- 10cd/m2 from the active parts in a continuous line of 15mm minimum
SC135 width.
(contd)
7.2 for any point source:- 35 mcd in the typical track directions of approach and viewing which is to
be considered:
a) for sources which are required to be viewed from a horizontal position, i.e. deck mounted
or horizontally bulkhead mounted fittings, within a 60O cone having its centre located 30O
from the horizontal mounting surface of the point source and in line with the track
direction, see sketch 1.
b) for sources which are required to be viewed vertically, i.e. the vertical LLL marking up to
the door handles, within a 30O cone having its centre located perpendicular to the mounting
service of the point source, see sketch 2.
Spacing between sources is not to exceed 300 mm.
8. The lights or lighting assemblies are to be continuous except as interrupted by constructional

constraints, such as corridors or cabin doors etc. and are to provide a visible delineation along the
escape route and, where applicable, are to lead to the exit door handles. Interruption of the LLL
system, due to constructional constraints is not to exceed 2 metres.
9. The lighting is to be provided on at least one side of the corridor or stairway. In corridors and
stairways, in excess of 2 metre width, lighting is to be provided on both sides.
10. In corridors the lighting is to be installed either on the bulkhead within 300mm of the deck or
alternatively, on the deck within 150mm of the bulkhead.
11. In stairways the lighting is to be installed within 300mm above the steps such that each step may
be readily identified from either above or below that step.
12. The condition of the LLL system and its power source(s) is to be verified every 5 years.
SKETCHES
Vertical mounting surface
eye
Point source
o
60o
60
eye
30o
90o
Point source
Horizontal mounting surface
Sketch 1 Sketch 2

IACS Int. 1998/Rev. 1 1999

SC136
SC136 Connecting means by which the main

(May, 1998) bus bars of the main source of electrical
(Corr.
May, 2000) power are normally connected
(Rev.1
July 2003)
(Corr.1 (Chapter II-1, Regulation 41.4)
Jan 2004)
Other approved means can be achieved by:
1. Circuit breaker without tripping mechanism
2. Disconnecting link or switch by which busbars can be split easily and safely.
Bolted links, for example bolted bus bar sections, are not acceptable.
Note:
1. This UI is to be implemented by all Members and Associates not later than on
ships contracted for construction on or after 1 January 1999.
2. Changes introduced in Rev.1 are to be uniformly implemented by IACS Members
and Associates from 1 January 2004.
IACS Int. 1998/Corr. 1 Jan 2004

SC137
SC137 Definition of High Speed Craft

(April, 1998)
(Chapter IX, Reg 1.8)
For the purpose of application of the ISM (International Safety Management) Code not later than 1 July
1998, a High-Speed Craft is a craft as defined in SOLAS regulation X/1.2 which complies with the
requirements of the High-Speed Craft Code in its entirety and has been surveyed as given in regulation
X/3.1.
High speed craft meeting the requirements given in the regulation X/1.2 but complying with
requirements of chapters I to IV and regulation V/12 in lieu of the High-Speed Craft Code are not
required to comply with the ISM Code by 1 July 1998, but must comply by 1 July 2002.
IACS Int. 1998

SC138
SC138 Safe Access to Tanker Bows

(May, 1998)
Reg. II-1/3-3.2
Interpretation of SOLAS II-1/3-3.2, Safe Access to Tanker Bows, for all vessels subject to that
regulation, is provided in IACS UI LL50.
____________________
IACS Members and Associates are to apply UI LL50 (Rev. 2 1997), in so far as SOLAS II-1/3-3.2 is
concerned, to all ships subject to that regulation.
IACS Int. 1998

SC139
SC139 Navigation bridge visibility

(May, 1998)
(Rev.1 (Chapter V, Regulation 22)
Dec 2003)
Regulation
SOLAS regulation V/22.1.6 reads:
The ships side shall be visible from the bridge wing.
SOLAS regulation V/22.3 reads:
On ships of unconventional design which, in the opinion of the Administration, cannot
comply with this regulation, arrangements shall be provided to achieve a level of
visibility that is as near as practical to those described in this regulation.
Interpretation
The use of a remote camera system may be accepted for ships of unconventional
design as means for achieving the view of the ships side from the bridge wing,
provided:
- the installed remote camera system is to be redundant from the circuit breaker to
the camera and screen, including communication cables, i.e. the system is to
provide on each side of the ship redundancy of:
* the power cables and circuit breakers from the main switchboard to the camera
and the screen;
* the camera;
* the screen;
* the transmission lines from the camera to the display screen; and
* the components associated with these lines and cables;
- the remote camera system is powered from the ships main source of electrical
power and is not required to be powered by the emergency source of electrical
power;
- the remote camera system is capable of continuous operation under
environmental conditions as per UR E10;
- the view provided by the remote camera system is regarded sufficient for the
purpose and is also displayed at locations where the manoeuvring of the ship
may take place;
- the upper edge of the ships side abeam can be viewed visually from such
location;
- the solution is accepted by the flag state (national authority).

139-1
IACS Int. 1998/ Rev.1 Dec 2003

SC140
SC140 Secondary Means of Venting Cargo Tanks

(October
1998) (Reg. II-2/59.1.2.3 & 59.1.3.2)
(Rev. 1 June
1999)
1. A P/V breaker fitted on the IG main may be utilised as the required secondary means of venting.
2. The height requirements of Reg. II-2/59.1.7 and 59.1.9 and the requirements for devices to
prevent the passage of flame of Reg. II-2/59.1.5 are not applicable to the P/V breaker provided the
settings are above those of the venting arrangements required by Reg. II-2/59.1.2.1 and 59.1.2.2.
3. Where the venting arrangements are of the free flow type and the masthead isolation valve is
closed for the unloading condition, the IG systems will serve as the primary underpressure
protection with the P/V breaker serving as the secondary means.
4. Inadvertent closure or mechanical failure of the isolation valves required by SOLAS Reg. II-
2/59.1.3.2 and Reg. II-2/62.11.2.1 need not be considered in establishing the secondary means
since:
a) The valves are operated under the control of the responsible ships officer and a clear
visual indication of the operational status of the valves is required by SOLAS Reg. II-2/59.1.3.2,
as amended, and
b) The possibility of mechanical failure of the valves is remote due to their simplicity.

SC141
SC141 Information on compliance with

(1999)
requirements for bulk carriers - "triangle" to
be marked on a bulk carrier
(Chapter XII, Regulation 8.3)
Deleted in July 1999.
UI SC 141 (1999), with some changes, was adopted by IMO/MSC 71 in 1999 as MSC
Res.89(71).
IACS Int. 1999

SC142
SC142 Embarkation Ladders & Survival Craft

Launching Falls
(Chapter III, Regulations 11.7 & 16.6)
Deleted in January 2000.
IACS Int. 1999/Rev. 1 1999

SC 143
SC143 Stowage of Marine Evacuation Systems

(1999)
(Chapter III, Regulation 15)
III/15.1 requires that the ships side shall not have any openings between the embarkation station of the
marine evacuation station and the sea level in the lightest seagoing condition. This means no openings,
be they permanent openings, recessed promenades or temporary openings such as shell doors, windows
or ports. No openings are allowed in this particular area. Windows and side scuttles of the non-opening
type are allowed if complying with Reg.II-2/33.3.
Note: This Unified Interpretation is to be uniformly implemented by all Members and Associates from 1
July 1999, unless otherwise instructed by a flag state.
IACS Int. 1999

SC144
SC144 Periodic Servicing of Launching Appliances

(1999)
(Rev.1 Nov. and on-load Releasing Gear
1999)
(Chapter III, Regulation 20.11)
1. The reference to five (5) year intervals in III/20.11.1.2 and III/20.11.2.3 starts as of 1 July 1998.
2. The first service should be as soon as possible after 1 July 1998 and not later than 1 July 2003.
3. The reference to properly trained personnel in III/20.11.2.2 means competent persons familiar
with the on-load system and would include, but is not necessarily limited to, manufacturers
representatives, or shipyard engineers or a specialist vendor, certified by a manufacturer.
4. The thorough examinations/overhauls and tests in five year intervals shall be done in the presence
of a surveyor.
Notes: 1. This Unified Interpretation is to be uniformly implemented by all Members and Associates
from 1 July 1999, unless otherwise instructed by a Flag State.
2. Changes introduced in Rev.1 are to be applied from 1 July 1999.
IACS Int. 1999/Rev.1

SC145
SC145 Public Address System

(1998)
(LSA Code, para. 7.2.2)
1. With respect to spaces where a public address system is/may not be required in 7.2.2.1, these may
be spaces such as under deck passage way, bosuns locker, hospital, pump room.
2. With respect to cabin/state rooms, the sound pressure levels as stated in 7.2.2.2.1 shall be attained
as required inside the cabin/state room, during sea trials.
3. Where an individual loudspeaker has a device for local silencing, an over-ride arrangement from
the control station(s), including the navigating bridge, shall be in place.
Note: This Unified Interpretation is to be uniformly implemented by all Members and Associates from
1 April 1999, unless otherwise instructed by a Flag State.
IACS Int. 1998

SC146
SC146 Fire hose couplings and nozzles

(May
1999)
(Chapter II-2, Reg.4.7 and Reg. 8)
SOLAS Regulations Chapter II-2/4.7 and 8 address the requirements of fire hoses and of the fixed
low-expansion foam fire-extinguishing systems in machinery spaces respectively.
Interpretation
Aluminium alloys may be used for fire hose couplings and nozzles, except in open deck areas of oil
tankers and chemical tankers.
Note: This UI SC 146 is to be uniformly implemented by IACS Members and Associates from January
2000.
IACS Int. 1999

SC147
SC147 Watertight door closure

(May
1999)
(Chapter II-2, Reg. 13.1.14)
SOLAS Regulation II-2/13.1.14 reads:
The fire detection system shall not be used for any other purpose, except that closing of fire doors and
similar functions may be permitted at the control panel.
Interpretations
Watertight doors complying with Reg.II-1/15 which also serve as fire doors are not to be closed
automatically in case of fire detection.
Note: This UI SC 147 is to be uniformly implemented by IACS Members and Associates from 1 January
2000.
IACS Int. 1999

SC148
SC148 Ventilation by fan coil units

(May
1999)
(Chapter II-2, Reg. 32.1.6 and Reg. 40.7.1)
SOLAS Regulations Chapter II-2/32.1.6 reads:
All power ventilation, except machinery space and cargo space ventilation and any alternative system
which may be required under Regulation 16.6, shall be fitted with controls so grouped that all fans may
be stopped from either of two separate positions which shall be situated as far apart as practicable.
Controls provided for the power ventilation serving machinery spaces shall also be grouped so as to be
operable from two positions, one of which shall be outside such spaces. Fans serving power
ventilation systems to cargo spaces shall be capable of being stopped from a safe position outside such
spaces.
Interpretations
The fan in a cabin HVAC temperature control unit is not considered to be a ventilation fan as addressed
in Reg.II-2/32.1.6 and Reg.II-2/40.7.1, if it is not capable of supplying outside air to the cabin when the
power ventilation is shut down.
2000.
IACS Int. 1999

SC149
SC149 Portable instruments for measuring

(May
1999) flammable vapours
(Chapter II-2, Reg.59.5)
SOLAS Regulation Chapter II-2/59.5 reads:
All tankers shall be equipped with at least one portable instrument for measuring flammable vapour
concentrations, together with a sufficient set of spares. Suitable means shall be provided for the
calibration of such instruments.
Interpretation
The requirement for a portable instrument and spares for measuring flammable vapour concentrations of
Reg.II-2/59.5 should be considered as being satisfied when a minimum of two such instruments are
provided onboard.
2000.
IACS Int. 1986

SC150
SC150 Location of the foam system equipment

(May
1999)
(Chapter II-2, Reg.61.2)
The deck foam system shall be capable of simple and rapid operation. The main control station for
the system shall be suitably located outside the cargo area, adjacent to the accommodation spaces and
readily accessible and operable in the event of fire in the areas protected.
Interpretation
The major equipment such as the foam concentrate tank and the pumps may be located in the engine
room. The controls of the system are to be located in accordance with Reg.II-2/61.2.
2000.
IACS Int. 1999

SC151
SC151 Location of the main generating station

(May
1999) with respect to the main switchboard and
associated section boards
(Chapter II-1, Reg. 41.3)
The main switchboard shall be so placed relative to one main generating station that, as far as is
practicable, the integrity of the normal electrical supply may be affected only by a fire or other
casualty in one space. An environmental enclosure for the main switchboard, such as may be
provided by a machinery control room situated within the main boundaries of the space, is not to
be considered as separating the switchboards from the penetrators.
Definitions
Main generating station is the space where the main source of electrical power is situated.
Main source of electrical power is a source intended to supply electrical power to the main switchboard
for distribution to all services necessary for maintaining the ship in normal operational and habitable
condition.
Main switchboard is a switchboard which is directly supplied by the main source of electrical power
and is intended to distribute electrical energy to the ships services.
Machinery space, for the purpose of this UI, is to be taken as extending from the moulded base line to
the margin line and between the extreme main transverse watertight bulkheads, bounding the spaces
containing the main and auxiliary propulsion machinery, boilers serving the needs of propulsion, and all
permanent coal bunkers. In the case of unusual arrangements, the Administration may define the limits
of the machinery space.
Interpretations
The main generating station is to be situated within the machinery space, i.e. within the extreme main
transverse watertight bulkheads.
Any bulkhead between the extreme main transverse watertight bulkheads is not regarded as separating
the equipment in the main generating station provided that there is access between the spaces.
The main switchboard is to be located as close as practicable to the main generating station, within the
same machinery space and the same vertical and horizontal A60 fire boundaries.
Where essential services for steering and propulsion are supplied from section boards these and any
transformers, converters and similar appliances constituting an essential part of electrical supply system
are also to satisfy the foregoing.
Note: This UI SC 151 is to be uniformly implemented by IACS Members and Associates from 1
January 2000.

IACS Int. 1999

SC152
SC152 Use of emergency generator in port

(May
1999) (Chapter II-1, Regulations 42.1.4 and 43.1.4)
SOLAS Regulations II-1/42.1.4 and 43.1.4 read:
Provided that suitable measures are taken for safeguarding independent emergency operation under all
circumstances, the emergency generator may be used exceptionally, and for short periods, to supply
non-emergency circuits.
Interpretations
1. General
Unless instructed otherwise by the Administration the emergency generator may be used during lay time
in port for the supply of the ship mains, provided the requirements as per items 2 and 3 below are
complied with.
2. Requirements
2.1 To prevent the generator or its prime mover from becoming overloaded when used in port,
arrangements are to be provided to shed sufficient non-emergency loads to ensure its continued safe
operation.
2.2 The prime mover is to be arranged with fuel oil filters and lubrication oil filters, monitoring
equipment and protection devices as required for the prime mover for main power generation and for
unattended operation.
2.3 The fuel oil supply tank to the prime mover is to be provided with a low level alarm, arranged at a
level ensuring sufficient fuel oil capacity for the emergency services for the period of time as required by
SOLAS.
2.4 The prime mover is to be designed and built for continuous operation and should be subjected to a
planned maintenance scheme ensuring that it is always available and capable of fulfilling its role in the
event of an emergency at sea.
2.5 Fire detectors are to be installed in the location where the emergency generator set and emergency
switchboard are installed.
2.6 Means are to be provided to readily change over to emergency operation.
2.7 Control, monitoring and supply circuits, for the purpose of the use of the emergency generator in
port are to be so arranged and protected that any electrical fault will not influence the operation of the
main and emergency services.
When necessary for safe operation, the emergency switchboard is to be fitted with switches to isolate the
circuits.
3. Operation
Instructions* are to be provided on board to ensure that when the vessel is under way all control devices
(e.g. valves, switches) are in a correct position for the independent emergency operation of the
emergency generator set and emergency switchboard.
* These instructions are also to contain information on required fuel oil tank level, position of
harbour/sea mode switch if fitted, ventilation openings etc.
2000.

IACS Int. 1999

SC 153
SC153 Rudder Stock Diameter

(Feb.2000)
(Reg.II-1/29.3.3, 29.4.3 and 29.14)
1. When calculating the diameter of the rudder stock, cognizance must be taken of SOLAS II-
1/29.3.3 and 29.4.3.
2. In this regard, the diameter mentioned in SOLAS II-1/29.3.3, 29.4.3 and 19.14 should be
taken as having been calculated for rudder stock of mild steel with a yield strength of 235 N/mm2.
(i.e. with a material factor k=1).
January 2001.
IACS Int. 2000

SC154
SC154 Provision of Detailed Information on

(Mar. 2000)
Specific Cargo Hold Flooding Scenarios
(SOLAS XII/9.3)
This Unified Interpretation is applicable only to bulk carriers which are constructed before 1 July 1999
but not capable of complying with SOLAS XII/4.2.
Where bulk carriers are shown to be not capable of complying with SOLAS XII/4.2 due to the design
configuration of their cargo holds, SOLAS XII/9 permits relaxation from the application of regulations
4.2 and 6 on the basis of compliance with certain other requirements, including provision of detailed
information on specific cargo hold flooding scenarios.
1. General - The information should comprise at least the following:
1.1 Specific cargo hold flooding scenarios.

1.2 Instructions for evacuation preparedness.
1.3 Details of the ships means for leakage detection
2. Specific cargo hold flooding scenarios
2.1 Flooding assumptions:
2.1.1 The flooding of the foremost cargo hold is to be used as the starting point for any
respective flooding scenario. Subsequent flooding of other spaces can only occur due to
progressive flooding.
2.1.2 The permeability of a loaded hold shall be assumed as 0.9 and the permeability of an
empty hold shall be assumed as 0.95, unless a permeability relevant to a particular
cargo is assumed for the volume of a flooded hold occupied by cargo and a
permeability of 0.95 is assumed for the remaining empty volume of the hold. The
permeability of a hold loaded with packaged cargo shall be assumed as 0.7.
2.2 Loading conditions to be considered:
2.2.1 Flooding scenarios should be developed for loading conditions loaded down to the
summer load line even if not in compliance with the requirements of Regulation 4.2.
The scope to be covered should include at least the following:
A homogenous and, if applicable, an alternate hold loading condition are to be

considered.
In case one or more loading conditions meet the requirements of regulation

4.2, this should be noted.
A packaged cargo condition, if applicable.
2.2.2 In case the vessel is able to withstand flooding of the foremost hold at a lower draught,
guidance in the form of limiting KG/GM curves, based on the flooding assumptions in
2.1, should be provided. Curves should indicate the assumed trim and whether the
foremost hold is homogeneously loaded, loaded with high density cargo (alternate hold
loading), loaded with packaged cargo or empty.
2.3 Presentation of results

IACS Int. 2000

C1C2.1
SC154
SC154 The results should clearly indicate the reasons for non-compliance with the survival criteria given
contd in Reg. XII/4.3 and explain the implications regarding the need to abandon ship. e.g. immersion of
a weathertight closing appliance if the stability characteristics are otherwise satisfactory may
indicate that there is no immediate danger of foundering, provided the bulkhead strength is
adequate, particularly if the weather conditions are favourable and bilge pumping can cope with
any progressive flooding.
3. Guidance for evacuation
The following guidance in this IACS Interpretation with regard to preparation for evacuation is in the
most general terms. Responsibility for the preparation of detailed information rests with the operator of
the ship.
3.1 In any case of detection of severe flooding (made in accordance with UR S 24), preparations for
abandoning the vessel shall be envisaged in accordance with the applicable rules and procedures,
such as SOLAS III, STCW and the ISM Code.
3.2 In the context of severe weather conditions the weather itself may have substantial influence on
the development of the flooding and consequently the time remaining to execute the abandoning
of the ship could be much shorter than estimated in any pre-assessed flooding scenario.
January 2001.
IACS Int. 2000

IACS Int. 1986
SC 155
SC155 Lightweight check in lieu of inclining test

(June 2000)
(Regulation II-1/22)
SOLAS regulation Il-1/22.1 requires every new passenger ship regardless of size and
every new cargo ship of 24 m or greater in length to be inclined. Regulation 22.4
permits an inclining test to be waived for an individual vessel provided basic stability
data is available from the inclining test of a sister vessel and that it can be satisfactorily
shown that such data is valid for the exempted vessel.
1. A sister vessel is a vessel built by the same yard from the same plans.
2. A lightweight check is considered the acceptable means of being satisfied that the
data from a lead sister vessel's inclining test can be used for a subsequent vessel.
Members may request regular repeats of inclining tests and /or require each individual
passenger ship to be inclined, if deemed necessary.
3. For any new built sister vessel with known differences from the lead sister vessel or
for a vessel in service which undergoes alterations with calculable differences in light
ship properties, a detailed weights and centres calculation, to adjust the lead vessel
lightship properties or original lightship properties, shall be carried out.
The validity of the calculated lightship properties shall be assessed by carrying out a
lightweight check unless the implications regarding the stability of the vessel indicate
that an inclining test should be performed.
4. For acceptance of the lightweight check results, the deviation of lightship
displacement determined by a light weight check is not to exceed 2% of the expected
value, if applicable determined by detailed weights and centres calculation as in
paragraph 3 above. In addition, the deviation of lightship longitudinal centre of gravity
is not to exceed 1% of LBP of the vessel. Where the deviation exceeds either of these
limits, an inclining test should be carried out.
5. This interpretation is applicable to all vessels for which intact stability is a matter of
class per UR L2.
Note: This UI SC 155 is to be uniformly implemented by IACS Members and


IACS Int. 2000

SC 156
SC156 Doors in watertight bulkheads of cargo ships

(June 2002)
and passenger ships
This unified interpretation pertains to doors1 located in way of the internal watertight
subdivision boundaries and the external watertight boundaries necessary to ensure
compliance with the relevant subdivision and damage stability regulations.
This unified interpretation does not apply to doors located in external boundaries
above equilibrium or intermediate waterplanes.
The design and testing requirements for watertight doors vary according to their
location relative to the equilibrium waterplane or intermediate waterplane at any stage
of assumed flooding.
Members agreed that the scope of an IACS interpretation in this context shall not be
limited to watertight doors covered by SOLAS. Watertight doors required by other
statutory damage stability requirements, e.g. MARPOL, the IBC and IGC Codes are
covered as well. Small cargo vessels not subject to damage stability requirements are
not required to comply with the full scheme.
1. Definitions
For the purpose of this UI the following definitions apply:
Watertight: Capable of preventing the passage of water in any direction under a

design head. The design head for any part of a structure shall be determined by
reference to its location relative to the bulkhead deck or freeboard deck, as applicable,
or to the most unfavourable equilibrium/intermediate waterplane, in accordance with
the applicable subdivision and damage stability regulations, whichever is the greater. A
watertight door is thus one that will maintain the watertight integrity of the subdivision
bulkhead in which it is located.
Equilibrium Waterplane: The waterplane in still water when, taking account of

flooding due to an assumed damage, the weight and buoyancy forces acting on a
vessel are in balance. This relates to the final condition when no further flooding takes
place or after cross flooding is completed.
Intermediate Waterplane: The waterplane in still water, which represents the

instantaneous floating position of a vessel at some intermediate stage between
commencement and completion of flooding when, taking account of the assumed
instantaneous state of flooding, the weight and buoyancy forces acting on a vessel are
in balance.
Sliding Door or Rolling Door: A door having a horizontal or vertical motion generally
parallel to the plane of the door.
Hinged Door: A door having a pivoting motion about one vertical or horizontal edge.
Footnote:
1 Doors in watertight bulkheads of small cargo ships, not subject to any statutory subdivision and
damage stability requirements, may be hinged quick acting doors arranged to open out of the major space
protected. They shall be constructed in accordance with the requirements of the classing society and have
notices affixed to each side stating, "To be kept closed at sea". This UI shall not apply to HSCs pending
completion of revision of the HSC Code by IMO and consideration of same by the applicable IACS WPs.
Note: 1. This UI SC 156 is to be uniformly implemented by IACS Members and Associates from 1

January 2003.
SC 156-1
IACS Int. 2002
SC156
2. Structural Design
SC156
cont d
Doors shall be of approved design and substantial construction in accordance with the
requirements of the classing society and shall be of a strength equivalent to that of the
subdivision bulkheads in which they are fitted.
3. Operation Mode, Location and Outfitting
Doors shall be fitted in accordance with all requirements regarding their operation
mode, location and outfitting, i.e. provision of controls, means of indication, etc., as
shown in Table 1 below. This table is to be read in conjunction with the following
general notes: For passenger ships the watertight doors and their controls are to be
located in compliance with SOLAS II-1/15.6.3 and II-1/15.7.1.2.2.
3.1 Frequency of Use whilst at sea
Normally Closed
Kept closed at sea but may be used if authorised. To be closed again after use.
Permanently Closed
The time of opening such doors in port and of closing them before the ship leaves port
shall be entered in the log-book. Should such doors be accessible during the voyage,
they shall be fitted with a device to prevent unauthorised opening.
Normally Open
May be left open provided it is always ready to be immediately closed.
Used
In regular use, may be left open provided it is ready to be immediately closed.
3.2 Type
Power operated, sliding or rolling2 POS

Power operated, hinged POH
Sliding or Rolling S
Hinged H
3.3 Control
3.3.1 Local
All doors, except those which are to be permanently closed at sea, are to be
capable of being opened and closed by hand, (and by power, where applicable3)
locally, from both sides of the doors, with the ship listed to either side.
For passenger ships, the angle of list at which operation by hand is to be

possible is 15 degrees or 20 degrees if the ship is allowed to heel up to 20
degrees during intermediate stages of flooding.
For cargo ships, the angle of list at which operation by hand is to be possible is
30 degrees.
2 Rolling doors are technically identical to sliding doors.
3 Arrangements for passenger ships shall be in accordance with SOLAS II-I/15.7.1.4

SC156-2
IACS Int. 2002
SC 156
3.3.2 Remote
SC156
cont d Where indicated in Table 1, doors are to be capable of being remotely closed by
power from the bridge 4. Where it is necessary to start the power unit for
operation of the watertight door, means to start the power unit is also to be
provided at remote control stations. The operation of such remote control is to be
in accordance with SOLAS II-1/15.8.1 to 15.8.3.
3.4 Indication
Where shown in Table 1, position indicators are to be provided at all remote operating
positions5 as well as locally, on both sides of the doors6, to show whether the doors
are open or closed and, if applicable, with all dogs/cleats fully and properly engaged.
The door position indicating system is to be of self-monitoring type and the means for
testing of the indicating system are to be provided at the position where the indicators
are fitted.
An indication (i.e. red light) should be placed locally showing that the door is in remote
control mode ("doors closed mode"). Ref. also SOLAS Reg. 15-8.1. Special care
should be taken in order to avoid potential danger when passing through the door.
Signboard/instructions should be placed in way of the door advising how to act when
the door is in "doors closed" mode.
3.5 Alarms
Doors which are to be capable of being remotely closed are to be provided with an
audible alarm, distinct from any other alarm in the area, which will sound whenever
such a door is remotely closed. For passenger ships the alarm shall sound for at least
5 s but not more than 10 s before the door begins to move and shall continue sounding
until the door is completely closed. In the case of remote closure by hand operation, an
alarm is required to sound only while the door is actually moving.
In passenger areas and areas of high ambient noise, the audible alarms are to be
supplemented by visual signals at both sides of the doors.
3.6 Notices
As shown in Table 1, doors which are normally closed at sea but not provided with
means of remote closure, are to have notices fixed to both sides of the doors stating,
To be kept closed at sea. Doors which are to be permanently closed at sea are to have
notices fixed to both sides stating, Not to be opened at sea .
.
4 Arrangements for passenger ships shall be in accordance with SOLAS II-1/15.7.1.5
5 Indication at all remote control positions (SOLAS II-I/15.6.4)
6 refer to SOLAS II-1/25-9.3

SC156-3
IACS Int. 2002
SC156
4. Fire Doors
SC156
cont d Watertight doors may also serve as fire doors but need not be fire-tested when
intended for use below the bulkhead deck. Where such doors are used at locations
above the bulkhead deck they shall, in addition to complying with the provisions
applicable to fire doors at the same locations, also comply with means of escape
provisions of SOLAS ll-2/13 (2000 Amendments, MSC Res. 99 (73).
Where a watertight door is located adjacent to a fire door, both doors shall be capable
of independant operation, remotely if required by SOLAS ll-1/15.8.1 to 15.8.3 and from
both sides of the each door.
5. Testing
5.1 Doors which become immersed by an equilibrium or intermediate waterplane,

are to be subjected to a hydrostatic pressure test.
5.1.1 For large doors intended for use in the watertight subdivision
boundaries of cargo spaces, structural analysis may be accepted in lieu
of pressure testing. Where such doors utilise gasket seals, a prototype
pressure test to confirm that the compression of the gasket material is
capable of accommodating any deflection, revealed by the structural
analysis, is to be carried out.
5.2 Doors which are not immersed by an equilibrium or intermediate waterplane but
become intermittently immersed at angles of heel in the required range of positive
stability beyond the equilibrium position are to be hose tested.7
For clarification purposes it shall be noted that even though these doors are covered
by the text in this UI, in accordance with the practice of LL, SOLAS and MARPOL
Conventions such hose testing usually is related to weathertight doors rather than to
watertight doors.
5.3 Pressure Testing
5.3.1 The head of water used for the pressure test shall correspond at least
to the head measured from the lower edge of the door opening, at the
location in which the door is to be fitted in the vessel, to the bulkhead
deck or freeboard deck, as applicable, or to the most unfavourable
damage waterplane, if that be greater. Testing may be carried out at the
factory or other shore based testing facility prior to installation in the
ship.
5.3.2 Leakage Criteria
5.3.2.1 The following acceptable leakage criteria should apply to

Doors with gaskets No leakage
Doors with metallic sealing Max leakage 1 liter/min.
7 Additionally, such doors may need to be pressure tested to a head as specified by a National standard
or regional agreement

SC156-4
IACS Int. 2002

SC 156
5.3.2.2 Limited leakage may be accepted for pressure tests on large doors
SC156 located in cargo spaces employing gasket seals or guillotine doors
cont d
located in conveyor tunnels, in accordance with the following8:
( P + 4.572) h 3
Leakage rate(liter/min) =
6568
where: P = perimeter of door opening (metres)
h = test head of water (metres)
5.3.2.3 However, in the case of doors where the water head taken for the
determination of the scantling does not exceed 6.10 m, the leakage rate
may be taken equal to 0.375 liter/min if this value is greater than that
calculated by the above-mentioned formula.
5.3.3 For doors on passenger ships which are normally open and used at sea
or which become submerged by the equilibrium or intermediate
waterplane, a prototype test shall be conducted, on each side of the
door, to check the satisfactory closing of the door against a force
equivalent to a water height of at least 1m above the sill on the centre
line of the door9.
5.4 Hose Testing
5.4.1 All watertight doors shall be subject to a hose test in accordance with
UR S 14.2.3 after installation in a ship. Hose testing is to be carried out
from each side of a door unless, for a specific application, exposure to
floodwater is anticipated only from one side. Where a hose test is not
practicable because of possible damage to machinery, electrical
equipment insulation or outfitting items, it may be replaced by means
such as an ultrasonic leak test or an equivalent test.
8 published in the ATM F 1196, Standard Specification for Sliding Watertight Door Assemblies and
referenced in the Title 46 US Code of Federal Regulations 170.270 Door design, operation installation and
testing
9 Arrangements for passenger ships shall be in accordance with SOLAS Reg. II-1/15.6.2

SC156-5
IACS Int. 2002
SC156
cont d

Table 1.
Internal Doors in Watertight Bulkheads in Cargo Ships and Passenger Ships
Position relative to 1. 2. 3. 4. 5. 6. 7. 8.
equilibrium or Frequency of Use Type Remote Indication
Audible Notice Comments Regulation
intermediate whilst at sea Control
6 locally and6
Alarm 6
waterplane on Bridge
I. Passenger Ships
Certain doors may be
SOLAS II-1/ 15.9.1,2
Norm. Closed POS Yes Yes Yes No left open, see SOLAS
&3
A. At or below II-1/15.9.3
SOLAS II-1/ 15.10.1 &
Perm. Closed S, H No No No Yes see Notes 1 + 4
2
POS, SOLAS II-1/ 15.9.3
Norm. open Yes Yes Yes No
POH SOLAS II-1/20.1
SC156-6
see Note 2 MSC/Circ.541
B. Above S, H No Yes No Yes
Norm. Closed
Doors giving access to
S, H No Yes No Yes SOLAS II-1/20-2
Ro-Ro Deck
II. Cargo Ships
Used POS Yes Yes Yes No SOLAS II-1/ 25-9.2
Norm. Closed S, H No Yes No Yes see Notes 2 + 3 + 5 SOLAS II-1/ 25-9.3
A. At or below
SOLAS II-1/ 25-9.4
Perm. Closed S, H No No No Yes see Notes 1 + 4
SOLAS II-1/ 25-10
Used POS Yes Yes Yes No SOLAS II-1/ 25-9.2
B. Above Norm. closed S, H No Yes No Yes See Notes 2 + 5 SOLAS II-1/ 25-9.3
SOLAS II-1/ 25-10
Notes:
1. Doors in watertight bulkheads subdividing cargo spaces.
IACS Int. 2002

2. If hinged, this door shall be of quick acting or single action type
3. "ICLL66+A.320" or "1988 Protocol to ICLL66", SOLAS, MARPOL, IGC and IBC- Codes require remotely operated watertight doors to be sliding doors.
4. The time of opening such doors in port and closing them before the ship leaves port shall be entered in the logbook.
5. The use of such doors shall be authorised by the officer of the watch.
SC 156
6. Cables for control and power systems to power operated watertight doors and their status indication should comply with the requirements of UR E15.
SC157
SC157 Main Source of Electrical Power

(June 2000)
(Regulation II-1/41.5)
Interpretation of the clause ...will be maintained or immediately restored as detailed

in Reg. II-1/41.5.1.1 amending SOLAS Reg. II-1/41 - Main Source of electrical power
and lighting systems.
1. Reg. II-1/41.5.1.1 - Where the main source of electrical power is necessary for
propulsion and steering of the ship, the system shall be so arranged that the electrical
supply to equipment necessary for propulsion and steering and to ensure safety of the
ship will be maintained or immediately restored in case of loss of any one of the
generators in service.
2. To fulfil the above the following measures are required:

2.1 Where the electrical power is normally supplied by more than one generator set
simultaneously in parallel operation, provision of protection, including automatic
disconnection of sufficient non-essential services and if necessary secondary essential
services and those provided for habitability, should be made to ensure that, in case of
loss of any of these generating sets, the remaining ones are kept in operation to permit
propulsion and steering and to ensure safety.
2.2 Where the electrical power is normally supplied by one generator provision shall
be made, upon loss of power, for automatic starting and connecting to the main
switchboard of stand-by generator(s) of sufficient capacity with automatic restarting of
the essential auxiliaries, in sequential operation if required. Starting and connection to
the main switchboard of one generator should be as rapid as possible, preferably
within 30 seconds after loss of power.
Where prime movers with longer starting time are used, this starting and connection
time may be exceeded upon approval from the society.
2.3 Load shedding or other equivalent arrangements should be provided to protect
the generators required by this regulation against sustained overload.
2.3.1 The load shedding should be automatic.
2.3.2 The non-essential services, service for habitable conditions may be shed and
where necessary, additionally the secondary essential services, sufficient to ensure the
connected generator set(s) is/are not overloaded.


IACS Int. 2000

SC 158
SC158 Horizontal fire zone concept

(June 2000)
(Reg. II-2/37.1.1.1)
The "Total overall clear height" is the sum of distances between deck and web frames
of the decks forming one horizontal zone.
Note: This UI SC 158 is to be uniformly implemented by IACS Members and Associates from
1 January 2001.
IACS Int. 2000

SC 159
SC159 Equivalent Protection

(June 2000)
(Corr.1
May 2001) (Reg. II-2/53.1.2)
Water supplies defined in Reg. II-2/54.2.1.2 are considered as an acceptable

protection for cargoes listed in Table 2 of MSC/Circ. 671.
Note: This UI SC 159 is to be uniformly implemented by IACS Members and Associates

IACS Int. 2001

SC 160
SC160 Method IIIC Construction

(June 2000)
(Reg. II-2/52.3)
In the case of ships built in accordance with Method IIIC, the detection system is only
relevant to the accommodation block. Service spaces built away from the
accommodation block need not be fitted with a fixed fire detection system.
1 January 2001.
IACS Int. 2000

SC 161
SC161 Timber deck cargo in the context of damage

(May 2000)
stability requirements
(Chapter II-1, Regulation 25-8.1)
SOLAS Regulation II-1/25-8.1 reads:
Stability information
1 The master of the ship shall be supplied with such reliable information as is
necessary to enable him by rapid and simple means to obtain accurate guidance as to
the stability of the ship under varying conditions of service. The information shall
include:
.1 a curve of minimum operational metacentric height (GM) versus draught which
assures compliance with the relevant intact stability requirements and the
requirements of regulations 25-1 to 25-6, alternatively a corresponding curve of the
maximum allowable vertical centre of gravity (KG) versus draught, or with the
equivalents of either of these curves;
.2 instructions concerning the operation of cross-flooding arrangements; and
.3 all other data and aids which might be necessary to maintain stability after
damage.
Scope
The provisions given hereunder apply to ships that are subject to SOLAS, Chapter II-1,
Part B-1 subdivision and damage stability calculations and engaged in carrying timber
deck cargoes. The buoyancy of the timber deck cargo can optionally be taken into
account in the damage stability calculations, subject to the provisions that have been
set forth in this document.
They shall comply with the requirements of the CODE OF SAFE PRACTICE FOR
SHIPS CARRYING TIMBER DECK CARGOES, 1991, and Ships that are provided
with and make use of their timber load line shall also comply with the requirements of
regulations 41 to 45 of the LOAD LINE CONVENTION, 1966.
Definitions
The following definitions apply for the purposes of this interpretation:
timber means sawn wood or lumber, cants, logs, poles, pulpwood and all other types
of timber in loose or packaged forms. The term does not include wood pulp or similar
cargo;
timber deck cargo means a cargo of timber carried on an uncovered part of a
freeboard or superstructure deck. The term does not include wood pulp or similar
cargo;
timber load line means a special load line assigned to ships complying with certain
conditions related to their construction set out in the LOAD LINE CONVENTION 1966
and used when the cargo complies with the stowage and securing conditions of the
CODE OF SAFE PRACTICE FOR SHIPS CARRYING TIMBER DECK CARGOES,
1991 (Resolution A.715(17));

IACS Int. 2000

SC 161
deepest timber subdivision load line is the subdivision load line which corresponds to
SC161 the timber summer draught to be assigned to the ship;
contd
respective partial load line is the light ship draught plus 60% of the difference between
the light ship draught and the deepest timber subdivision load line.
Interpretation
1. The stowage of timber deck cargoes shall comply with the provisions of Chapter 3 of
the CODE OF SAFE PRACTICE FOR SHIPS CARRYING TIMBER DECK CARGOES,
1991 (resolution A.715(17)).
2. The ship shall be supplied with comprehensive stability information which takes into
account timber deck cargo. Such information shall enable the master, rapidly and
simply, to obtain accurate guidance as to the stability of the ship under varying
conditions of service, and as required in SOLAS Regulation II-1,25-8 it shall include,
among other damage stability related issues, a curve of minimum operating
metacentric height (GM) versus draught which covers the requirements of SOLAS
Regulation II-1/25-8.1.1.
3. The height and extent of the timber deck cargo shall be in accordance with Chapter
3.2 of the CODE OF SAFE PRACTICE FOR SHIPS CARRYING TIMBER DECK
CARGOES, 1991, and shall be at least stowed to the standard height of one
superstructure, if considered buoyant in the context of the subdivision and damage
stability calculations.
4. Account may be taken of the buoyancy of the timber deck cargo, assuming that
such cargo has a permeability of 25% of the volume occupied by the cargo, however,
the buoyancy of only one standard superstructure height of timber deck cargo may be
considered.
5. Unless instructed otherwise by the Administration, the stability information for ships
with timber deck cargoes may be supplemented by a second curve of limiting GM (or
KG) covering the then permissible draught range as specified below. Thus when
accepting two stability limiting curves one curve shall be applicable when carrying
timber deck cargo and a second curve for any other loading condition.
6. The above described provision of two curves are to be developed as described in
SOLAS Regulation II-1/25-8.3, if they have been determined from considerations
related to the subdivision index, based on the following:
6.1. for any loading condition other than timber deck cargo the limiting GM with the
draughts as described in SOLAS Regulation II-1/25-8.3, and
6.2. for timber deck cargo
the limiting GM shall be varied linearly between that the deepest timber subdivision
load line and the respective timber partial load line. Where timber freeboards are not
assigned the deepest and partial draughts shall relate to the summer load line.
7. For the purpose of the subdivision and damage stability calculations, the
permeabilities of each space or part of space shall be as described in SOLAS
Regulation II-1/25-7, however supplemented by the following for the undamaged
timber deck cargo:
Spaces Permeability
Timber cargo on deck 0.25
for both draughts.

IACS Int. 2000

SC 161
8. When considering the vertical extent of damage, the upper deck may be regarded
SC161 as a horizontal subdivision (in accordance with SOLAS Regulation II-1/25-6.3). Thus
contd when calculating damage cases limited vertically to the upper deck with the
corresponding v-factor, the timber deck cargo may be considered to remain buoyant
with an assumed permeability of 0.25. For damage extending above the upper deck
the timber deck cargo buoyancy in way of the damage zone is to be ignored.
Footnote: Implementation date 1 January 2001
IACS Int. 2000

SC 162
SC 162 Emergency fire pumps in cargo ships

(Feb. 2002)
- General
Chapter II-2
Regulation 4 - Fire pumps, fire mains, hydrants and hoses

II-2/4.3.3.2 and 4.3.3.3
Unless the two main fire pumps, their sea suctions and the fuel supply or source of
power for each pump are situated within compartments separated at least by A - O
divisions, so that a fire in any one compartment will not render both fire pumps
inoperable, an emergency fire pump should be fitted.
An arrangement in which one main fire pump is located in a compartment having
more than one bulkhead or deck adjacent to the compartment containing the other
main fire pump should also require an emergency fire pump.

SC 163

(Feb. 2002)
- sea suction and sea valve
Chapter II-2

II-2/4.3.3.2 and 4.3.3.2.1
If the emergency fire pump is the main supply of water for any fixed fire
extinguishing system provided to protect the space where the main fire pumps are
located, the pump should have the capacity for this system and, in addition, the
capacity required by SOLAS Reg.II-2/4.3.3.2 and II-2/4.3.3.2.1.

SC 164

(Feb. 2002)
- priming
Chapter II-2

II-2/4.3.3.2.5
Where necessary to ensure priming, the emergency fire pump should be of the self-
priming type.

SC 165
SC165 Electrical cables for the emergency fire pump

(June 2002)
(SOLAS 2000 Amendments (MSC.99(73)), Reg.ll-2/10.2.2.3.2.2)
The electrical cables to the emergency fire pump are not to pass through the
machinery spaces containing the main fire pumps and their source(s) of power and
prime mover(s). They are to be of a fire resistant type, in accordance with E.15 par.1,
where they pass through other high fire risk areas.
1 January 2003.
165-1
IACS Int. 2002
SC 166
SC166 Waste receptacles

(June 2002)
(SOLAS 2000 Amendments (MSC.99(73)), Reg.ll-2/4.4.2)
This regulation is not intended to preclude the use of containers constructed of

combustible materials in galleys, pantries, bars, garbage handling or storage spaces
and incinerator rooms provided they are intended purely for the carriage of wet waste,
glass bottles and metal cans and are suitably marked.
1 January 2003.
166-1
IACS Int. 2002
SC 167
SC167 Electrical distribution boards

(June 2002)
(SOLAS 2000 Amendments (MSC.99(73)), Reg.ll-2/9)
Distribution boards may be located behind panels/linings within accommodation spaces

including stairway enclosures, without the need to categorize the space, provided no provision
is made for storage.
If distribution boards are located in an identifiable space having a deck area of less than 4m2,
this space may be categorised in (7).
1 January 2003.
167-1
IACS Int. 2002
SC 168
SC168 Hydrants for dangerous goods

(June 2002)
(SOLAS 2000 Amendments (MSC.99(73)), Reg.ll-2/19.3.1.2)
The number and position of hydrants should be such that at least two of the required
four jets of water, when supplied by single lengths of hose, may reach any part of the
cargo space when empty; and all four jets of water, each supplied by single lengths of
hose may reach any part of ro-ro cargo spaces.
1 January 2003.
168-1
IACS Int. 2002
SC 169
SC169 Foam systems positions of aft monitors

(June 2002)
(Corr. Feb (SOLAS 2000 Amendments (MSC.99(73)), Reg.ll-2/10.8 and
2003)
FSS Code Ch.14.2.3.2.3)
Port and starboard monitors required by this regulation may be located in the cargo area
as defined in Reg. II-2/3.6, provided they are aft of cargo tanks and that they protect
below and aft of each other.
1 January 2003.
169-1
IACS Int. 2002/Corr. 2003
SC 170
SC170 Low pressure CO2 systems

(June 2002)
(FSS Code Ch.5.2.2)
Where a low pressure CO2 system is fitted to comply with this regulation, the following
applies:
1. The system control devices and the refrigerating plants should be located within
the same room where the pressure vessels are stored.
2. The rated amount of liquid carbon dioxide should be stored in vessel(s) under
the working pressure in the range of 1.8 to 2.2 N/mm2. The normal liquid charge in the
container should be limited to provide sufficient vapour space to allow for expansion of
the liquid under the maximum storage temperatures than can be obtained
corresponding to the setting of the pressure relief valves but should not exceed 95% of
the volumetric capacity of the container.
3. Provision should be made for:

- pressure gauge;
- high pressure alarm: not more than setting of the relief valve;
- low pressure alarm: not less than 1.8 N/mm2;
- branch pipes with stop valves for filling the vessel;
- discharge pipes;
- liquid CO2 level indicator, fitted on the vessel(s);
- two safety valves.
4. The two safety relief valves should be arranged so that either valve can be shut
off while the other is connected to the vessel. The setting of the relief valves should not
be less than 1,1 times working pressure. The capacity of each valve should be such
that the vapours generated under fire condition can be discharged with a pressure rise
not more than 20% above the setting pressure. The discharge from the safety valves
should be led to the open.
5. The vessel(s) and outgoing pipes permantly filled with carbon dioxide should
have thermal insulation preventing the operation of the safety valve in 24 hours after
de-energizing the plant, at ambient temperature of 45oC and an initial pressure equal
to the starting pressure of the refrigeration unit.
6. The vessel(s) should be serviced by two automated completely independant

refrigerating units solely intended for this purpose, each comprising a compressor and
the relevant prime mover, evaporator and condenser.
7. The refrigerating capacity and the automatic control of each unit should be so as
to maintain the required temperature under conditions of continuous operation during
24 hours at sea temperatures up to 32oC and ambient air temperatures up to 45oC.
1 January 2003.

170-1
IACS Int. 2002
SC 170
SC170 8. Each electric refrigerating unit should be supplied from the main switchboard
busbars by a separate feeder.
(Cont d)
9. Cooling water supply to the refrigerating plant (where required) should be

provided from at least two circulating pumps one of which being used as a stand-by.
The stand-by pump may be a pump used for other services so long as its use for
cooling would not interfere with any other essential service of the ship. Cooling water
should be taken from not less than two sea connections, preferably one port and one
starboard.
10. Safety relief devices should be provided in each section of pipe that may be
isolated by block valves and in which there could be a build-up of pressure in excess
of the design pressure of any of the components.
11. The piping system should be designed in such a way that the CO2 pressure at
the nozzles should not be less than 1N/mm2.
12. Audible and visual alarms should be given in a central control station when:
- the pressure in the vessel(s) reaches the low and high values according to 2;
- any one of the refrigerating units fails to operate;
- the lowest permissible level of the liquid in the vessels is reached.
13. If the system serves more than one space, means for control of discharge
quantities of CO2 should be provided, e.g automatic timer or accurate level indicators
located at the control position(s).
14. If a device is provided which automatically regulates the discharge of the rated
quantity of carbon dioxide into the protected spaces, it should be also possible to
regulate the discharge manually.
170-2
IACS Int. 2002
SC171
SC171 Interpretation of the term "First Survey"

(July 2002)
- Chapter II-2, Reg 1.2.2.2
- Chapter V, Reg.19.1.2.2
- Chapter V, Reg.19.2.4.2.2
- Chapter V, Reg.20.1.2
Regulations
1. SOLAS Regulation II-2/1.2.2 reads:
Ships constructed before 1 July 2002 shall also comply with:
.1 paragraphs 3, 6.5 and 6.7 as appropriate;
.2 regulations 13.3.4.2 to 13.3.4.5, 13.4.3 and Part E, except regulations 16.3.2.2

and 16.3.2.3 thereof, as appropriate, not later than the date of the first survey
after 1 July 2002;
2. SOLAS Regulation V/19.1.2.2 reads:
Ships constructed before 1 July 2002 shall be fitted with the equipment or
systems required in paragraph 2.1.6 not later than the first survey after 1 July
2002 at which time the radio direction-finding apparatus referred to in V/12(p) of
the International Convention for the Safety of Life at Sea, 1974 in force prior to 1
July 2002 shall no longer be required.
3. SOLAS Regulation V/19.2.4 reads:
All ships of 300 gross tonnage and upwards engaged on international voyages
and cargo ships of 500 gross tonnage and upwards not engaged on international
voyages and passenger ships irrespective of size shall be fitted with an
automatic identification system (AIS), as follows:
.1 ships constructed on or after 1 July 2002;
.2 ships engaged on international voyages constructed before 1 July 2002:
.2.1 in the case of passenger ships, not later than 1 July 2003;
.2.2 in the case of tankers, not later than the first survey for safety equipment* on
or after 1 July 2003;
4. SOLAS Regulation V/20.1 reads:
To assist in casualty investigations, ships, when engaged on international

voyages, subject to the provisions of regulation 1.4, shall be fitted with a voyage
data recorder (VDR) as follows:
.1 passenger ships constructed on or after 1 July 2002;
.2 ro-ro passenger ships constructed before 1 July 2002 not later than the first
survey on or after 1 July 2002;

171-1
SC171
Interpretation
SC171
(Cont d) For passenger ships, the term "first survey" relates to the first initial[1] or
renewal survey for the issue of the Passenger Ship Safety Certificate. For
ships other than passenger ships, the term "first survey" relates to the first
initial, annual or renewal survey for the issue of the Cargo Ship Safety
Equipment Certificate or any occasional survey which implies the confirmation
of validity of the certificate.
[1] SOLAS Regulations I/7 and I/8, and IMO Resolution A.746(18) indicate that an
Initial Survey includes all the survey work necessary to issue a certificate before the
ship is put in service. Therefore, a ship the keel of which is laid before 1 July 2002, but
is put in service and issued a valid safety equipment or passenger safety certificate
on/after 1 July 2002 (or 2003 for reg V/19.2.4) needs to comply with the regulations
referenced above when it is put into service. Conversely, a ship which is put in service
and issued certificates before 1 July 2002 (or 2003 for regulation V/19.2.4) has until
the date of the first annual or the first renewal survey for safety equipment/passenger
safety, whichever occurs first after 1 July 2002, (or 2003 for regulation V/19.2.4) to
comply.

171-2
SC172
SC172 Monitoring the concentration of hydrocarbon

(Aug. 2002)
gases in cargo pump rooms on oil tankers
(Chapter II-2, Reg 4.5.10.1.3 (Res MSC.99(73))
Regulations
SOLAS Regulation II-2/4.5.10.1.3 reads:
In tankers,
.3 a system for continuous monitoring of the concentration of hydrocarbon

gases shall be fitted. Sampling points or detector heads shall be located
in suitable positions in order that potentially dangerous leakages are
readily detected. When the hydrocarbon gas concentration reaches a
pre-set level which shall not be higher than 10% of the lower flammable
limit, a continuous audible and visual alarm signal shall be automatically
effected in the pump-room, engine control room, cargo control room and
navigation bridge to alert personnel to the potential hazard; and
Interpretation
1. Sequential sampling is acceptable as long as it is dedicated for the pump

room only, including exhaust ducts, and the sampling time is reasonably
short.
2. Suitable positions may be the exhaust ventilation duct and lower parts of
the pump room above floor plates.


172-1
SC173
SC173 Safety Devices in Venting Systems

(July 2003)
(Reg.II-2/4.5.3.3)
Ullage openings do not include cargo tank openings that are fitted with standpipe
arrangements with its own manually operated shutoff valves.
Examples include the common 1" to 2" diameter standpipe arrangements that are
used for sampling, monitoring or measuring of ullage/temperature/interface, oxygen,
liquid and hand dipping in the cargo tank.
Note:
1. This UI is to be uniformly implemented by IACS Members and Associates from 1
January 2004.
173-1 IACS Int. 2003

SC174
SC174 A 60 Front Insulation of Tankers

(July 2003)
(Reg.II-2/9.2.4.2.5)
For the portions which face the cargo area, the A 60 standard insulation should be
provided up to the underside of the deck of the navigation bridge.
Note:
January 2004.
IACS Int. 2003 174-1

SC175
SC175 Combustible Gaskets in Ventilation Duct

(July 2003)
Connections ( Reg.II-2/9.7.1.1 )
Combustible gaskets in flanged ventilation duct connections are not permitted within
600 mm of an opening in an A class or B class division and in ducts required to be of A
class construction.
Note:
January 2004.
175-1 IACS Int. 2003

SC176
SC176 Fixed Local Application Fire Extinguishing

(July 2003)
System (Reg.II-2/10.5.6)
Any installation of nozzles on board should reflect the arrangement successfully tested
in accordance with MSC/Circ.913. If a specific arrangement of the nozzles is foreseen
on board, deviating from the one tested as per MSC/circ. 913, it can be accepted
provided such arrangement additionally passes fire tests based on the scenarios of
this circular.
The automatic release should be activated by a detection system capable of reliably

identifying the local zones. Consideration should be given to prevent accidental
release.
Oil fired equipment, such as inert gas generators and thermal oil heaters should also
be protected by this system, if located in machinery spaces above 500m3.
Boiler fronts should be interpreted as the boiler burner location irrespective of the
boiler design.
Grouped visual and audible alarms, as well as indication of the activated zone, should
be provided in each protected space, in the engine control room and in the
wheelhouse.
Note:
January 2004.
IACS Int. 2003

176-1
SC177
SC177 Lubricating Oil and other Flammable Oil

(July 2003)
System Arrangements
Retroactive Application of Regulations II-
2/15.3 and 15.4 of SOLAS (2001 Edition)
SOLAS regulations II-2/15.2.10 and 15.2.11 are not intended to apply to lubricating oil
and other flammable oil system arrangements on ships constructed before 1 July
1998.
Note:
January 2004.
177-1 IACS Int. 2003

SC178
SC178
(July 2003)
Emergency Fire Pumps in Cargo Ships
(FSS Code, Ch. 12, 2.2.1.3)
It should be demonstrated by calculation that this paragraph is satisfied at :
the lightest seagoing condition, with account being taken of 22.5 roll and 10
pitch1) ; and
1) Where the length of the ship exceeds 100m, the pitch may be taken as 500/L
degrees where L = length of the ship, in metres, as defined in UR S2.
a loading condition without cargo or ballast water, with 10% stores and fuel
remaining, roll and pitch not being taken into account.
Upon completion of the emergency fire pump installation, a performance test

confirming the capacity required in the FSS Code, Ch. 12, 2.2.1.1 and UI SC 163
should be carried out. As far as practicable, the test should be carried out at lightest
seagoing draught at the suction position.
Note:
January 2004.
IACS Int. 2003 178-1

SC 179
SC179 Dewatering of forward spaces of bulk

(Sept 2003)
carriers
(Chapter XII, Regulation 13.1 (Resolution MSC 134(76)) and IMO interpretation of
SOLAS Regulation XII/13 (MSC/Circ.1069))
Regulation
SOLAS Regulation XII/13.1 reads:
1. On bulk carriers, the means for draining and pumping ballast tanks forward of the
collision bulkhead, and bilges of dry spaces any part of which extends forward of
the foremost cargo hold, shall be capable of being brought into operation from a
readily accessible enclosed space, the location of which is accessible from the
navigation bridge or propulsion machinery control position without traversing
exposed freeboard or superstructure decks. Where pipes serving such tanks or
bilges pierce the collision bulkhead, as an alternative to the valve control
specified in regulation II-1/11.4, valve operation by means of remotely operated
actuators may be accepted, provided that the location of such valve controls
complies with this regulation.
MSC/Circ. 1069 reads:
1. The spaces where availability of pumping systems is required in accordance with

paragraph 1 of SOLAS regulation XII/13 should be the same watertight spaces
where water level detectors are required in accordance with paragraph 1.3 of
SOLAS regulation XII/12.
2. This means that paragraph 1 of regulation XII/13 does not apply to the enclosed
spaces the volume of which does not exceed 0.1% of the ships maximum
displacement volume and to the chain locker.
Interpretation
1. Where the piping arrangements for dewatering closed dry spaces are connected
to the piping arrangements for the drainage of water ballast tanks, two non-return
valves are to be provided to prevent the ingress of water into dry spaces from
those intended for the carriage of water ballast. One of these non-return valves is
to be fitted with shut-off isolation arrangement. The non-return valves are to be
located in readily accessible positions. The shut-off isolation arrangement is to
be capable of being controlled from the navigation bridge, the propulsion
machinery control position or enclosed space which is readily accessible from
the navigation bridge or the propulsion machinery control position without
travelling exposed freeboard or superstructure decks. In this context, a position
which is accessible via an under deck passage, a pipe trunk or other similar
means of access is not to taken as being in the "readily accessible enclosed
space".
Note:
IACS Members are to implement this UI for equipment and arrangement approval
requests received on or after 1 October 2003. Equipment and arrangements which do
not fully comply with this UI may be installed until 31 December 2003 for compliance
with SOLAS regulation XII/13.

IACS Int. 2003

179-1
SC 179
2. Under this SOLAS regulation XII/13.1:

SC179
(cont) 2.1 the valve specified under SOLAS regulation II-1/11.4 is to be capable of being
controlled from the navigation bridge, the propulsion machinery control position
or enclosed space which is readily accessible from the navigation bridge or the
propulsion machinery control position without travelling exposed freeboard or
superstructure decks. In this context, a position which is accessible via an under
deck passage, a pipe trunk or other similar means of access is not to taken as
being in the "readily accessible enclosed space";
2.2 the valve is not to move from the demanded position in the case of failure of the
control system power or actuator power;
2.3 positive indication is to be provided at the remote control station to show that the
valve is fully open or closed;
2.4 local hand powered valve operation from above the freeboard deck, as permitted
under SOLAS regulation II-1/11.4, is requested, but is not an acceptable
alternative to SOLAS regulation XII/13.1 and this UI, unless all of the provisions
SOLAS regulation XII/13.1 and this UI are met.
3. The dewatering arrangements are to be such that any accumulated water can be
drained directly by a pump or eductor.
4. The dewatering arrangements are to be such that when they are in operation,
other systems essential for the safety of the ship including fire-fighting and bilge
systems remain available and ready for immediate use. The systems for normal
operation of electric power supplies, propulsion and steering should not be
affected by the operation of the dewatering systems. It must also be possible to
immediately start fire pumps and have a ready available supply of fire-fighting
water and to be able to configure and use bilge system for any compartment
when the dewatering system is in operation.
5. Bilge wells are to be provided with gratings or strainers that will prevent blockage
of the dewatering system with debris.
6. The enclosures of electrical equipment for the dewatering system installed in any
of the forward dry spaces are to provide protection to IPX8 standard as defined
in IEC Publication 60529 for a water head equal to the height of the space in
which the electrical equipment is installed for a time duration of at least 24 hours.

IACS Int. 2003 179-2

SC 180
SC180 Hold, ballast and dry space water level detectors

(Sept 2003)
(Rev.1 (Chapter XII, Regulation 12 (Resolution
May 2004)
MSC.134(76)) and Performance Standards for
Water Level Detectors on Bulk Carriers
(Resolution MSC.145(77))
When water level detectors are installed on bulk carriers in compliance with SOLAS
regulation XII/12, the Performance standards annexed to IMO Resolution
MSC.145(77) adopted on 5 June 2003 are to be applied taking into account the
following interpretations to the paragraphs of the Performance standards hereunder
reported:
3.2.3 Detection equipment should be suitably corrosion resistant for all intended
cargoes.
Interpretation:
Detection equipment includes the sensor and any filter and protection arrangements
for the detector installed in cargo holds and other spaces as required by SOLAS
regulation XII/12.1.

3.2.5 The part of the system which has circuitry in the cargo area, should be
intrinsically safe.
Interpretation:
In general, the construction and type testing should be in accordance with IEC
Publication 60079: Electrical Equipment for Explosive Gas Atmospheres to a
minimum requirement of EX(ia). Where a ship is designed only for the carriage of
cargoes that cannot create an a combustible or explosive atmosphere then the
requirement for intrinsically safe circuitry will not be insisted upon provided the
operational instructions included in the Manual required by 4.1 of the Appendix to
the Annex specifically exclude the carriage of cargoes that could produce a
potential explosive atmosphere. Any exclusion of cargoes identified in the Annex
is to be consistent with the ships Cargo Book and any Certification relating to
the carriage of specifically identified cargoes.
The maximum surface temperature of equipment installed within cargo spaces is
to be appropriate for the combustible dusts and/or explosive gasses likely to be
encountered. Where the characteristics of the dust and gases are unknown, the
maximum surface temperature of equipment is not to exceed 85 deg. C.
Where intrinsically safe equipment is installed, it is to be of a certified safe type.
Where detector systems include intrinsically safe circuits, plans of the
arrangements should be appraised/approved by individual classification
societies.

Note:
IACS Members are to implement this UI and its referenced standards for
equipment approval requests received on or after 1 October 2003. Equipment, for
which equipment approval requests were received before 1 October 2003 and
which may not fully comply with this UI and its referenced standards, may be
installed until 31 December 2003 for compliance with SOLAS XII/12.

Rev.1 is to be uniformly implemented by IACS Members from 1 July 2004.

180-1 IACS Int. 2003/Rev.1 2004
SC 180
3.3.2 Visual and audible alarms should conform to the Code on Alarms and
SC180 Indicators, 1995 as applicable to a primary alarm for the preservation or safety
(cont) of the ship.
Interpretation:
The pre-alarm, as a primary alarm, is to indicate a condition that requires prompt

attention to prevent an emergency condition and the main-alarm, as an emergency
alarm, is to indicate that immediate actions must be taken to prevent danger to
human life or to the ship.

3.3.7 Requirements for malfunctions, alarms and indications should be capable of the
following:
A facility for continuous monitoring of the system which, on detecting a fault
activates a visual and audible alarm. The audible alarm should be capable of
being muted but the visual indication should remain active until the malfunction is
cleared.
Interpretation:
Fault monitoring is to address all foreseeable faults associated with system that
include open circuit, short circuit and earth fault as well as arrangement details that
would include loss of power supplies, excessive runtime, CPU failure, I/O unit failure
for computer based alarm/monitoring system, etc. .

3.3.8 The water level indicator should be capable of being supplied with electrical
power from two independent electrical supplies. Failure of the primary electrical power
supply should be indicated by an alarm.
Interpretation:
The electrical power supply is to be from two separate sources, one is to be the
main source of electrical power and the other is to be the emergency source,
unless a continuously charged dedicated accumulator battery is fitted, having
arrangement, location and endurance equivalent to that of the emergency source
(18h). The battery supply may be an internal battery in the water level detector
system.
The changeover arrangement of supply from one electrical source to another
need not be integrated into the water level detector system.
Where batteries are used for the secondary power supply, failure alarms for both
power supplies are to be provided.

4.1 - Footnote2
With regard to testing, reference is made to IEC 60092-504 and IEC 50529. Electrical
components installed in the cargo holds, ballast tanks and dry spaces should satisfy
the requirements of IP 68 in accordance with IEC 60529.

IACS Int. 2003/Rev.1 2004 180-2

SC 180
Interpretation:
SC180
(cont) IACS UR E10 may be used as an equivalent test standard to IEC 60092-504.
The range of tests is to include the following:
For alarm/monitoring panel
- Functional tests in accordance with MSC 145(77), Performance Standards for

Water Level Detectors on Bulk Carriers.
- Electrical power supply failure test.
- Power supply variation test.
- Dry heat test
- Damp heat test

- Vibration test.
- EMC tests.
- Insulation resistance test.
- High voltage test.
- Static and dynamic inclinations tests, if moving parts are contained.
For IS barrier unit if located in the wheelhouse
- In addition to the certificate issued by a competent independent testing

laboratory, EMC tests are also to be carried out.
For water ingress detectors
- Functional tests in accordance with MSC 145(77), Performance Standards for

- Electrical power supply failure test.
- Power supply variation test.
- Dry heat test
- Damp heat test
- Vibration test.
- Enclosure class in accordance with MSC 145(77), Performance Standards for

- Insulation resistance test.
- High voltage test.
- Static and dynamic inclinations tests, (if the detectors contain moving parts).

180-3 IACS Int. 2003/Rev.1 2004

SC 180
SC180 APPENDIX
(cont)
2.1.1 Detector equipment should provide a reliable indication of water reaching a
preset level and should be type tested to demonstrate their robustness and suitability
under the appropriate conditions of IEC 60092-504 and the following:
Interpretation:
The test procedure should satisfy the following criteria:

The type tests are to be witnessed by a classification society surveyor if the tests
are not carried out by a competent independent test facility.
Type tests are to be carried out on a prototype or randomly selected item(s)
which are representative of the manufactured item that is being type tested.
Type tests are to be documented (type test reports) by the manufacture and
submitted for review by classification societies.

2.1.1.1 Protection of the enclosures of electrical components installed in the cargo
holds, ballast tanks and dry spaces should satisfy the requirements of IP68 in
accordance with IEC 60529. The water pressure testing of the enclosure
should be based on a pressure head held for a period depending on the
application. For detectors to be fitted in holds intended for the carriage of water
ballast or ballast tanks the application head should be the hold or tank depth
and the hold period should be 20 days. For detectors to be fitted in spaces
intended to be dry the application should be the depth of the space and the
hold period should be 24 h.
Interpretation:
The submerged test period for electrical components intended to be installed in
ballast tanks and cargo tanks used as ballast tanks is to be not less than 20
days.
The submerged test period for electrical components intended to installed dry
spaces and cargo holds not intended to be used as ballast tanks is to be not less
than 24 hours.
Where a detector and/or cable connecting device (e.g. junction box, etc) is
installed in a space adjacent to a cargo hold (e.g. lower stool, etc.) and the space
is considered to be flooded under damage stability calculations, the detectors
and equipment are to satisfy the requirements of IP68 for a water head equal to
the hold depth for a period of 20 days or 24 hours on the basis of whether or not
the cargo hold is intended to be used as a ballast tank as described in the
previous bullet points.

2.1.1.2 Operation in cargo/water mixture for the selected range of cargoes such as iron
ore dust, coal dust, grains and oils using seawater in suspension of
representative fine material for each cargo. For type test purposes an agitated
suspension of representative fine materials in seawater, with a concentration of
50% by weight, should be used with the complete detector assembly including
any filtration fitted. The functioning of the detection assembly with any filtration
arrangements should be verified in the cargo/water mixture with immersion
repeated ten times without cleaning any filtration arrangements.


180-4
SC 180
Interpretation:
SC180
(cont) The type test required for the sensor is to be in accordance with the following:
- The test container for the cargo/water mixture is to be dimensioned so that its
height and volume are such that the sensor and any filtration fitted can be
totally submerged for the repeated functionality tests required by 2.1.1.2 and
the static and dynamic inclination tests identified in the previous interpretation.
- The sensor and any filtration fitted that are to be submerged and are to be
arranged in the container as they would be installed in accordance with the
installation instructions required by 4.4.
- The pressure in the container for testing the complete detector is to be not
more than 0.2 bar at the sensor and any filter arrangement. The pressure may
be realised by pressurisation or by using a container of sufficient height.
- The cargo/water mixture is to be pumped into the test container and suitable
agitation of the mixture provided to keep the solids in suspension. The effect of
pumping the cargo/water mixture into the container is not to affect the operation
of the sensor and filter arrangements.
- The cargo/water mixture is to be pumped into the test container to a

predetermined level that submerges the detector and the operation of the alarm
observed.
- The test container is then to be drained and the de-activation of the alarm
condition observed.
- The test container and sensor with any filter arrangement should be allowed to
dry without physical intervention.
- The test procedure is to be repeated consecutively ten times without cleaning

any filter arrangement that may be fitted in accordance with the manufacturers
installation instructions. See also 2.1.1.2
- Satisfactory alarm activation and de-activation at each of the ten consecutive

tests will demonstrate satisfactory type testing.
The cargo/water mixture used for type testing are to be representative of the
range of cargoes within the following groups and is to include the cargo with the
smallest particles expected to be found from a typical representative sample.
- Iron ore particles and seawater.
- Coal particles and sea water.
- Grain particles and seawater.
- Aggregate (sand) particles and sea water.
The smallest and largest particle size together with the density of the dry mixture
is to be ascertained and recorded. The particles are to be evenly distributed
throughout the mixture. Type testing with representative particles will in general
qualify all types of cargoes within the four groupings shown above.
The following provides guidance on the selection of particles for testing

purposes:

180-5 IACS Int. 2003/Rev.1 2004

SC 180
- Iron ore particles should mainly consist of small loose screenings of iron ore
SC180 - and not lumps of ore (dust with particle size < 0.1 mm).
(cont)
- Coal particles should mainly consist of small loose screenings of coal and not
lumps of coal (dust with particle size < 0.1 mm).
- Grain particles should mainly consist of small loose grains of free flowing grain
(grain having a size > 3mm, such as wheat).
- Aggregate particles should mainly consist of small loose grains of free flowing
sand and without lumps (dust with particle size < 0.1 mm).

2.2.1 The sensors should be located in a protected position that is in communication
with the aft part of the cargo hold such that the position of the sensor detects the level
that is representative of the levels in the actual hold space. These sensors should be
located:
.1 either as close to the centreline as practible, or
.2 at both the port and starboard sides of the cargo hold.
Interpretation:
For ships having keel laid on or after 1 July 2004, if sensors are not placed within a
distance less than or equal to 1 corrugation space or 1 bulkhead vertical stiffener
space from the centreline, sensors are to be located at both the port and starboard
sides of the cargo hold.
For ships having keel laid before 1 July 2004, if sensors are not placed within a
distance less than or equal to B/6 from the centreline, sensors are to be located at
both the port and starboard sides of the cargo hold.

3.1.1 Alarm systems should be type tested in accordance with IEC 60092-504, as
appropriate.
Interpretation:
The test procedure should satisfy the following criteria:

The type tests are to be witnessed by a classification society surveyor if the tests
are not carried out by a competent independent test facility.
Type tests are to be carried out on a prototype or randomly selected item(s)
which are representative of the manufactured item that is being type tested.
Type tests are to be documented (type test reports) by the manufacture and
submitted for review by classification societies.

4 MANUALS
Manuals should be provided on board and should contain the following information and
operational instructions:
Interpretation:
For each ship, a copy of the manual is to be made available to the surveyor at least 24
hours prior to survey of the water level detection installation. Each classification
society is to ensure that any plans required for classification purposes have been
appraised/approved as appropriate.

IACS Int. 2003/Rev.1 2004 180-6

UI SC 181 BRIDGE DESIGN, EQUIPMENT ARRANGEMENT AND
PROCEDURES
SOLAS Chapter V, Regulation 15
SOLAS V/15 reads:
Principles relating to bridge design, design and arrangement of navigational systems and
equipment and bridge procedures
All decisions which are made for the purpose of applying the requirements of regulations 19, 22,
24, 25, 27 and 28 and which affect bridge design, the design and arrangement of navigational
systems and equipment on the bridge and bridge procedures* shall be taken with the aim of:
.1 facilitating the tasks to be performed by the bridge team and the pilot in making
full appraisal of the situation and in navigating the ship safely under all operational
conditions;
.2 promoting effective and safe bridge resource management;
.3 enabling the bridge team and the pilot to have convenient and continuous access
to essential information which is presented in a clear and unambiguous manner, using
standardized symbols and coding systems for controls and displays;
.4 indicating the operational status of automated functions and integrated

components, systems and/or sub-systems;
.5 allowing for expeditious, continuous and effective information processing and

decision-making by the bridge team and the pilot;
.6 preventing or minimizing excessive or unnecessary work and any condition or

distraction on the bridge which may cause fatigue or interfere with the vigilance of the
bridge team and the pilot;
.7 minimizing the risk of human error and detecting such error, if it occurs, through
monitoring and alarm systems, in time for the bridge team and the pilot to take
appropriate action.
* Refer to the Guidelines on ergonomic criteria for bridge equipment and layout (MSC/Circ.982) and the
Performance standards for IBS (resolution MSC.64(67), annex 1) and for INS (resolution MSC.86(70), annex 3).
Interpretation
The unified interpretation for application of SOLAS V/15 is in the following presented as a
complete standard for compliance with the aims of this regulation when applying the applicable
requirements of the regulations addressed by regulation 15.
Appendix (1), containing 3 annexes, gives clarifications and considerations serving as a platform
for the standard.1
Note: This UI is to be uniformly applied by IACS Members and Associates to ships contacted for construction on or
after 1 January 2005.
IACS UI of SOLAS V/15
Rule standard for Bridge Design, Equipment Arrangement and Procedures - BDEAP
IACS Unified Interpretation (UI)
for
application of SOLAS V/15
Rule standard for
Bridge Design, Equipment Arrangement and Procedures (BDEAP)
2 IACS Corr.1 Mar 2004

Foreword
This IACS unified interpretation (UI) for Bridge Design, Equipment, Arrangement and Procedures
(BDEAP) sets forth a set of requirements for compliance with the principles and aims of SOLAS
Regulation V/15 relating to bridge design, design and arrangement of navigational systems and
equipment and bridge procedures when applying the requirements of Regulations 19, 22, 24, 25, 27 and
28.
The text also includes guidance notes that are recommendations on how the requirements may be met by
acceptable technical solutions; they are to be considered examples only and do not in any way exclude
alternative solutions that may fulfill the purpose of the requirements.
To arrive at a set of requirements to be used for approval of SOLAS V/15 bridges for flag
administrations, the IACS UI has been based on IMO instruments and standards already accepted and
referred to by IMO. The platform for the UI is:
the aims specified in regulation 15 for application of regulations 19, 22, 24, 25, 27 and 28;
the content of regulations19, 22, 24, 25, 27, 28;
applicable parts of MSC/Circ.982, Guidelines on ergonomic criteria for bridge equipment and
layout;
applicable parts of IMO resolutions and performance standards referred to in SOLAS;
applicable parts of ISO and IEC standards referred to for information in MSC/Circ.982;
ISM Code;
STCW Code.
The IACS UI is developed to serve as a self-contained document for the understanding and application of
the requirements, supported by annexes relevant for this purpose.
The diagram following this foreword gives an overview of approach and content.

A. Scope and structure SOLAS V

Regulation 15
Safe Navigation
Avoiding: B. Bridge design Regulations
- grounding 19, 22,
- collision 24, 25, 27, 28
- weather damage
Reducing:
O - failure effects Primary functions Additional
p Assisting:
- Tasks functions
e - ships in distress
- Workplaces
r
a
t Plan route B 1 Functions, tasks and means
i Follow route
- positioning in chart
o Additional
- adjusting course B 2 Range of workstations workstations
n Detect dangers to navigation
a Deviate to avoid collision
l Return to route
Alter route plan to avoid heavy B 3 Working environment
weather
c Monitor ships safety state
o Receive/send distress message B 4 Bridge passageways
n Organize safety operations
Manoeuvre in harbours
d
Berth ship
i B 5 Workstation arrangement IMO
t and fields of vision MSC/C/irc.982
i
o Navigation
Traffic ISO - IEC
n surveillance B 6 Bridge visibility and Standards
s Manoeuvring window arrangement
Communication
Manual steering
Safety operations IMO
Docking B 7 Workstation layout, Resolutions
consoles and chair arrangement and circulars
C. Design and arrangement of

navigational systems and equipment
C 1 Design and quality of

systems and equipment
C 2 Bridge alarm management
C 3 Equipment arrangement
Company bridge procedures

Ship specific bridge procedures D. Bridge procedures
STCW Code
D 1 Bridge team management
D 2 Procedures related to
Regulations 24, 25, 27, 28

A. General.............................................................................................................................. 7
A1 Scope and approach ........................................................................................................ 7
A2 Structure and application ................................................................................................ 8
A 3. Normative references...................................................................................................... 8
A 4. Informative references .................................................................................................... 9
A 5. Definitions...................................................................................................................... 9
A 6. Documentation to be submitted by the ship builder for approval ................................... 11
A 7. Documentation to be submitted by the ship builder for information .............................. 12
A8 Documentation to be submitted by the ship owners for approval................................... 12
A9 Documentation to be submitted by the ship owners for information .............................. 12
A 10 On board tests............................................................................................................... 13
B. Bridge design .................................................................................................................. 13
B1 Functions, tasks and means ........................................................................................... 13
B2 Type and range of workstations .................................................................................... 16
B3 Working environment ................................................................................................... 17
B4 Bridge passageways...................................................................................................... 19
B5 Workstation arrangements and required fields of vision ................................................ 20
B6 Fields of vision and bridge window arrangement .......................................................... 24
B7 Workstation layout, consoles and chair arrangement ..................................................... 26
C. Design and arrangement of navigational systems and equipment................................ 29
C1 Design and quality of navigational systems and equipment ........................................... 30
C2 Bridge alarm management ............................................................................................ 30
C3 Arrangement of navigational systems and equipment.................................................... 33
D. Bridge procedures ............................................................................................................. 38
D1 Bridge team management.............................................................................................. 38

D2 Procedures related to regulation 24, 25, 27 and 28 ........................................................ 39
Appendix 1 Application of Regulation 15 Clarifications and considerations ............... 39
Annex 1 of Appendix 1 The aims of Regulation 15 .............................................................. 39
Annex 2 of Appendix 1 Documents referred to and regulations addressed by regulation 15 .. 39
Annex 3 of Appendix 1 Regulation 22 Harmonization with MSC/Circ.982......................... 39
Appendix 2 Examples of location of main equipment on the bridge................................ 39

A. General
A1 Scope and approach
This standard for bridge design, equipment arrangement and procedures (BDEAP) is compiled and
developed to present a set of requirements covering the principles and aims of SOLAS V Regulation 15,
when applying the requirements of regulations:
19 Carriage requirements for shipborne navigational systems and equipment

22 Navigation bridge visibility
24 Use of heading and/or track control systems
25 Operation of steering gear
27 Nautical charts and nautical publications
28 Records of navigational activities
taking regulations 18 and 20 into consideration.
The requirements of these regulations affecting bridge design, design and arrangement of navigational
systems and equipment on the bridge and bridge procedures, are harmonized with related guidelines of
MSC/Circ.982 and relevant ISO and IEC standards for application of the regulations in accordance with
the aim of:
.1 facilitating the tasks to be performed by the bridge team and the pilot in making full
appraisal of the situation and in navigating the ship safely under all operational conditions;
.2 promoting effective and safe bridge resource management;
.3 enabling the bridge team and the pilot to have convenient and continuous access to
essential information which is presented in a clear and unambiguous manner, using standardized
symbols and coding systems for controls and displays;
.4 indicating the operational status of automated functions and integrated components,

systems and/or sub-systems;

decision-making by the bridge team and the pilot;
.6 preventing or minimizing excessive or unnecessary work and any condition or distraction

on the bridge which may cause fatigue or interfere with the vigilance of the bridge team and the
pilot;
.7 minimizing the risk of human error and detecting such error if it occurs through
monitoring and alarm systems, in time for the bridge team and the pilot to take appropriate
action.
Note:
See Appendix 1, Application of Regulation 15 - Clarifications and considerations

A2 Structure and application
A 2.1 UI SC 181 BDEAP is structured to reflect the areas and aims addressed by regulation 15.
A 2.1.1 Requirements
The requirements cover the original IMO regulations and applicable parts of MSC/Circ.982, enabling the
standard to be used as a stand-alone document for the purpose of approval work, and are organized within
the areas of:
Bridge design
Design and arrangement of navigational systems and equipment
Bridge procedures
A 2.1.2 Guidance note

Guidance notes as to how the requirements may be met by acceptable technical solutions or other
remedies are given when applicable. A guidance note given does not in any way exclude alternative
solutions that may fulfil the purpose and intention of the requirement providing other requirements and
the overall bridge functionality are not adversely affected.
A 2.1.3 Annexes
There are two appendices attached to the BDEAP standard. Appendix 1 contains three individual annexes
for clarification and consideration of:
the content of regulation 15

the documents referred to by regulation 15 and the regulations to be applied, cross referencing the
individual aims of regulation 15 and the regulations affected.
the effect of MSC/Circ.982 on the requirements of regulation 22 Bridge navigation visibility by
comparison and harmonization of content.
Appendix 2 contains examples of location of main equipment on the bridge.
A 2.2 The content of the main document is structured with the aim of enabling it to serve as a rational
check list through the different levels of the approval process.
A 2.4 Approval in accordance with IACS BDEAP proves compliance with SOLAS V Regulation 15
when applying regulations 19, 22, 24, 25, 27 and 28 at the time of delivery of the newbuilding.
Verification of compliance with Regulations 19 and 22 addressing technical requirements for equipment
and design, includes verification of the ability of the bridge design, layout and equipment arrangement to
promote effective and safe bridge resource management.
Procedures established for bridge resource management and for purposes specified in regulations 24, 25,
27 and 28 are to be verified in accordance with the ISM Code prior to delivery of the ship and becoming
part of the ships safety management system and included in the ISM certification.
A 3. Normative references
- Applicable parts of MSC/Circ.982 - Guidelines on ergonomic criteria for bridge equipment and
layout
- MSC/Circ.603 - Guidelines on display sizes and techniques for navigational purposes
- IMO A.694(17) - General requirements for shipborne radio equipment forming part of the global
maritime distress and safety system and for electronic navigational aids
- IMO A 830(19) - Code on alarms and indicators

A 4. Informative references
A. 4.1 ISO and IEC standards referred to in MSC/Circ.982 for relevant additional information:
ISO 8468, Ships bridge layout and associated equipment Requirements and
guidelines
ISO 14612, Additional requirements and guidelines for centralized and integrated
functions
IEC 60945, Maritime navigation and radio communication equipment and systems -
General requirements - Methods of testing and required test results
IEC 61174, Electronic Chart Display and Information System (ECDIS) -
Operational and performance requirements, methods of testing and required test
results
A.4.2 ISM Code
A.4.3 Company and Ship Specific Bridge Procedures Manual
A 4.4 STCW 1978, as amended
A 5. Definitions
For the purpose of this document:
A 5.1 Alarm: An alarm or alarm system which announces by audible and visual means a condition
requiring attention.
A 5.1.1 Accept: Manual silencing of an audible alarm.
A 5.1.2 Acknowledge: Action for silencing of audible alarm and bringing visual alarm to steady
state
A 5.1.3 Cancel: Manual stopping of a visual alarm after the cause has been eliminated.
A 5.2 Bridge: The area from which the navigation and control of the ship is exercised, including the
wheelhouse and bridge wings.
A 5.2.1 Bridge wings: Those parts of the bridge on both sides of the ships wheelhouse which,
in general, extend to the ships side.
A 5.2.2 Navigating bridge: Area of a wheelhouse or enclosed bridge allocated navigating

functions and control of the ship, and which includes any additional bridge workstation to be used by the
officer of the watch.
A 5.2.3 Totally enclosed bridge: A bridge without open bridge wings, meaning that bridge wings
form an integral part of an enclosed wheelhouse.
A 5.2.4 Wheelhouse: Enclosed area of the bridge.
A 5.3 Bridge functions: Functions comprising tasks related to operation of the ship and carried out on
the bridge.
A 5.3.1 Primary bridge functions: Functions related to determination, execution and maintenance
of safe course, speed and position of the ship in relation to the waters, traffic and weather conditions.

Such functions are:
- route planning functions

- navigation functions
- collision avoidance functions
- manoeuvring functions
- docking functions
- monitoring of safety systems
- external and internal communication related to safety in bridge operations including distress
situations
- pilotage functions
A 5.3.2 Additional bridge functions: Functions related to ship operations which are to be carried
out on the bridge in addition to primary functions, but not necessarily by the watch officer. Examples of
such functions are:
extended communication functions

monitoring and control of ballasting and cargo operations
monitoring and control of machinery
monitoring and control of domestic systems
A 5.4 Close to: Within functional reach (inside the wheelhouse).
A 5.5 Collision avoidance functions: Detection and plotting of other ships and moving objects;
determination and execution of course and speed deviations to avoid collision.
A 5.6 Commanding view: View without obstructions which could interfere with the navigators ability
to perform his main tasks, covering at least the field of vision required for safe performance of collision
avoidance functions (225).
A 5.7 Conning station or position: Place in the wheelhouse with a commanding view, providing the
necessary information for conning and which is used by navigators, including pilots, when monitoring
and directing the ships movements.
A 5.8 Docking: Manoeuvring the ship alongside a berth while controlling mooring operations.
A 5.9 Manoeuvring: Operation of steering systems and propulsion machinery as required to move the
ship into predetermined directions, positions or tracks.
A 5.10 Monitoring: Act of constantly checking information from instrument displays and environment in
order to detect any irregularities.
A 5.11 Navigation: Planning of the ships route and determination of position and course of the ship,
execution of course alterations and speed changes.
A 5.12 Operating conditions:
A 5.12.1 Normal operating conditions: When all shipboard systems and equipment related to
primary bridge functions operate within design limits, and weather conditions or traffic do not cause
excessive operator workloads.
A 5.12.2 Irregular operating conditions: When external conditions cause excessive operator
workloads.

A 5.12.3 Abnormal operating conditions: When malfunction of technical system requires operation
of backup systems on the bridge, or when it occurs during an irregular operating condition, or when the
officer of the watch becomes unfit to perform his duties and has not yet been replaced by another
qualified officer.
A 5.12.4 Emergency situations: When incidents seriously affect internal operating conditions of
the ship and the ability to maintain safe course and speed (fire, ship system technical failure, structural
damage).
A 5.12.5 Distress situations: Loss of propulsion and/or steering, or when the ship is not seaworthy
due to other reasons (situation prior to abandon ship situation).
A 5.13 Waters
A 5.13.1 Ocean areas: Waters that encompass navigation beyond the outer limits of coastal
waters. Ocean areas do not restrict the freedom of course setting in any direction for a distance equivalent
to 30 minutes of sailing with the relevant ship speed.
A 5.13.2 Coastal waters: Waters that encompass navigation along a coast at a distance less than the
equivalence of 30 minutes of sailing with the relevant ship speed. The other side of the course line allows
freedom of course setting in any direction for a distance equivalent to at least 30 minutes of sailing with
the relevant speed.
A 5.13.3 Narrow waters: Waters that do not allow the freedom of course setting to any side of the
course line for a distance equivalent to 30 minutes of sailing with the relevant ship speed.
A 5.14 Route planning: Pre-determination of course lines, radius turns and speed in relation to the waters
to be navigated.
A 5.15 Workstation: A workplace at which one or several tasks constituting a particular activity are
carried out, and which provides the information and equipment required for safe performance of the tasks.
A 5.16 Workstation for monitoring: A workstation facilitating equipment and a commanding view for
observation of the ships heading and speed, the waters and traffic, incorporating means as required for
positioning of the ship, and if located close to the front windows may serve as conning station for the
master and a pilot carrying out control and advisory functions.
A 5.17 Workstation for navigating and manoeuvring: A workstation with commanding view used by
navigators when carrying out navigation, route monitoring, traffic surveillance and manoeuvring
functions, and which enables monitoring of the safety state of the ship.
A 5.18 Workstation for radio communication: A workplace for operation and control of equipment for
Global Maritime Distress and Safety System (GMDSS), and shipboard communication for ship
operations.
A 5.19 Workstation for safety operations: A workplace dedicated organisation and control of internal
emergency and distress operations, and which provides easy access to information related to the safety
state of the ship.
A 6. Documentation to be submitted by the ship builder for approval
A 6.1 Fields of vision drawings showing:

a) The horizontal field of vision from the various workstations, including the arc of individual
blind sectors and the sum of blind sectors forward of the beam.
b) The vertical field of vision over the bow from the conning station and the workstation for
navigation and manoeuvring, including the line of sight under the upper edge of the window from
standing working position at the workstation.
c) Window arrangement, including inclination, dimensions, framing and height of lower and
upper edge above bridge deck surface as well as the height of the deckhead.
A 6.2 Bridge layout drawings showing:
a) The bridge layout, including the configuration and location of all bridge workstations,
including workstations for additional bridge functions. (See also A 7.1)
b) Configuration and dimensions of workstation consoles including console foundations.
A 6.3 Equipment location drawings showing:
a) Location of instruments and equipment in all workstation consoles.

b) Location of equipment located elsewhere on the bridge.
(See also A 7.1)
A 6.4 List of equipment showing:
All relevant bridge equipment with specification of type, model, manufacturer, supplier and type
approval reference with extension date or copy of valid certificates, when applicable.
A 7. Documentation to be submitted by the ship builder for information
A 7.1 Manuals or instructions for equipment installed for the use of bridge personnel shall be submitted
for information upon request.
A8 Documentation to be submitted by the ship owners for approval
A 8.1 Ship specific bridge procedures covering:
- the use of the heading and/or track control system, operation of steering gear, updating of
nautical charts and recording of navigational activities proving compliance with regulations
24, 25, 27 and 28
A.8.2 Item 8.1 to be included in the ships management plan for ISM certification.
A9 Documentation to be submitted by the ship owners for information
A 9.1 If navigational functions and bridge team management are to be carried out or organized other
than as indicated in this standard (see chapter B1 and D1), documentation describing the differences and
operational procedures shall be submitted in conjunction with relevant drawings of bridge layout and
equipment location submitted by the ship builder for approval. (See A5.2, A5.3)
A 9.2 Description of functions to be performed at workstations which are additional to workstations for
primary bridge functions shall be submitted.

A9.3 Ship specific bridge procedures covering:
- distribution of bridge functions and tasks (see B1)

- manning and training requirements on the bridge at identified operating conditions
taking into account the requirements in B1
Note:
Item 9.3 is to be included in the ships safety management system (SMS) under the ISM code.
A 10 On board tests
A 10.1 A program for the on board testing of the bridge equipment and systems required to be carried, as
well as additional navigation equipment installed, shall be submitted for approval at the earliest possible
stage before sea trials.
A 10.2 Equipment and systems shall be subject to the tests required to ascertain that all controls,
indicators, displays, etc., operate in accordance with their specifications and meet IMO requirements.
A 10.3 Failure conditions shall be simulated on equipment and systems.
B. Bridge design
The bridge shall be designed and arranged with the aim of:
- facilitating the tasks to be performed by the bridge team and the pilot in making full appraisal of
the situation and in navigating the ship safely under all operational conditions
- promoting effective and safe bridge resource management
- allowing for expeditious, continuous and effective information processing and decision-making
by the bridge team and the pilot
- preventing or minimizing excessive or unnecessary work and any condition or distraction on the
bridge which may cause fatigue or interfere with the vigilance of the bridge team and the pilot
Ref. SOLAS V/15.1, 15.2, 15.5, 15.6
The design of bridges is governed by:
- the functions and related tasks to be carried out on the bridge, systems used and methods of task
performance
- the range, layout and location of workstations required for performance of bridge functions
- the fields of vision required for visual observations from each of the workstations
- composition of the bridge team and the procedures required for safe operations under all
identified conditions
- the type and range of equipment to be provided for performance of the tasks at the individual
workstations and elsewhere on the bridge
Design requirements are related to application of regulations 19 and 22.
B1 Functions, tasks and means
The table shows the main bridge functions and tasks to be carried out on the bridge. The types of
approved equipment that are related to the performance of different tasks are indicated. The list may serve
as basis for outfitting of workstations. The type of equipment installed on the individual bridge, the

system configurations and automation level may affect the method of navigation, operational procedures
and qualification levels.
It is regarded as the responsibility of the owners and users that procedures, knowledge and training of the
bridge personnel are related to the individual ships bridge system, including the task and means defined
below, for safe and efficient task performance. Such issues shall be documented in the Company and Ship
specific bridge procedures manual and documented in the ISM Code procedures manual for the vessel.
(See A 8.1, A 8.2)
Tasks and means

Tasks Equipment Information Remarks
to be performed to be operated to be viewed
Navigation
Grounding avoidance
Planning
Plan route prior to departure Paper chart/table
Nautical publications
Alter route while under way GNSS
ECDIS* *Optional installation
ECDIS backup** **If replacing paper
In Transit
Monitor route-keeping:
- Determine position by Pelorus/gyro repeater* *Analogue
bearings Radar Bearings 360 around the horizon,
- Read position on display GNSS (one on each bridge wing)
- Plot position Paper chart/table
- Determine and plot position
automatic ECDIS Optional installation
Maintain route/alter course by
- manual steering Manual steering control *Alternative to heading control
- using autopilot Heading control system Interfaced to ECDIS, gyro, speed,
- automatic route-keeping Track control system* radar when part of INS
(ECDIS)
Give sound signals Whistle control Fog traffic
Receive sound signals Sound reception system Loudspeakers Totally enclosed bridge
Monitor/Take action:
- operational warnings Alarm panel
- system failure alarms
- ships safety state Alarm systems
Monitor heading, turn, rudder Gyro repeater
angle, speed, propulsion Indicators:
- rudder angle
- rate-of-turn
- RPM, Pitch
- speed log
Adjust lighting Dimmer buttons
Monitor shallow water areas Echo Sounder system Water depth (Anchoring)
Monitor performance automatic Conning info Organizing indicator info providing
route-keeping system display situation awareness when in
automatic route-keeping mode
Effect internal communication Intercom (auto telephone)
Effect external communication VHF Related to navigation
Receive/send distress message GMDSS equipment or remote
control

Tasks and means

Traffic surveillance
- Collision avoidance
Detect floating targets Radar with Targets relative
Analyse traffic situations ETP* (may incl. AIS) position, course, *Electronic target plotting
Observe visually Binoculars speed. Expected (historical data)
Window wiper -cleaning - passing distance
heating control Time
Decide on collision avoidance AIS (automatic identification Target true Regarded additional info (means)
measures system) position, course,
speed
Manoeuvring (For route-keeping)
Change steering mode Steering mode switch
Alter heading Heading control Heading (Gyro)
Observe rudder angle Rudder angle
Override steering Override control
Manual steering control
Change speed Propulsion control RPM/Pitch
Give sound signals Whistle control
Receive sound signals Sound reception system Loudspeaker Totally enclosed bridges
Navigate back to route Paper chart/table
GNSS
Maintain track of traffic Radar with route and
navigable waters
ECDIS* *May replace paper
Harbour manoeuvring Thruster Optional
Anchoring
Manoeuvre Manual steering control Heading Performed at front workstations or
Propulsion control Rudder angle in combination with docking station
(Thruster control.) RPM/Pitch Information to be provided for pilots
Positioning Radar Water depth
(Identify anchor position) Chart
GNSS
Observe ships safety state
Monitor alarm conditions:
- Navigation alarms Main alarm panel Alarm list See chapter C 2
Equip. & system failures W/indicators and acceptance
Operational warnings button
- Machinery alarms Alarm panel
- Cargo alarms Alarm panel
- Fire alarm Fire alarm panel
Manual steering (Rating)

Maintain, adjust, alter heading Steering control Gyro repeater
according to order Intercom (Command) Magnetic comp.
Rudder angle
Rate-of-turn
Tasks and means

Conning functions
Determine & direct course and
speed in relation to waters and
traffic
Monitor:
- heading Gyro repeater May be digital
- rudder angle Rudder angle
- rate-of-turn RoT indicator
- propulsion RPM/Pitch

Tasks and means

- speed Speed log
- water depth Echo sounder Anchoring
display
Give sound signals Whistle control button
Effect communication VHF Available
Tasks and means

Safety operations
Take action on alarm condition:
- analyse situation
- consult plans and drawings Manuals Drawings (PC) May be computer based info
- observe ships external Cooperation with navigating officer
operational situation
- organize and execute
measures by communication Intercom (UHF)
- check status of ventilation Emergency stop
system
Monitor development of Alarm panel/screen
alarm conditions
- Fire detection & alarms Fire detection and alarm
panel
- Gas & smoke detection
External communication
Distress - weather - safety GMDSS equipment As required (Area)
Determine weather conditions
Consider navigation warnings Navtex receiver
Public correspondence Additional equipment Specified by owners
Docking operations
(bridge wings)
Directing steering Intercom (command) Heading
Rudder angle
Directing speed Intercom (command) RPM/Pitch
Giving sound signals Whistle control button
Receiving sound signals Sound reception system Loudspeaker Totally enclosed bridge
Perform manoeuvring Steering Additional installation by owners
Propulsion control
Thruster control
Additional functions See Chapter B 2
B2 Type and range of workstations
The ships navigation bridge shall not be used for purposes other than navigation, communications and
other functions essential to the safe operation of the ship, its engines and cargo, and workplaces shall be
arranged with the aim of:
- facilitating the tasks to be performed by the bridge team and the pilot in making full appraisal of the
situation and in navigating the ship safely under all operational conditions
Ref. SOLAS V/15.1, 15.2

B 2.1 Individual workstations for performance of primary bridge functions including conning position
for pilotage shall be provided for:
- navigating and manoeuvring (and traffic surveillance)

- monitoring
- manual steering
- docking on bridge wings
- planning (of voyage, routes, ship operations)
- safety (monitoring and emergency operations)
- communication (GMDSS)
- conning (pilot)*
*See also Guidance note of B 5.11
Guidance note:
The workstation for monitoring may be combined with:
a workplace for navigation (route monitoring /position-fixing) when the workstation for navigation and
manoeuvring provides individual workplaces for traffic surveillance and navigation (chart work);
a backup workstation for navigation and a conning position when electronic chart display and information
system (ECDIS) is installed, enabling navigation, traffic surveillance and manoeuvring at one workplace.
B 2.2 Additional workstations may be arranged for performance of other functions than those related to
primary bridge functions when relevant.
Guidance note:
The main types of additional bridge workstations may be divided into three distinct categories based on purpose and
functions and whether they are to be operated by the watch officer or not: A and B.
A. Workstations for functions regarded related to operation of the ship, its engines and cargo:
a) to be monitored and controlled by the watch officer

b) to be used by other personnel than the watch officer
B. Workstations for functions not regarded essential to safe operation of the ship and to be used by other
personnel than the watch officer, but located on the bridge for practical reasons.
The type of tasks to be performed at the individual workstation and the operating procedures employed may
conclude whether a workstation of category A should be of type a) or b). Workstations of category A, type a)
should not include tasks that may prevent the officer in charge of primary bridge functions to leave a workstation for
additional functions instantly at any time during operations.
See clauses B 5.13 5.15
B3 Working environment
The bridge shall be designed and arranged with the aim of:
- preventing or minimizing excessive or unnecessary work and any condition or distraction on the
Ref. SOLAS V/15.6

Internal environmental conditions on the bridge that may affect human performance are:
- temperature
- humidity
- ventilation
- noise
- vibration
- illumination and type of lighting
- glare and reflection
- interior colours
- occupational safety
B 3.1 The enclosed bridge or wheelhouse shall be equipped with an air conditioning or ventilation
system for regulation of temperature and humidity.
Guidance note:
It should be possible to maintain a temperature which is not less than 18 C in cold climates and does not exceed
27C in tropical climates, and to maintain the relative air humidity in the range of 20% 60%, preferably
maintaining 45% humidity at 21C and not less than 20% at any temperature.
B 3.2 Ventilation system with suitable air flow velocity and rate of air circulation shall be provided.
Direction of air flow from air conditioning and heating systems towards workplaces shall be avoided.
Guidance note:
The preferred air velocity is 0,3 m/s and should not exceed 0,5 m/s.
The recommended rate of air circulation for enclosed spaces is 6 complete changes per hour.
B 3.3 Excessive levels of noise interfering with voice communication, causing fatigue and degrading
overall system reliability, shall be avoided.
Guidance note:
The sound level measured 1 m from the outlets of air distribution systems should not exceed 55 dB(A).
Noise levels produced by individual bridge equipment should not exceed 60 dB(A) at 1 m.
B 3.4 Vibrations when the ship is at normal transit speeds shall not affect the reading of indicators or
the comfort of personnel.
B 3.5 Lighting arranged for adjustment of illumination and direction of light shall be provided at all
workplaces. The illumination brightness shall be sufficient for safe performance of the tasks and possible
to dim down to zero.
B 3.6 Lighting that may be required for continuous operations during darkness and in entrances to the
bridge shall be red with adjustable brightness to suit the operations and ease visual adaptation to darkness.
B 3.7 It shall be possible to dim equipment displays and indicators providing information to individual
workstations and red lighting covering the workstation area, at the workstation in use.
B 3.8 Light sources shall be arranged and located in a way that prevents glare, stray image and mirror
effects in bridge windows and deckhead areas above workstations.
Guidance note:
Deckhead areas above workstations should have a dark colour of matt, anti-gloss type minimizing light reflection.
The colour of bridge bulkheads should have a calm and matt appearance.

B 3.9 To reduce the risk of personnel injury during bridge operations,
- the wheelhouse floor, bridge wings and upper bridge decks shall have non-slip surfaces
- hand- or grab-rails shall be installed as required at workstations, passageways and entrances, enabling
personnel to move and stand safely when the ship is rolling and pitching in heavy weather
- chair deck rails installed at workstations shall be provided with anti-trip skirting board or be flush
mounted
- stairway openings shall be protected if not sufficiently lit or otherwise indicated during darkness
B 3.10 Personnel safety equipment to be stored on the bridge shall be clearly marked and easily
accessible.
B4 Bridge passageways
Bridge passageways shall facilitate the expected movement of the bridge team between individual
workstations, bridge entrances, exits and windows in carrying out the bridge tasks safely and effectively
including the maintenance of equipment.
B 4.1 A clear route across the wheelhouse, from bridge wing to bridge wing for two persons to pass
each other, shall be provided.
Guidance note:
The width of the passageway should be 1200 mm and not less than 700 mm at any single point of obstruction.
B 4.2 The distance between separate workstation areas shall be sufficient to allow unobstructed passage
for persons not working at the stations.
Guidance note:
The width of such passageways should not be less than 700 mm, including persons sitting or standing at their
workstations.
B 4.3 The distance from the bridge front bulkhead, or from any console and installation placed against
the front bulkhead to any console or installation placed away from the bridge front, shall be sufficient for
one person to pass a stationary person.
Guidance note:
Where there is a passageway between the front bulkhead and front workstation consoles, its width should preferably
be 1000 mm and not be less than 800 mm. When the front workstation is placed against the front bulkhead, the
guidelines of B 4.2 may be applicable, or B 4.1 if there is a passageway providing a clear route from bridge wing to
bridge wing aft of the workstation.
B 4.4 The distance between bridge wing consoles and bulkheads shall be as little as possible for easy
operation of controls from both a position behind and beside the console giving optimum view of the
ships side and the mooring operations, but wide enough for one person to pass the console.
Guidance note:
The width of the passageway should be 600 mm.
Note:
The Panama Canal Commission (PCC) requires that a minimum of 1 metre clearance from consoles or obstructions
shall be provided from the forward to aft portions of the bridge wing ends. Special requests for relaxation of this
requirement may be considered on a case-by-case basis.

B 4.5 The clear deckhead height in the wheelhouse shall take into account the installation of deckhead
panels and instruments as well as the height of door openings required for easy entrance to the
wheelhouse. The following clear heights for unobstructed passage shall be provided:
a) The clear height between the bridge deck surface covering and the underside of the deck head
covering shall be at least 2250 mm.
b) The lower edge of deck head-mounted equipment in open areas and passageways, as well as
the upper edge of door openings to bridge wings and other open deck areas shall be at least 2100
mm above the deck.
c) The height of entrances and doors to the wheelhouse from adjacent passageways shall not be
less than 2000 mm.
B5 Workstation arrangements and required fields of vision
The workstations for primary bridge functions shall be arranged to serve their functions under all
operating conditions and different manning of the bridge and provide the fields of vision required for
visual observations and easy cooperation between bridge personnel, promoting effective and safe bridge
resource management.
B 5.1 Workstations for navigating and manoeuvring, including traffic surveillance and monitoring shall
be arranged within an area spacious enough for two persons to carry out the tasks in close cooperation,
but sufficiently close together to enable the watch officer to control and safely carry out all the tasks from
one working area under normal operating conditions.
Guidance note:
The workstation for navigating and manoeuvring should be arranged to allow an assisting officer to carry out route
monitoring, which may include position-fixing and chart work, and course adjustments when ordered, while the
officer in charge concentrates on traffic situations and adjustment of course and speed as required to follow the route
and avoid danger of collision.
The workplaces should be adjacent to enable easy communication and cooperation when two navigators operate the
workstation, and to provide the watch officer with a workstation for safe and efficient performance of all the tasks
when he is the only navigator on the bridge and is to use both the workplace for route monitoring/position-fixing
and the workplace for traffic surveillance/manoeuvring.
Note.
The workplace for position-fixing and chart work is regarded a workstation for monitoring also when in use by an
assisting officer and may serve as a workplace for the use of backup chart systems and for conning when ECDIS is
installed at the workplace for traffic surveillance.
The sketch below shows the relative location of workplaces based on manual position-fixing in paper charts
allowing efficient performance by the single watch officer under normal operating conditions and two persons in
close cooperation when the workload exceeds the capacity of the watch officer:
Position-fixing Alarms Traffic

Chart work Commun.
Manoeuvr. surveillance
Monitoring
Workstation arrangement with work places for Navigation and manoeuvring Monitoring
When an electronic chart system is installed, enabling route monitoring, traffic surveillance and manoeuvring from
one working position, the workplace for monitoring may be used by pilots for conning if located close to centre
windows.

Work places when arranged for the use of electronic chart system incorporating automatic position-fixing (ECDIS
with backup):
Backup nav. system Alarms

Monitoring Comm.
Manoeuvr. Automatic pos.-fix.
Conning
Workstation arrangement for Navigation and manoeuvring Monitoring - Conning
B 5.2 Workplaces for performance of navigation, traffic surveillance and monitoring shall be arranged
for working in standing as well as seated position with optimum field of vision.
B 5.3 The field of vision from the bridge shall be provided, facilitating the tasks to be performed by the
bridge team and the pilot in making full appraisal of the situation and in navigating the ship safely under
all operating conditions as specified in regulation 15.1 by enabling visual observations for performance of
bridge functions at the workstations specified in chapter B 2.
B 5.4 It shall be possible to observe all objects of interest for the navigation such as ships and
lighthouses, in any direction from inside the wheelhouse by providing a horizontal field of vision to the
horizon of 360 within the confines of the wheelhouse.
Guidance note:
On a bridge with enclosed bridge wings it should be possible to obtain the view of 360 from inside the bridge area
by using two positions, one on each side of the workstation for navigation and manoeuvring, not being more than 15
m apart. This guideline may also be applicable for providing the required field of vision within the confines of
wheelhouses with a total breath of more than 18 meters.
B5.5 From the conning position and the workstation for navigating and manoeuvring, the view of the
sea surface forward of the bow to 10 on either side under any ballast or cargo condition shall not be
obscured by more than 2 ships lengths (2 x LOA) or 500 metres, whichever is the less..
B5.6 The workstation for navigating and manoeuvring and the conning position shall provide a field of
vision enabling maintenance of visual traffic surveillance, extending over a forward arc of not less than
225. From a workstation for monitoring, a blind sector covering the view abaft the beam on port side is
accepted.
Guidance note:
All workstations to be used by the officer of the watch should provide a forward field of vision of 225. A blind
sector covering the view abaft the beam on port side may be accepted for workstations to be used infrequently by the
watch officer for short periods at a time and for workstations to be used by assisting officers.
B 5.7 Workstations for monitoring, navigating and manoeuvring shall provide the required fields of
vision from a seated working position and shall not be located directly behind large masts, cranes etc.
which obstruct the view right ahead from the workstation.
B 5.8 No blind sector caused by obstructions outside of the wheelhouse forward of the beam which
obstructs the view of the sea surface as seen from the navigating and manoeuvring workstation, shall
exceed 10, and the clear sectors between blind sectors shall be at least 5. Within a sector from right
ahead to at least 10 on either side, each individual blind sector shall not exceed 5. The total arc of blind
sectors forward of the beam shall not exceed 20.
Guidance note:
To help reducing the size of internal blind sector caused by bridge wing bulwarks and divisions between windows in
bridge wing bulkheads, such bulwarks and bulkheads should be located in a line of sight seen from the working
position at the front workstations.

B 5.9 The workstation for manual steering shall preferably be located on the ships centre line and shall
not interfere with the functions to be performed by the officer of the watch. The steering position shall
provide a forward field of vision not less than 60 to each side. If large masts, cranes, etc., obstruct the
view in front of the workstation, it shall be located some distance to starboard of the centre line,
sufficiently to obtain a clear view ahead.
B 5.10 When the workstation for manual steering is located off centre, or the bow of the ship cannot be
seen from the steering position, special steering references (sighting marks) shall be installed forward of
the steering position. The steering references shall be installed in line parallel to the ships centre line for
use by day and by night.
B 5.11 The ships side shall be visible from the bridge wing. Equipment for docking operations from the
bridge wings, or a workstation console if installed, shall be located to enable visual observations required
for safe manoeuvring of the ship, monitoring of tug and mooring operations and shall provide a field of
vision from not less than 45 on opposite bow to right astern from the working position as shown in
Figure A.
Note:
The Panama Canal Commission (PCC) requires that the conning position located at the extreme end of the bridge
wings provides a clear and unobstructed view fore and aft of the vessels side. The side hull plating at the vessels
waterline, fore and aft, shall be visible from bridge wing conning positions.
B 5.12 The conning position shall be located close to the front centre window to provide the pilot with a
commanding external view, including a view of the sea surface sufficiently close to both sides of the
ships bow for safe directing of the steering in narrow canals and buoy lanes.
Guidance note:
The position for the conning station may be met by the workstation for monitoring/backup navigation when located
sufficiently close to the forward centre window provided the workstation is installed in addition to a complete
workstation for navigation, traffic surveillance and manoeuvring and therefore not required by the ships personnel
during pilotage. (See Guidelines of B 2.1)
Note.
a) The Panama Canal Commission (PCC) requires that the conning position be located directly behind
and next to the centre front window and the nearest window thereto on each side that provides a clear
and unobstructed view ahead for conning during canal transit. A minimum of 1 metre clearance from
consoles or obstructions shall be provided. Special requests for relaxation of this requirement may be
considered on a case-by-case basis.
b) PCC requires that the conning position shall provide a view of the sea surface forward of the bow from
1.5 ships length when at ballast load line and 1 ships length at full load line.
B 5.13 There shall be a close approach access to at least one front window providing the view of the area
in front of the bridge superstructure.
B 5.14 Workstations for additional functions which are to be used by the watch officer (see B 2.1), shall
provide the field of vision required to maintain efficient look-out in accordance with B 5.5 and enable
monitoring of the ships heading and rudder angle.
B 5.15 The location of a workstation for additional functions regarded essential for safe operation of the
ship and to be used by other personnel than the watch officer shall not in any way influence the
performance of primary bridge functions.

B 5.16 Workstations for additional functions not essential to the safe operation of the ship, its engines and
cargo, or furniture arranged for meetings or relaxation inside the wheelhouse shall not be installed within
the area of the navigating bridge or within fields of vision outside this area, which are required for traffic
surveillance from workstations. If such workstation or furniture arrangement is installed close to these
areas, the use of it shall in no way influence the performance of primary bridge functions, either by use of
light, noise disturbance or visual distraction. Ref. IMO Res. A 708 (17)
Guidance note:
The figure below shows the principles for bridge layout with front workstations arranged for operations in seated
and standing position and with bridge wing bulkheads in line of sight from the working positions. A bridge area
which may be regarded outside the navigating bridge and the sectors of required field of vision from workstations are
indicated.
Standing when
working in paper
charts
Conning
Man
an
Navigation/Monitoring Navigating & Man.
an
Docking Docking
Route planning Steering Safety - GMDSS

Area regarded outside the
navigating bridge
See clause B5.15
Figure A. Location of workstations and required fields of vision

Position-fixing in paper charts - Passageway and conning position in front.
Radar ECDIS Bulkhead windows in line of sight

from chair to reduce blind sector
Conning Navigating & Man.

Monitoring
NAV Backup
Docking Docking
Steering
Route planning Safety - GMDSS
Figure B. Required field of vision from the radio station when to be controlled and infrequently used
for short periods of time by the watch officer.
(Navigation based on electronic chart system (ECDIS) Conning position at console.)
Note to figure B (also valid for figure C)

Location of ECDIS at the workstation for navigating and manoeuvring (incl. traffic surveillance) enables position-
fixing at this position and makes the area a complete workstation (WS) for the navigation function and
manoeuvring. This leaves the workstation for navigation backup/monitoring available for conning when installed at
the front bulkhead. Close approach access to front windows is maintained.

Conn.
Man.
Mon. Conn. Navigating & Man., incl.
Backup Nav. Traff. Surveil.
Alarms
Docking Docking
Steering
Figure C. Design principles Flat front - Open bridge wings with passageway from door to door.
Consoles up front - Access to front window -
B6 Fields of vision and bridge window arrangement
B 6.1 The bridge front windows shall be inclined from the vertical plane, top out, at an angle not less
than 10 and not more than 25 to help avoid reflections . Polarized and tinted windows shall not be fitted.
Guidance note:
The rear and side windows should be inclined from the vertical plane top out, at an angle of 4~5 to help avoid
reflections. If the arrangement of light sources meet the requirement of paragraph B3.8 without inclination of the
side and rear windows, inclination may not be necessary.
Note.
Bridges designed with enclosed bridge wings:
Inclined side windows which extend the maximum breadth of the ship may not be in accordance with requirements
of the Panama Canal Commission for some ship sizes.
B 6.2 The lower and upper edge of windows shall not present an obstruction to the view forward of the
bow seen from a seated as well as a standing position at the workstations for monitoring, navigating and
manoeuvring.
Guidance note:
The height of the lower edge of windows above the floor surface should not exceed 1000 mm within the required
field of vision and the height of the upper edge should be at least 2000 mm.
B 6.3 The upper edge of the front windows shall allow a forward view of the horizon for a person with
a height of eye of 1800 mm at the navigating and manoeuvring workstation when the ship is pitching in
heavy seas. If 1800 mm height of eye is considered unreasonable and impractical, a reduction of the
height may be accepted, but not to less than 1600 mm.
Guidance note:
A vertical angle of view of not less than 5 above a horizontal line from a standing eye height of 1750 mm should be
provided. See figure B 6.3.

Standing eye height
1750
2000 1000
1000 100 mm
1500
2500 for chair
adjustment
Figure B 6.3 With front windows at an angle of 15, a vertical angle of view of 5 from an eye height
of 1750 mm may be provided at a distance of 2600 mm from the front bulkhead,
allowing for a passageway of 1000 mm in front of workstation consoles
B 6.4 Framing between windows shall be kept to a minimum and not be installed immediately forward
of any workstation. If stiffeners between windows are to be covered, this shall not cause further
obstruction of the view.
Guidance note:
The division between windowpanes within the required field of vision should not exceed 150mm. If stiffeners are
used, divisions should not exceed 100 mm in width and 120 mm in depth. The width of windowpanes within the
field of vision required for traffic surveillance should not be less than 1200 mm in order to limit the number of
stiffeners.
B 6.5 To enable visual observations through windows to be maintained under all weather conditions, all
windows within the required fields of vision from the working position at workstations to be used by
bridge personnel, including pilots, shall provide a clear view regardless of weather conditions.
Guidance note:
The following means should be installed to provide a clear view through windows:
- sunscreens of roller blind type

- heavy duty blade type wipers and fresh water window washing
- efficient de-icing and de-misting systems
Technical systems installed should comply with appropriate ISO standards*
A catwalk or other means to help maintenance of window wipers and manual cleaning of bridge front windows
should be provided.
* ISO 17899 Marine electric window wipers.

B7 Workstation layout, consoles and chair arrangement
The configuration of workstations and consoles shall provide a workplace for rational and user-friendly
placing of equipment, with the aim of:
- enabling the bridge team and the pilot to have convenient and continuous access to essential
information
- allowing for expeditious, continuous and effective information processing and decision-making by the
bridge team and the pilot
- preventing, or minimizing, excessive or unnecessary work and any condition or distractions on the
Ref. SOLAS V/15.1, 15.2, 15.3, 15.5, 15.6
A functional workstation designed in accordance with the established overall operational and ergonomic
requirements must provide:
- a sufficient area for performance of the tasks to be carried out by the number of people that may be
required to attend
- consoles designed for operations at specific workplaces in standing and seated position,
o enabling installation of equipment to be within reach from the working position
o avoiding obstruction of the view through bridge windows from seated position
- chairs suiting ergonomic requirements for efficient use of installed equipment and maintenance of
fields of vision, if chairs are to be installed
B 7.2 The workstation for navigation and manoeuvring shall have working positions for position-fixing,
manoeuvring and traffic surveillance as close as possible for efficient use by the officer of the watch, but
also enabling the tasks to be performed by two navigators in close cooperation.
Guidance note:
The working position for operating the radar with collision avoidance functions should be regarded the main
working position at this workstation. Controls for course and speed adjustments should be located within reach from
this position to enable collision avoidance manoeuvres without losing view of the traffic, and means for position-
monitoring/-fixing should be readily available.
Figures A and B show examples of workstation layouts designed in compliance with B 5.1. If ECDIS with backup
(which is optional) is not to be installed, the chart table should preferably be installed closer to the radar. See figure
C. Alternatively, spaces may be allocated for future ECDIS installation.

ould
Chart Radar Conning ARPA ECDIS Machinery
ECDIS
Backup
Alarms
Figure B 7.2 A Workstation layout which may include ECDIS with combined electronic and paper chart
backup arrangement as well as conning information display for visual monitoring of INS functions
Figure B 7.2 B A modified workstation configuration, based on same principles as shown in Figure A
May suit wheelhouses with limited depth (longitudinal distance between front and rear bulkheads)
Figure B 7.2 C A modified version of figure B

Figure B 7.2 D Design principles similar to figure C, but without electronic chart installations.
Includes space for conning information display and machinery monitoring system
B 7.3 Consoles shall principally be divided into two areas:
- a vertical (slanting) part for location of information displays to be easily readable

- a horizontal part (desktop) for controls, switches and buttons to be within easy reach from the
working position
B 7.4 The height of console desktops at the workplaces for navigation, manoeuvring, traffic
surveillance and monitoring shall enable easy use of equipment required for safe performance of the tasks
to be performed from both standing and sitting position.
Guidance note:
To provide a functional reach from standing position, the height of console desktops above bridge deck surface
should be 800 mm and not less than 750 mm. The sitting height is governed by the elbow height in relation to
console desktop.
To provide a functional reach of equipment and easy
operation of controls from sitting position, the elbow
height of the operator should preferably be 50 mm
Fold-away higher than the console desktop and not less than the
arm rest height of the desktop.
240
+/- 55 To provide the elbow height required for persons of
different size and build in relation to the console
800 desktop, it should be possible to adjust the height of the
Adjustable Desktop seat to allow an elbow height of 240 mm +/- 55 mm
+ 50 mm above the seat. It should be possible to adjust chair
armrests accordingly, if installed, and to fold the
armrests away.
B 7.5 The console in front of a seated working position shall provide sufficient leg room.
Guidance note:
The leg room should have a depth of 450 mm and not less than required for a person sitting at a working position
350 mm from the console (chair backrest 440 mm from the edge of the console, requiring a leg room depth of at
least 230 mm.)
B 7.6 The consoles forming the front workstations shall not be higher than required for efficient use in
standing position and shall not obstruct the fields of vision over the lower edge windows in front of the
workstation from sitting position.
Guidance note:
The console height should not exceed 1200 mm. This console height may be accepted for installation at a distance of
350 mm or more from the window, also if it interferes with the line of sight from an eye height of 1400 mm,
providing the height of the chair can be adjusted to compensate for the interference.

Standing
Sitting
790
+/- 60
1400 1750
2000 1000 800

610 +/-60
1000
1500 100 mm chair
2500 adjustment
Note: See B6.3 for eye heights at standing position
B 7.7 Consoles within the required fields of vision aft of the front workstation consoles shall not
obstruct the horizontal line of sight from the sitting eye height.
Guidance note:
The height of the consoles should be 100 mm lower than the horizontal line of sight and should not exceed 1300
mm.
B 7.8 When a chair is installed at a workplace for operations in both standing and seated position, it
shall be fastened to rails allowing fore and aft movement of the seat to enable easy reach of equipment
when seated and sufficient room to stand in front of the console when the chair is pushed back. It shall be
possible to adjust the height of the seat to suit users of different heights for optimum view and reaching
distance and armrests, if provided, shall be of fold away type and preferably adjustable in height.
Guidance note:
The seat height of the chair should be adjustable from 550 to 670 mm above the deck surface. The movement in
fore-aft direction should allow the front edge of the seat to be positioned at the edge of the front console and to
allow a free space of at least 700 mm between the chair and console when moved in aft direction. Armrests should
preferably be adjustable from 185 and 295 mm above the seat if installed.
C. Design and arrangement of navigational systems and equipment
Navigational systems and equipment shall be designed with the aim of:
- ..presenting the information in a clear and unambiguous manner, using standardized symbols
and coding systems for controls and displays
- indicating the operational status of automated functions and integrated components, systems
and/or sub-systems
- minimizing the risk of human error and detecting such error if it occurs, through monitoring
and alarm systems, in time for the bridge team and the pilot to take appropriate action
Ref. SOLAS V/15.3, 15.4, 15.7

and be arranged with the aim of:
information
- allowing for expeditious, continuous and effective information processing and decision-making by the
bridge team and the pilot
Ref. SOLAS V/15.1, 15.3, 15.5
C1 Design and quality of navigational systems and equipment
C 1.1 Navigational systems and equipment type approved in accordance with relevant IMO
performance standards meet design requirements established by IMO.
Note.
The basic design of navigation systems and equipment required to be carried is governed by functional and technical
requirements as well as ergonomic and human-machine interface criteria expressed in individual IMO performance
standards.
The quality of the human engineering part of the design of equipment and alarm functions is to be determined in
performance tests and trials carried out during the approval process.
Alteration of hardware and software of type approved equipment requires review of the documentation by the type
approving authority and may include re-testing to a certain extent, depending on the type of changes.
C 1.2 Navigational equipment and systems offering alternative modes of operation shall indicate the
actual mode in use.
C 1.3 The system architecture of an integrated system shall include means providing situation
awareness by indication of operational status of automated functions and the individual equipment.
C 1.4 In case of failure in one part of an integrated navigational system, it shall be possible to operate
every other individual item of equipment or part of the system separately.
C2 Bridge alarm management
An alarm system shall be provided, indicating any fault requiring attention and shall:
- activate an audible and visual alarm on the navigating bridge for any situation which requires action
by or attention of the officer of the watch
- as far as practicable be designed on the self-monitoring principle
The bridge alarm system shall be designed with the overall aim of:
- minimizing the risk of human error and detecting such error, if it occurs, through monitoring and
alarm systems, in time for the bridge team and the pilot to take appropriate action
Ref. SOLAS V/15.7

The overall aim includes the aim of:
- enabling the officer on watch to devote full attention to the safe navigation of the ship
- enabling immediate identification of any abnormal situation requiring action to maintain safe
navigation of the ship
- avoiding distraction by alarms which require attention but have no direct influence on the safe
navigation of the ship and which do not require immediate action to restore or maintain the safe
navigation of the ship
Alarms and indicators on the navigating bridge shall be minimized and only alarms and indicators
required by appropriate IMO Resolutions shall be placed on the navigating bridge, unless permitted by
the flag administration. Ref. IMO Resolution A830/3.16
C 2.1 A method of accepting all alarms on the bridge (both the source of alarm and alarms of other
equipment caused by the loss of sensor input) shall be provided at the navigating and manoeuvring
workstation to avoid distraction. The system shall enable immediate identification of the alarm sources
without requiring any operator action and enable immediate silencing of the alarms by single operator
action.
Guidance note:
A bridge management system should include grouping of alarms and indicators, separating alarms that affect safety
of navigation and alarms that do not influence safety of navigation.
The group of alarms related to safety of navigation should incorporate all system alarms, equipment alarms and
operational warnings that are critical to safety of navigation, including the detection of:
- operator disability
- danger of collision
- heading deviations
- deviations from the route
- danger of grounding
- propulsion failure
- steering gear failure
Essential equipment and systems to be incorporated in such an alarm system should include:
- bridge watch monitoring system

- heading information system
- heading / track control system
- position-fixing systems
- electronic chart system, if installed
- radar with electronic target plotting functions
- relevant machinery alarms for early warning
All groups of bridge alarms and warnings should be centralised in a common panel or screen at the workstation for
navigation and manoeuvring.
C 2.2 Acknowledgement of an alarm at either the instrument or an alarm panel shall cancel the audible
warning at both sources and change the visual alarm from flashing to constant light.
C 2.3 Permanently inhibiting individual alarms shall not be possible, but manual suppression of local
audible alarms may be accepted when this is clearly and constantly indicated at the equipment and the
unit is part of the alarm management system.

Guidance note:
Local audible alarms may be manually suppressed by means of an on/off switch located on or close to the
equipment or by other means, e.g. electronically. The off-position should enable suppression of the audible alarm
when the equipment is part of a central alarm system and the on-position should engage the local alarm when the
equipment serves as a stand-alone unit.
C 2.4 If an alarm channel in a computer-based system is inhibited manually, then this shall be clearly
indicated by a visual signal.
C 2.5 Audible alarms shall be maintained until they are accepted and the visual identification of
individual alarms shall remain until the fault has been corrected.
C 2.6 Alarm indications shall be red, or if on displays, red or otherwise highlighted. If alarm messages
are displayed on colour VDUs, the alarm status shall remain visible in the event of the failure of one
colour of the display system.
Guidance note:
The following method of indication should be applied:
1) Active alarm status:

Red, blinking and audible
2) Active alarm status acknowledged:
Red, static (canceling the audible alarm)
3) Active warning message - not critical:
Yellow, static (may be accompanied by a short audible attention signal)
4) Normal condition:
No light (indication of a safe situation)
C 2.7 The alarm system shall be able to indicate more than one fault at the same time, and the
acknowledgement of any alarm shall not inhibit another alarm, meaning that if an alarm has been
acknowledged and a second fault occurs before the first is rectified, the audible and visual alarms are to
operate again.
C 2.8 A new alarm condition shall be clearly distinguishable from those existing and already
acknowledged by indicating new alarms by a flashing light, and existing and accepted alarms by a
constant light.
Guidance note:
In colour graphic systems, it should not be possible to distinguish between the status of alarms and warnings by
means of colour only.
C 2.9 Provisions shall be made for functional testing of required alarms and indicators.
C 2.10 The alarm system shall be continuously powered and shall have an automatic change-over to
stand-by power supply in case of loss of normal power supply.
C 2.11 Failure of the normal or backup power supply of the alarm system shall be indicated by an alarm.
C 2.12 Loss of system communication shall be indicated by an alarm

C3 Arrangement of navigational systems and equipment
The type and number of navigational systems and equipment to be carried shall at least incorporate the
items specified in regulation 19, and shall be installed at the various workstations with the aim of:
information that is presented in a clear and unambiguous manner, using standardized symbols and
coding systems for controls and displays
- indicating the operational status of automated functions and integrated components, systems and/or
sub-systems
- minimizing the risk of human error and detecting such error if it occurs through monitoring and
alarm systems, in time for the bridge team and the pilot to take appropriate action
Ref. SOLAS V/15.1, 15.3, 15.4, 15.7
The relative location of individual equipment and their placement in relation to the distance from the
working position of the user are governed by:
- Type and range of equipment to be installed

See Guidance note of C 3.1
- Equipment relationship with tasks to be performed at the various workstations
See Guidance note of B1 and C 3.1
- Importance of equipment functions and frequency of use
See B 1
- Workstation and console configurations
See B 7
- Size of equipment and space available for installation
Case by case
C 3.1 All information, controls, facilities and fields of vision required to carry out each of the tasks
safely and efficiently shall be provided at the corresponding workstations.
Guidance note:
The table below specifies minimum carriage requirements for ships of different tonnage, the tasks or the purpose the
equipment should serve and the type of workstation (WS) at which the equipment is to be used and should be
installed. See also table in guidance note to B 1 specifying equipment in relation to functions and tasks.
Workstation for navigating and manoeuvring

Main functions: Position surveillance, traffic surveillance, course alterations and speed changes
Equipment and means
Task/Purpose Equipment Indicators Related equipm. Remarks
Other means
Mandatory Applicable for all ships
Check heading Magnetic compass1 1
Readable from WS
for manual steering
Take optical bearings Pelorus Magnetic compass Arc of 360
Means of correcting
heading and bearing to true
Positioning GNSS
- manual Paper charts
1
Chart table Optional chart system
1
- electronic ECDIS w/backup arr.1
Surveillance by hearing Sound reception system Sound direction All ships w/ totally
enclosed bridge


1
Communicate To emergency
heading 1 steering position
2
- manual Telephone Optional Gyro
- automatic2 2
Main gyro repeater (located in
(optional) steering gear comp.)
Applicable for ships 150gr.t
Spare compass Interchangeable Stored in bridge area
magnetic compass (or other Gyro compass also
means) connected to
emergency source of
electrical power may
be accepted.
Communicate ship/shore Signalling lamp Readily available
Applicable for ships 300gr.t.
Traffic surveillance Radar with electronic 9 GHz
Navigation plotting aid (EPA)
Check keel clearance Echo sounding device
Check speed & distance Speed & distance Speed through the
measuring device water
Transmitting heading 1 Transmitting heading 1
Trans. to Radar/EPA
device 2 and AIS
2
Gyro required for
ships >500 gr.t.
Ship identification, AIS Ref. Reg.19.2.4

tracking
External communication VHF telephone Compulsory (SOLAS
Ch IV/4-1 + 17(f)
1
Determine heading Gyro heading Also available to WS
Transmitting heading 2 Gyro compass repeater for monitoring
2
Trans. to Radar/ATA
and AIS
1
Take bearings arc 2 gyro bearing Main gyro Location bridge
360 repeaters 1 wings
1
Supply heading info to Gyro heading Main gyro Located at emerg.
emergency steering pos. repeater 1 steering position
Manoeuvring Readable also from
- rudder angle Rudder angle WSs for monitoring +
manual steering
- RPM RPM/(Pitch) Readable also from
WS for monitoring
- thruster force + Thruster settings
direction
- operational mode Actual mode of use When equipment
offers diff. modes
Traffic surveillance ATA1 Radar 1
Replaces EPA
Applicable for ships 3000gr.t

Traffic surveillance Radar with ATA 3GHz or 9GHz
Navigation (Add a second radar
with ATA)
Applicable for ships >10000gr.t.
1
Traffic surveillance Automatic radar plotting Radar Replaces one ATA
aid (ARPA) 1
Automatic steering Heading or track control
system
Monitor ships turn Rate-of-turn To be read from WS
for monitoring +
manual steering
Measure speed & dist. 2-axis speed log Over ground
forward + athwartship


Internal com. Auto telephone.
External com. VHF telephone
Monitor alarms and Alarm panel Enabling accept of
warnings alarms and warnings
Accept watch alarms Alarm accept button Watch monitoring
Workstation for monitoring

Main functions: Observation of bridge operations and surrounding environment Assisting OOW
Equipment and means
Task/Purpose Equipment Indicators Related equip. Remarks
Monitor Steering Gyro repeater Main gyro See WS for navigation

Rudder angle and manoeuvring
Rate-of-turn
Monitor Speed Speed Speed log See WS for nav./man.
RPM main engine Pitch if relevant
Monitor time Clock
Give sound signals Whistle control
Accept watch alarms Alarm accept button Watch monitoring
Internal com. Telephone

External com. VHF telephone
Monitoring Ctrls. for window wipers,
environment washing & heating
Binoculars
Workstation for Manual steering

Main functions: Steering in accordance with compass heading and visual marks
Equipment and means
Operating steering Wheel - tiller

device
Monitoring compass Compass heading Magnetic compass
heading Gyro repeater Main gyro
Communicate bridge Hands free talk-back
wings telephone
Workstation for Docking

Main functions: Conning, course alterations, speed changes, mooring operations
Equipment and means
Determine manoeuvring
- Heading Gyro repeater Main gyro
- Speed Speed Speed log
- Steering Rudder angle
- Propulsion RPM
Pitch if relevant
Manoeuvring operations Main engine control1 1
If installed
Steering control1
Thruster control1
Monitor external Wind speed & * Optional installation
conditions direction *
Communicate Handsfree talk-back
wheelhouse telephone
Communicate tugs/pilot VHF (point) Ref. SOLAS Ch.
boats IV/17(f)

Workstation for Docking

Main functions: Conning, course alterations, speed changes, mooring operations
Equipment and means
boats IV/17(f)
Workstation for planning and documentation

Main functions: Route planning documenting ship operations
Equipment and means
Route planning GNSS
Paper chart
Chart table
Electronic chart Optional
Workstation for Safety operations

Main functions: Monitor safety state - Execute relevant measures - Organise operations
Equipment and means
Display alarm Remaining alarm Include
conditions indicators not acknowledgement of
available at WS for fire and emergency
navigation/man. alarms (MSC/Circ ??)
Provide information + Remaining safety controls Info about ships
other means for safety not available at WS for safety systems and
management nav./man. contingency plan to be
Internal telephone available at the WS
Workstation for Radio communication

Main functions: GMDSS Public correspondence
Equipment and means
GMDSS To be specified in relation
to trading area
Public correspondence
Conning station (pilot)

Main functions: External and internal observations for determination of safe course and speed
Equipment and means
Observe waters,
navigational aids and Binoculars Access to radar
traffic
Observe own ships Gyro repeater
heading and steering, Rudder angle
speed and propulsion Speed
RPM/Pitch if
relevant
Effect sound signals Whistle button
Communicate other VHF telephone Easy access from
ships working position

C 3.1.1 Installation of voyage data recorder (VDR)

To assist in casualty investigations, ships, when engaged on international voyages, subject to the
provisions of regulation 20.1.4, shall be fitted with a voyage data recorder (VDR).
C 3.2 Other means than those specified in C 3.1 may be permitted, provided they serve the same
functions and are approved in accordance with regulation 18.
C 3.3 The location of equipment at the workplaces for navigation, manoeuvvring, traffic surveillance
and monitoring shall enable easy use of all controls, switches and buttons from standing position and easy
use of primary means for route monitoring, traffic surveillance, heading and speed adjustments, internal
and external communication, including ships whistle and change of steering mode, from seated position.
Work in paper charts and manoeuvring requiring the use of lateral thrusters may be performed in standing
position only, but controls for thruster systems shall be grouped with controls for propulsion and manual
steering.
Guidance note:
The position for operation of radars and the position at the centre console for harbour manoeuvres are
regarded the main working positions at the workstation for navigation and manoeuvring. Figure C 3.3
indicates location of main categories of equipment that should be within reach from the front workstation
comprising three workplaces. Examples of location of primary equipment are shown in Annex 4.
Conning information
Position-fix receivers
Paper charts Alarms
Communication
Steer
Propulsion
Steer
Figure C 3.3 Example of principle location of main equipment in a centre console which includes
manoeuvring functions.

D. Bridge procedures
D1 Bridge team management
Navigating bridges complying with this standard have been designed and arranged with the aim of:
- facilitating the tasks to be performed by the bridge team and the pilot in making full appraisal of
the situation and in navigating the ship safely under all operational conditions
Ref. SOLAS V/15.1 and 15.2
D 1.1 Procedures shall be established enabling safe operations under all operational conditions by the
manning required to master situations that may appear. Such procedures shall be defined in the Company
and ship specific bridge procedures manual and shall take account of the requirements of the ISM and
STCW Codes and include manning requirements, responsibilities and training requirements for all normal
and abnormal modes of operation.
Guidance note:
The bridge workstations meeting the aims of regulation 15 are arranged to suit the distribution of
functions and tasks at different operating conditions by manning the relevant workstations when required,
as indicated in the table below:
Examples of workstations in use during different operational conditions

Waters
Operational Ocean areas Narrow waters Pilot waters Harbours
conditions Coastal water General Confined
Normal W1 W1 + W2 W1+W2* W1+(W3)+W8 W1+W3+W4
Irregular W1+W2 W1+W2+W3 W1+W2*+W3 W1+W2+W3+W8 W1+W3+W4
Abnormal W1+W2+W3 W1+W2+W3+W8 W1+W2+W3+W8 W1+W2+W3+W8 W1+W2+W3+W4
Emergency W1+(W3)+W6 W1+(W3)+W6 W1+(W3)+W8 W1+(W3)+W8 W1+(W3)+W4
+W7 +W7 +W6+W7 +W6+W7 +W6+W7
*When used by the pilot

WS = Workstation
W1 : WS for navigating, manoeuvring (+ traffic surveillance)

W2 : WS for monitoring/conning (if ECDIS installed at workplace for traffic surveillance See ?? )
W3 : WS for manual steering
W4 : WS for docking
W5 : WS for planning
W6 : WS for safety operations
W7 : WS for communication
W8 : Conning station

Co-operation
W8 - Ship control
Conning - Safety operations
(W 2) W1
Man
Navigation Traffic surveillance

W 4 Docking Docking W 4
W5 W3 W6-W7
Steering
Design principles - Location of workstations

Enabling efficient bridge team management during different operating conditions
The workplace for traffic surveillance and manoeuvring together with the workstation for safety
operations and communication form an operational and emergency control centre wherefrom two persons
can control the ship and handle emergency events in close cooperation.
D2 Procedures related to regulation 24, 25, 27 and 28
D 2.1 The following routines shall be included and emphasized in the regular bridge procedures:
- Use of heading and/or track control systems

- Testing of manual steering system after prolonged use of automatic steering system
- Operation of steering gear
- Updating of nautical charts and nautical publications
- Recording of navigational activities
Appendix 1 Application of Regulation 15 Clarifications and considerations
Annex 1 of Appendix 1 The aims of Regulation 15
Annex 2 of Appendix 1 Documents referred to and regulations addressed

by regulation 15
Annex 3 of Appendix 1 Regulation 22 Harmonization with MSC/Circ.982
Appendix 2 Examples of location of main equipment on the bridge

APPENDIX 1
Application of regulation 15
Clarifications and considerations

Appendix 1 to the IACS UI 181 BDEAP
Introduction
This Appendix contains three annexes forming the platform for the development of the IACS
standard for Bridge Design, Equipment Arrangement and Procedures (BDEAP) for application of
regulation 19, 22, 24, 25, 27 and 28 in accordance with the aims of regulation 15.
The annexes deal with the aims specified in Regulation 15 and the relationship between these aims
and applicable parts of MSC Circ 982 and other IMO instruments which Regulation 15 refers to in
footnotes for application of regulation 19, 22, 24, 25, 27 and 28.

List of content
APPENDIX 1 .......................................................................................................... 1
APPLICATION OF REGULATION 15.................................................................... 1

Clarifications and considerations.......................................................................................................................... 1
Introduction ............................................................................................................................................................. 2
ANNEX 1 OF APPENDIX 1 .................................................................................... 6
THE AIMS OF REGULATION 15 ........................................................................... 6

Introduction ............................................................................................................................................................. 7
AIM 15.1 ................................................................................................................................................................... 7

.1 Overall tasks to be performed.................................................................................................................... 7
.2 Basic tasks performed by the bridge team................................................................................................. 7
.3 Operational conditions and situations........................................................................................................ 8
.3.1 Example of bridge team composition under different operational conditions.................................... 8
AIM 15 .2 .................................................................................................................................................................. 9
.1 Factors promoting safe resource management:......................................................................................... 9
AIM 15.3 ................................................................................................................................................................... 9

.1 Essential information (and controls) required by the bridge team ........................................................... 9
.2 Presentation of information and standardization....................................................................................... 9
AIM 15 .4 .................................................................................................................................................................. 9
.1 Relevant automated functions.................................................................................................................... 9
.4 Indicating the operational status (of automated functions and integrated components, systems and/or
sub-systems) ....................................................................................................................................................... 10
AIM 15 .5 ................................................................................................................................................................ 11
.1 Conditions allowing effective information processing and decision-making:....................................... 11
.2 See Clause 1, item .2 ................................................................................................................................ 11
AIM 15.6 ................................................................................................................................................................. 11

.1 Conditions that may interfere with the vigilance of the bridge team ..................................................... 11
AIM 15.7 ................................................................................................................................................................. 11

.1 Factors imperative for minimizing human error ..................................................................................... 11
.2 Monitoring and alarm systems................................................................................................................. 12
.3 In time for appropriate action .................................................................................................................. 12
ANNEX 2 OF APPENDIX 1 .................................................................................. 13
DOCUMENTS REFERRED TO ............................................................................ 13
AND REGULATIONS ADDRESSED BY REGULATION 15 ................................ 13

Introduction ........................................................................................................................................................... 14

1. GUIDELINES AND STANDARDS REFERRED TO BY REGULATION 15 .. 14

1.1 Guidelines on ergonomic criteria for bridge equipment and layout ............................................... 14
1.1.1 Definition............................................................................................................................................. 14
1.1.2 Scope.................................................................................................................................................... 14
1.1.3 Purpose ................................................................................................................................................ 14
1.2 Performance standards for integrated bridge systems - IBS ........................................................... 14

1.2.1 Definition............................................................................................................................................. 14
1.2.2 System requirement............................................................................................................................. 14
1.3 Performance standards for an integrated navigation system - INS ................................................ 15

1.3.1 Definition............................................................................................................................................. 15
1.3.2 Scope.................................................................................................................................................... 15
1.3.3 Categories of INS ................................................................................................................................ 15
2. REGULATIONS ADDRESSED BY REGULATION 15.................................. 16

Regulation 19 - ....................................................................................................................................................... 16
Carriage requirements for shipborne navigational systems and equipment ................................................ 16

2.1.1 Purpose ................................................................................................................................................ 16
2.1.2 Main requirements............................................................................................................................... 16
2.1.3 Areas affected by the regulation ......................................................................................................... 16
2.1.4 Relevant IMO references .................................................................................................................... 16
2.2 Regulation 22 - ........................................................................................................................................ 16
Navigation bridge visibility .................................................................................................................................. 16

2.2.1 Purpose ................................................................................................................................................ 16
2.3 Regulation 24 .......................................................................................................................................... 18
Use of heading and/or track control systems..................................................................................................... 18

2.3.1 Purpose ................................................................................................................................................ 18
2.4 Regulation 25 .......................................................................................................................................... 19
Operation of steering gear.................................................................................................................................... 19

2.4.1 Purpose ................................................................................................................................................ 19
2.5 Regulation 27 .......................................................................................................................................... 20
Nautical charts and nautical publications.......................................................................................................... 20

2.5.1 Purpose ................................................................................................................................................ 20
2.5.2 Main requirement ................................................................................................................................ 20
2.5.3 Area affected by the regulation........................................................................................................... 20
2.6 Regulation 28 .......................................................................................................................................... 20

Records of navigational activities........................................................................................................................ 20

2.6.1 Purpose ................................................................................................................................................ 20
2.6.2 Main requirement ................................................................................................................................ 21
2.6.3 Area affected by the regulation........................................................................................................... 21
3. SUMMARIZING TABLE ................................................................................ 22
ANNEX 3 OF APPENDIX 1 .................................................................................. 25

Regulation 22 and harmonization with MSC Circ. 982 ................................................................................... 25
Introduction ........................................................................................................................................................... 25
.................................................................................................................................................................................. 25
Navigation bridge visibility .................................................................................................................................. 26
CLARIFICATION.................................................................................................. 29
The extent of horizontal field of vision and the arc of blind sectors abaft the beam. .................................. 29
Clarification and considerations .................................................................................................................... 29

ANNEX 1 of Appendix 1
The aims of Regulation 15

Introduction
In this annex, the aims of regulation 15 are defined and clarified to establish a common
understanding of the content of the individual aims, enabling a common approach in
meeting the aims as specified in the regulation.
A view of the full extent of the aims is regarded essential for safeguarding that the aims are
correctly employed within the areas of bridge design, the design and arrangement of
navigational systems and equipment on the bridge and bridge procedures when applying
the regulations addressed in regulation 15.
AIM 15.1
Facilitating the tasks1 to be performed by the bridge team and the pilot2 in making full
appraisal of the situation and in navigating the ship safely under all operational
conditions3
.1 Overall tasks to be performed
Route planning
Navigation
Manoeuvring
Docking
Manual steering
Conning
Safety operations
Internal and external communication related to the tasks to be performed
Pilotage
.2 Basic tasks performed by the bridge team

(based on minimum equipment carriage requirements and regular manning)
Watch officer:
Navigation - Position-fixing by
optical system
radar system
reading from display
plotting ships position
Visual observations
Adjust ships heading to follow route
Visual look-out
Monitor radar/ARPA
Manoeuvring
Adjust ships heading and speed in relation to traffic
External and internal communication related to safety in bridge operation

Rating, assisting the watch officer:

Visual look-out
Navigator, assisting the watch officer (or watch officer assisting the captain):
Navigation - Route monitoring
Position-fixing
Plotting ships position
Adjust course
Monitor the waters
Rating, relieving the automatic heading control:

Manual steering
Pilot assisting in safe navigation:

Conning and determination of heading and speed
.3 Operational conditions and situations
Normal condition:
When all shipboard systems and equipment related to primary bridge functions
operate within design limits, and weather conditions or traffic do not cause
excessive operator workloads.
Irregular condition:
When external conditions cause excessive operator workloads requiring
professional assistance on the bridge.
Abnormal condition:
When internal technical system failures require operation of basic back-up systems
or when they occur during an irregular operating condition, or when the officer of
the watch becomes unfit to perform his duties and has not yet been replaced by
another qualified officer.
Emergency situation:
When failure of internal ship systems not affecting the ability of navigation or
manoeuvring, or fire incidents occur which need to be controlled and managed
from the bridge.
Distress situations:
When the ship has lost its navigating or manoeuvring capability.
.3.1 Example of bridge team composition under different operational conditions
Reference which may be used for design purposes:
Normal: Watch officer - Night: + Rating

Irregular: Watch officer + assisting navigator (+ Rating)
Abnormal: Captain + Watch officer + look-out (+ helmsman)
Emergency: Captain + Watch officer + assisting navigator + look-out (+ helmsman)
(+ Chief engineer/Chief officer)
A pilot may be included in any of the above manning examples.

AIM 15 .2
Promoting effective and safe bridge resource management1
.1 Factors promoting safe resource management:
- Organized distribution of tasks and responsibilities

- Functional workplace arrangement suiting different operating conditions, task
distribution and task performance
- Procedures for safe operations
AIM 15.3
Enabling the bridge team and the pilot to have convenient and continuous access to
essential information1 which is presented in a clear and unambiguous manner, using
standardized symbols and coding systems for controls and displays2
.1 Essential information (and controls) required by the bridge team
The information and controls required as well as what is to be regarded essential are linked
to the type and importance of tasks to be carried out by the individual members of the
bridge team and the pilot.
The table showing Task and Means which is included in chapter B1 of the BDEAP
Standard identifies the essential information required. Easy access to information may be
provided by outfitting and placing the workstations for efficient task performance by
members of the bridge team, in accordance with the content of chapter C 3.
.2 Presentation of information and standardization
Requirements addressing presentation of information and coding of systems for controls

and displays for equipment required to be carried are regulated by IMO performance
standards and IEC test standards.
AIM 15 .4
Indicating the operational status4 of automated functions1 and integrated components2,

systems and/or sub-systems3
.1 Relevant automated functions
- Steering a set course

- Plotting ships position in an electronic chart system
- Steering along a planned route governed by ships position
- Adjusting the speed according to ships position and preset values
- Manoeuvring operations (Semi automatic/Joystick)
.2 Relevant integrated components
- Heading control unit

- Satellite positioning-fixing unit (GNSS and GPS )
- Electronic chart display unit (ECDIS)
- Radar display unit

- Track control unit

- Speed control unit
.3 Relevant systems:
- Track control system

- Integrated navigation systems (INS), including
- Grounding avoidance system for automatic route-keeping
.4 Indicating the operational status (of automated functions and integrated

components, systems and/or sub-systems)
Indication of operational status is provided by:
supplying continuous information of relevant system activities related to the ships

course, speed, propulsion, steering and operating mode on one individual display
enabling continuous visual observation of key values
enabling the checking of the functioning of system elements and operational
performance
enabling early detection of deviations from planned operations and system
specifications.
Categories of indications that may be included:
Normal operations:
Available components in the total system configuration
Configuration in use
Activity status of individual components in use
Second mode of operation at system failure, preferably based on system failure
mode, effect and criticality analysis (FMEAC)
Early warning:
Reduced accuracy
Reduced reliability of integrated system performance
Reduced reliability of propulsion and steering system
Alarm conditions:
Equipment malfunction
System failure
Display freeze
Operational warnings:
Danger of collision
Danger of grounding
Weather conditions

AIM 15 .5
Allowing for expeditious, continuous and effective information processing and

decision-making1 by the bridge team and the pilot2
.1 Conditions allowing effective information processing and decision-making:
- When all information required for evaluation and decision-making is clearly presented
and available at the location where action is to be taken on the decision made,
including appropriate feedback on actions and updated information for continuous
consideration.
- When information and equipment for performance of functions to be carried out by

different members of the bridge team are arranged at specific workstations located for
close co-operation.
.2 See Clause 1, item .2
AIM 15.6
Preventing or minimizing excessive or unnecessary work and any conditions or

distractions on the bridge which may cause fatigue or interfere with the vigilance of the
bridge team and the pilot1
.1 Conditions that may interfere with the vigilance of the bridge team
Such conditions include:

- poor working environment
- location of workstations for additional functions too close to navigation area
- location of information needed for decision-making which is wide spread
- lack of harmonization of workplace functionality
- unauthorized persons on the navigation bridge
- high workloads
AIM 15.7
Minimizing the risk of human error and detecting such error if it occurs1, through
monitoring and alarm systems2, in time for the bridge team and the pilot to take
appropriate action3
.1 Factors imperative for minimizing human error
Workplace related:
- Workplace functionality
- Information availability
- System reliability
- Human-machine interface
- System architecture of automation systems based on fail-to-safe philosophy
with simple and reliable second mode of operations

Human related:
- Competence
- Attitude
- Complacency
Operational:
- Manning
- Working routines
- Bridge team management
Detectable during operations:

- Inappropriate performance
.2 Monitoring and alarm systems
Systems and methods enabling detection of human error and timely warning for
appropriate action include:
- Monitoring and alarm transfer systems, monitoring personal activity and lack of
response on operational warnings and alarm conditions related to safety of navigation
and the ships safety systems, and transferring unacknowledged warnings and alarms
to qualified person.
.3 In time for appropriate action
Conditions affecting the time for appropriate action:
Operational warnings
- time to danger of collision and grounding (distance/speed)
- time to be allowed for required action
Equipment and system failure alarms

- failure mode and effect
- size of navigating area

ANNEX 2 of APPENDIX 1
Documents referred to
and regulations addressed by regulation 15

Introduction
This annex identifies the scope of the guidelines and standards referred to by regulation 15
for application of regulations 19, 22, 24, 25, 27 and 28. The annex also intends to identify
the purpose and main requirements of the various regulations to be applied, as well as the
relevant areas and aims of regulation 15 that affect the application of the individual
regulations.
1. Guidelines and standards referred to by regulation 15

1.1 Guidelines on ergonomic criteria for bridge equipment and layout
- MSC C 982
1.1.1 Definition
Ergonomics is defined in the guidelines as: The study and design of working environments (e.g.
workstation, cockpit, ship bridges) and their components, work practices, and work procedures for
the benefit of the workers productivity, health, comfort, and safety. Application of the human
factor in the analysis and design of equipment, work and working environment.
1.1.2 Scope
The guidelines are developed to realize a successful ergonomic design of the bridge and the
equipment on the bridge, which will improve the reliability and efficiency of navigation. These
Guidelines therefore contain ergonomic requirements as well as a functional oriented bridge
layout to support watch-keeping personnel in their tasks by user-centered design of the equipment
and layout.
1.1.3 Purpose
The Guidelines have been prepared to support provisions of the revised regulation V/15 of the
SOLAS Convention Principles relating to bridge design, design and arrangement of navigational
systems and equipment and bridge procedures, in force from 1 July 2002.
1.2 Performance standards for integrated bridge systems - IBS
1.2.1 Definition
An integrated bridge system (IBS) is defined as combinations of systems which are interconnected
in order to allow centralized access to sensor information or command/control from workstations,
with the aim of increasing safe and efficient ships management by suitably qualified personnel.
1.2.2 System requirement
The IBS shall support systems performing two or more of the following operations:
passage execution*

communications
machinery control
loading, discharging and cargo control
safety and security
* The function of passage execution in an Integrated Bridge system (IBS) may be performed by an INS
which should at least be an INS(B), covered by the relevant IMO performance standards.
Note.
a) This means that if the ship is fitted with an Integrated Navigation System (INS) without further
integration, the IBS standard is not applicable.
b) With regards to automatic propulsion control regulating the propulsion in accordance with pre-set
speed for different course-legs along the planned route or in relation to a desired time of arrival, this
functionality is identified and regulated in the track-control standard.
1.3 Performance standards for an integrated navigation system - INS
1.3.1 Definition
An INS is a combination of systems that are interconnected to increase safe and efficient
navigation when used by suitably qualified personnel.
1.3.2 Scope
The purpose of an integrated navigation system (INS) is to provide added value to the function
and information needed by the officer in charge of the navigational watch (OOW) to plan, monitor
or control the progress of the ship.
Note.
INS is applicable if Track control system is installed, demanding electronic chart for visual
monitoring of automated functions.
1.3.3 Categories of INS
The performance standards define three categories of INS:
INS(A) for systems that provide the minimum functional requirements of the INS,
including a consistent common reference system.
INS (B) for systems that, in addition to the functional requirements of INS(A), provide
the information needed for decision support in avoiding hazards.
INS (C) for systems that, in addition to the functional requirements of INS(B), provide
the automatic control functions of heading, track or speed

2. Regulations addressed by regulation 15
Regulation 19 -
Carriage requirements for shipborne navigational systems and equipment
2.1.1 Purpose
The regulation aims at ensuring that:
the individual ship is equipped with navigational systems and instruments providing the bridge
personnel with the minimum of information and controls required for safe navigation
the individual navigational systems and equipment to be installed have a minimum level of
functionality and reliability for safe navigation of the ship. (by referring to regulation 18*)
*Regulation 18 aims at ensuring the functionality and quality of navigational equipment by

requiring conformance with appropriate performance standards, which is to be verified by tests and
documented by type approval certificates.
2.1.2 Main requirements
The regulation lists equipment and systems to be installed on the bridge for ships of various
tonnages to facilitate the operational need of information and controls for safe navigation.
2.1.3 Areas affected by the regulation
The regulation affects:
range of equipment to be installed, and implicitly:

the arrangement of navigational equipment on the bridge, with the aim of:
.1 facilitating the tasks to be performed.

.2 promoting effective and safe bridge resource management.
essential information.
.3.1 presenting information in a clear and unambiguous manner
.4 indicating the operational status of automated functions and integrated components.
decision making.
.6 preventing or minimizing excessive or unnecessary work and any conditions of
distractions.
.7 minimizing the risk of human error and detecting such error.
2.1.4 Relevant IMO references
.1 MSC Circ 982, (4.0, 5.2, 5.3, 5,4)
2.2 Regulation 22 -
Navigation bridge visibility
2.2.1 Purpose

the bridge provides appropriate fields of vision enabling detection of danger of collision,
manual steering of the ship and navigation by visual observations from inside the wheelhouse
and the view required from the bridge the wings for safe docking of the ship
The regulation addresses the vertical and horizontal fields of vision required from the conning
position for traffic surveillance, and the horizontal field of vision required for manual steering and
manoeuvring from the bridge wings.
The requirements address:
View of the sea surface from conning position

Blind sectors
Horizontal field of vision from:
o the conning position
o each bridge wing
o the main steering position
View of the ships side
Height of lower edge and upper edge of front windows
Avoidance of reflections in windows
Framing between windows
Avoidance of polarized and tinted windows
Clear view through windows
bridge design with the aim of:
.1 facilitating the tasks to be performed

.3 enabling convenient and continuous access to essential information
by providing:
appropriate field of vision from inside the wheelhouse and bridge wings for:
- traffic surveillance
- visual route monitoring, including position-fixing
- safe harbour manoeuvring and docking of the ship from the bridge wings
- safe steering of the ship from the workstation for manual steering
avoiding:
unacceptable obstruction of the view caused by:
- blind sectors
- reflection in windows from internal lights or bright sunshine
- size of windows
- framing between windows
- polarized or tinted windows

.1 MSC Circ 982, (5.1.1.1, 5.1.2, 5.1.3)
The main difference between Regulation 22 and the IMO Guidelines is that the field of vision for
collision avoidance is related to the conning position in Regulation 22, but from the navigating and
manoeuvring workstation in the Guidelines. See Annex 3
More specifically, in addition to the requirements of regulation 22, regulation 15 through the IMO
Guidelines (MSC Circ. 982) aims at ensuring that:
bridge configuration, location of workstations and window arrangement enable:
- the watch officer to monitor the traffic visually at the same time as monitoring
instruments and operating controls when seated at the navigating and manoeuvring
workstation
- an assisting navigator to monitor the traffic from a sitting position at a separate

workstation
- manual steering from a separate workstation
The guidelines affect bridge design with the aim of:
further facilitating the tasks to be performed by the bridge team and the pilot. and to have
continuous access to essential information, promoting effective and safe bridge resource
management by:
incorporating visual information as an integral part of the total information required for traffic
surveillance and navigation at a workstation facilitating equipment for manoeuvring
enabling continuous look-out and the ability to take appropriate actions to avoid collision and
carry out navigation functions from one working position
2.3 Regulation 24
Use of heading and/or track control systems
2.3.1 Purpose
the steering mode can be safely changed from automatic to manual steering without delay at all
times under irregular operational conditions in order to reduce the risk of unintentional course
alteration should a failure to the heading control or gyro compass system occur
the manual steering system is functioning after long time use of automatic steering
The regulation requires:
instant availability of a qualified helmsman (rating or assisting officer)

change-over operation to be performed by or under supervision* of a responsible officer (see

comment under 2.3.3)
function test of steering system
arrangement of navigational equipment and

bridge procedures
with the aim of:
.1 facilitating the tasks to be performed.

.2 promoting effective and safe bridge resource management
by preventing loss of operational control of the steering
Note. *Ref. 2.3.2

The aims of .1 and .2 may be in conflict with the aims of .6, minimizing distractions and interfering
with the vigilance of the bridge team and .7, minimizing the risk of human error.
It may improve safety of operations if the change-over task always is carried out by the
officer in charge at his workplace. This avoids having several persons occupied with the
same task, thereby, the risk of misunderstanding (human error) when more than one officer
attend the bridge operations, and the helmsman need not be involved in the change-over.
(Ref. the Torrey Canyon casualty)
The technical means (normally a steering mode switch) for the change-over function
should be located for efficient use and to help avoid human error:
- within reach at the workstation for navigation and traffic surveillance

- not accessible at the workstation for manual steering

.1 MSC Circ 982, (5.3)
2.4 Regulation 25
Operation of steering gear
2.4.1 Purpose
The regulation aims at:
ensuring redundant power supply to the steering gear system in critical situations in order to
reduce the risk of the ship losing steering function, causing distress situations
more than one steering power unit in operation

arrangement of bridge equipment and

bridge procedures
with the aim of:
.1 facilitating the task to be performed.
.1 MSC Circ. 982 (5.3.2.1)
2.5 Regulation 27
Nautical charts and nautical publications
2.5.1 Purpose
the ship and the bridge personnel are provided with up-to-date nautical charts and publications
relevant for the waters to be navigated in order to reduce the risk of grounding
2.5.2 Main requirement
The regulation requires that:
nautical charts and nautical publications, such as sailing directions, lists of lights, notices to
mariners, tide tables and all other nautical publications necessary for the intended voyage, shall
be adequate and up to date
2.5.3 Area affected by the regulation
bridge procedures with the aim of:

essential information.
2.6 Regulation 28
Records of navigational activities
2.6.1 Purpose

navigational activities leading to an incident, occurrence of system failures and information

available to the bridge personnel during the voyage are recorded sufficiently detailed to enable
restoring of data for the purpose of investigation, learning and avoidance of similar incidents
2.6.2 Main requirement
that ships keep on board a record of navigational activities and incidents for the complete
voyage in accordance with Guidelines for recording events related to navigation, maintained
in a log-book or in another form approved by the administration. (Ref. IMO Guidelines for
recording events + See also report from NAV 47)
2.6.3 Area affected by the regulation
arrangement of bridge equipment and

bridge procedures, aiming at:
.1 MSC Circ 982 (5.3.2.1)

3. Summarizing table
Summarizing table for harmonization of regulations, aims and guidelines

SOLAS Affecting Aims of regulation 15 References in Main requirements Purpose
Regulation Bridge Equip. Bridge .1 .2 .3 .4 .5 .6 .7 MSC ISO IEC address:
design design proce 982
and dures
arrang
19 Minimum equipment Provide info + ctrls

Range of installations safe operations
Equip- X 4 Workstations (WS) Bridge functionality
X 5.3 WS layout WS functionality
ment
X 5.3 Equipment location Info needs
Effective operations
X Indicate operation mode Situation awareness
X 5.3 WS arrangement Bridge functionality
availability of information Situation awareness
X 5.1 Bridge layout Reduce fatigue,
5.2 Work environment distraction
X 5.4 Alarms Detect human error
Situation awareness
22 Field of vision from Safe conning,
Bridge positions in wheelhouse steering, docking
visibility Field of vision from Harmonising regulation
X 5.1.1.1 workstations req.s and functions
X 5.1.2 Location of workstations Harmonising functions
and team operations
5.1.3 Passageways Accessibility
24 Redundancy-Testing Function reliability

Heading/ X 5.3.3 Availability of unit Safe operations
Track ctrl. X Availability of operator Manual operations
X Testing System reliability
systems

Summarizing table for harmonization of regulations, aims and guidelines

SOLAS Affecting Aims of regulation 15 References in Main requirements Purpose
Regulation Bridge Equip. Bridge .1 .2 .3 .4 .5 .6 .7 MSC ISO IEC address:
design design proce 982
and dures
arrang
25 Redundancy System reliability
Steering (power supply)
gear X 5.3.2.1 Logical location Availability
X Engage additional power Safeguarding function
line
27 Up-to-date info Avoid grounding

Charts X Access to essential info Safe operations
Recording of activities Restore voyage
28 X 5.3.2.1 Logical location Availability
Recording X Safeguard performance Investigate
Learn

ANNEX 3
Regulation 22
HARMONIZATION WITH MSC/CIRC. 982

ANNEX 3 of APPENDIX 1
Regulation 22 and harmonization with MSC Circ. 982
Introduction
The main difference between Regulation 22 Navigation bridge visibility and MSC
/Circ. 982 Guidelines on ergonomic criteria for bridge equipment and layout is that the
field of vision required from the conning position in Regulation 22 is required from the
navigating and manoeuvring workstation in the Circular.
The guidelines of MSC Circ.982 use the term should also for requirements where
requirements of Regulation 22 use the term shall. For the reason of consistency, the
term shall, is used also for guidelines which are harmonized with regulation 22.
In the following, regulation 22 written in Italics with the alterations indicated by

strikethrough and the additional text written in upright, represents the full wording of
regulation 22 harmonized with chapter 5.1.1.1 Field of vision in MSC/Circ.982.
Providing the required fields of vision from the relevant workstations in accordance with
MSC Circ. 982, affecting bridge design, the arrangement of navigational systems and
bridge procedures, has been regarded essential in meeting the aims of regulation 15 when
applying the requirements of regulation 22.
In accordance with the aims of regulation 15 pointing to MSC Circ 982 for the
application of regulation 22, the harmonized version of this annex has been applied in the
development of the IACS BDEAP standard.
Note.
The upgrading of the original requirements of SOLAS V/22 when regulation 22 is
applied in accordance with the aims of SOLAS V/15 may call for a revision of regulation
22

Navigation bridge visibility
1 Ships of not less than 45 m in length as defined in regulation 2.4 of this chapter
(SOLAS V) constructed on/or after 1 July 1998, shall meet the following requirements:
.1 The view of the sea surface from the conning position and the navigating
and manoeuvring workstation shall not be obscured by more than two ship
lengths, or 500 m, whichever is the less, forward of the bow to 10 on
either side under all conditions of draught, trim and deck cargo.
(5.1.1.1.1)
There shall be a field of vision around the vessel of 360 obtained by an

observer moving within the confines of the wheelhouse. (5.1.1.1.2)
.2 The safe look-out from the navigating and manoeuvring workstation shall
not be influenced by blind sectors.
No blind sector caused by cargo, cargo gear or other obstructions outside

of the wheelhouse forward of the beam which obstructs the view of the sea
surface as seen from the conning position and the navigating and
manoeuvring workstation, shall exceed 10. The total arc of blind sectors
shall not exceed 20. The clear sectors between blind sectors shall be at
least 5. Over an arc from right ahead to at least 10 on each side, each
individual blind sector shall not exceed 5. (5.1.1.1.7)
.3 The horizontal field of vision from the conning position and the navigating
and manoeuvring workstation shall extend over an arc of not less than
225, that is from right ahead to not less than 22.5, abaft the beam on
either side of the ship. (5.1.1.1.3)
From the monitoring workstation, the field of vision shall extend at least
over an arc from 90 on the port bow, through forward, to 22.5 abaft the
beam on starboard. (5.1.1.1.4)
.4 From each bridge wing the horizontal field of vision shall extend over an
arc of at least 225, that is from at least 45 on the opposite bow through
right ahead and then from right ahead to right astern through 180 on the
same side of the ship. (5.1.1.1.5)
.5 From the main steering position (workstation for manual steering), the
horizontal field of vision shall extend over an arc from right ahead to at
least 60 on each side of the ship. (5.1.1.1.6)

.6 The ships side shall be visible from the bridge wing. Bridge wings shall
be provided out to the maximum beam of the ship. The view over the
ships side shall not be obstructed. (5.1.1.1.8)
.7 The height of the lower edge of the navigation bridge front windows above
the bridge deck shall be kept as low as possible and allow a forward view
over the bow for a person in a sitting position at the workstation for
navigating and manoeuvring and the workstation for monitoring. In no
case shall the lower edge present an obstruction to the forward view as
described in this regulation. (5.1.1.2.1)
.8 The upper edge of the navigation bridge front windows shall allow a
forward view of the horizon, for a person in standing position with a
height of eye of 1800 mm above the bridge deck at the conning position
and at the navigating and manoeuvring workstation, when the ship is
pitching in heavy seas. The Administration, if satisfied that a 1800 mm
height of eye is unreasonable and impractical, may allow reduction of the
height of eye, but not less than 1600 mm. (5.1.1.2.2)
.9 Windows shall meet the following requirements:
.9.1 To help avoid reflections, the bridge front windows shall be inclined from
the vertical plane top out, at an angle of not less than 10 and not more
than 25. (5.1.1.2.4)
To help avoid reflections, rear and side windows shall be inclined from
vertical plane top out, at an angle not less than 10 and not more than 25.
Exceptions can be made for windows in bridge wing doors. (5.1.1.2.5)
.9.2 Framing between navigation bridge windows shall be kept to a minimum

and not be installed immediately forward of any workstation, or the
center-line. If stiffeners between windows are to be covered, this shall not
cause further obstructions of the field of view from any position inside the
wheelhouse. (5.1.1.2.3)
.9.3 Polarized and tinted windows shall not be fitted. (5.1.1.2.7)
.9.4 At all times, regardless of weather conditions, at least two of the

navigation bridge front windows shall provide a clear view, and in
addition, depending on the bridge configuration, an additional number of
windows shall provide a clear view.
A clear view through at least two of the navigation bridge front windows
and, depending on the bridge configuration, an additional number of

clear-view windows shall be provided at all times, regardless of weather

conditions. (5.1.1.2.8)
To ensure a clear view and to avoid reflections in bright sunshine,

sunscreens with minimum colour distortion shall be provided at all
windows. Such screens shall be readily removable and not permanently
installed. (5.1.1.2.6)
2 Ships constructed before 1 July 1998 shall, where practicable, meet the
requirements of paragraphs 1.1 and 1.2. However, structural alterations or additional
equipment need not be required.
3 On ships of unconventional design which, in the opinion of the Administration,

cannot comply with this regulation, arrangements shall be provided to achieve a level of
visibility that is as near as practical to that prescribed in this regulation.

Clarification
The extent of horizontal field of vision and the arc of blind sectors abaft the beam.
The safe look-out from the navigating and manoeuvring workstation should not be
influenced by blind sectors.
Regulation 22
1.2 No blind sector caused by cargo, cargo gear or other obstructions outside of the
wheelhouse forward of the beam which obstructs the view of the sea surface as
seen from the conning position and the navigating and manoeuvring workstation,
shall exceed 10. The total arc of blind sectors shall not exceed 20. The clear
sectors between blind sectors shall be at least 5. Over an arc from right ahead to
at least 10 on each side, each individual blind sector shall not exceed 5.
(5.1.1.1.7)
1.3 The horizontal field of vision from the conning position and the navigating and
manoeuvring workstation shall extend over an arc of not less than 225, that is
from right ahead to not less than 22.5, abaft the beam on either side of the ship.
(5.1.1.1.3)
Clarification and considerations
In order to achieve the required field of vision of 225, a clear sector of at least 5 must
appear at the end of the sector on each side, meaning that:
at least two clear sectors of 5 are required within the sector of 22.5 abaft the
beam, whereof one shall appear at the end on each side of the sector of 225
Considerations
The maximum blind sector of 10 accepted forward of the beam and the minimum
acceptable clear sector of 5 between blind sectors are also considered applicable for the
area abaft the beam.
Blind sectors in this area are mostly caused by bulkheads, ventilator arrangements, bridge
wing doors or unreasonable framing between windows. Regardless of what causes the
blind sectors, the required clear sectors should be provided within the limits given seen
from the working position at the workstation and from the conning position.

Appendix 2 to the IACS BDEAP standard
TASKS AND RELATED MEANS
EXAMPLES OF LOCATION OF MAIN EQUIPMENT
IACS Corr.1 Mar 2004

List of content
1 Table of tasks and related means for safe operations ........................................................... 3

2 Individual workplaces arranged for internal access ............................................................. 6
3 Redundant workstations...................................................................................................... 6

1 Table of tasks and related means for safe operations
Tasks and Means - Location

Function/Tasks Equipment L Information L Remarks
Navigation L = Reference for
Grounding avoidance location in console
Planning
Plan route prior to departure Paper chart/table N1
Nautical publications
Alter route while under way DGPS N2 GPS Position
ECDIS* N3 *Optional install.
ECDIS backup** N4 **If replacing paper
In Transit
Monitor route-keeping: *Analog.
- Determine position by Pelorus/gyro repeater* N5 Bearings 360 around
bearings Radar N6 the horizon, (one on
- Read position on display DGPS N2 each bridge wing)
- Plot position Paper chart/table N1
- Determine and plot position
automatic ECDIS N3 Optional installation
Maintain route/alter course by *Alternative to head
- manual steering Manual steering ctrl M1 ctrl.
- using autopilot Heading ctrl. system M2 Interfaced to ECDIS,
- automatic route-keeping Track ctrl. system* M2A* gyro, speed, radar
(ECDIS) NA2 when part of INS
Give sound signals Whistle ctrl. C1 Fog - traffic
Receive sound signals Sound reception syst. C2 Loudspeakers Enclosed bridge
Monitor/Take action:
- operational warnings Alarm panel S1
- system failure alarms
- ships safety state Alarm systems S2
Monitor heading, turn, rudder Gyro repeater IM1
angle, speed, propulsion Indicators:
- rudder angle IM2
- rate-of-turn IM3
- RPM, Pitch IM4
- speed log M5
Adjust lighting Dimmer buttons L1
Monitor shallow water areas Echo Sounder system N10 Water depth IN1 (Anchoring)
Monitor performance automatic Conning info IA3 Organizing indicator
route-keeping system display info providing situation
awareness when in
automatic route-
keeping mode
Effect internal communication Intercom (auto tlph.) C3
Effect external comm. VHF C4 Related to nav.
Receive/send distress message GMDSS remote ctrl. C5
Traffic surveillance T
- Collision avoidance
Detect floating targets Radar with T1 Targets relative *Electronic target
Analyse traffic situations ETP* (may incl. AIS) position, plotting (historical
Observe visually Binoculars course, speed data)
Window wiper -cleaning - Expected passing
heating ctrl. distance
Time
Decide on collision avoidance AIS (automatic T2 Target true Regarded additional
measures identification system) position, course, info (means)
speed
Manouevring M (For route-keeping)

Change steering mode Steering mode switch M0

Alter heading Heading ctrl. M2 Heading (Gyro) IM1
Observe rudder angle Rudder angle IM2
Override steering Override ctrl. M4
Manual steering ctrl. M1
Change speed Propulsion ctrl. M3 RPM/Pitch IM4
Give sound signals Whistle ctrl. C1
Receive sound signals Sound reception syst. C5 Loudspeaker IC5 Enclosed bridges
Navigate back to route Paper chart/table N1
DGPS N2
Maintain track of traffic Radar with route and T1
navigable waters
ECDIS* N3 *May replace paper
Harbour manoeuvring Thruster M5 Owners specification
Anchoring
Manoeuvre Manual steering ctr. M1 Heading IM1 Performed at front
Propulsion ctr. M3 Rudder angle IM2 workstations or in
(Thruster ctrl.) M5 RPM/Pitch IM4 combination with
Positioning Radar T1 Water depth IM6 docking station.
(Identify anchor position) Chart N1
Information to be
DGPS N2
provided for Pilots.
Observe ships safety state
Monitor alarm conditions:
- Navigation alarms Main alarm panel Alarm list
Equip. & system failures W/indicators and
Operational warnings acceptance button
- Machinery alarms Alarm panel
- Fire alarm Fire alarm panel
Conning station
Determine & direct course and
speed in relation to waters and
traffic
Monitor:
- heading Gyro repeater IM1 Digital, readable 2 m
- rudder angle Rudder angle IM2
- rate-of-turn RoT indicator IM3
- propulsion RPM/Pitch IM4
- speed Speed log IM5
- water depth Echo sounder IM6 Anchoring
display
Give sound signals Whistle ctrl. button
Effect communication VHF Available
Manual steering (Rating)

Maintain, adjust, alter heading Steering ctrl. M6 Gyro repeater
according to order Intercom (Command) C6 Magn. comp.
Rudder angle
Rate-of-turn
Safety operations
Take action on alarm condition:
- analyse situation Computer based
- consult plans and drawings Manuals - Drawings info
- observe ships external Cooperation with
operational situation navigating officer
- organize and execute
measures by communication Intercom (UHF)

- check status of ventilation Emergency stop

system
Monitor development of
alarm conditions
- Fire detection & alarms Fire detection and alarm
panel
- Gas & smoke detection
External communication
Distress - weather - safety GMDSS station C7 As required (Area)
Determine weather conditions
Consider nav. warnings Navtex reciever C8
Public correspondence Additional equipment Specified by owners
Docking operations
(bridge wings)
Directing steering Intercom (command) C6 Heading IM1
Rudder angle IM3
Directing speed Intercom (command) C6 RPM/Pitch IM5
Giving sound signals Whistle control button C1
Receiving sound signals Sound reception syst, C2 Loudspeaker IC2 Enclosed bridge
Perform manoeuvring Steering M1 Additional install. by
Prop. ctrls M3 owners
Thruster ctrl. M4
Additional functions See B 2
N = Equipment for Navigation

A = Indicating extended automation of function
I = Information - indicators/displays for navigation
T = Equipment for Traffic surveillance
C = Communication means
M = Means required for Manoeuvring functions

2 Individual workplaces arranged for internal access
IM1 IM2 IM3 IN1 IM4 IM5
C2
N8 N6 T1 N8 N9 C5 IC2
IA3
T3
T4 NA2
S1
N7
C4 C3 C4
M2/A1 M4
Alarms
M0
M5 M3 M1
C3
IM1
M5
Example of location of main equipment in a centre console. Easy access to manoeuvring functions in
standing position. Ref. clause C 3.3
3 Redundant workstations
IM1 IM2 IM3 IN1 IM4 IM5
C2
N8 N9 N6 T1 N8 N9 C5 IC2
IA3
T3
NA2 T4 NA2
S1
M2/A1
M0
Alarms
M1
M3
M4
S1
IM1
M5
When all the means required for performance of navigation, traffic surveillance and manoeuvring are
available at each of the two workplaces, a long centre console dividing the workstation may used.

SC 182
SC182 Bulk carriers not complying with SOLAS XII/9 as

(Nov. 2003)
(Corr 1, of 1 January 2004
Dec 2003)
(Chapter XII, Regulation 9)
Regulation (SOLAS XII/Reg. 9):
For bulk carriers being within the application limits of regulation 4.2, which have been
constructed with an insufficient number of transverse watertight bulkheads to satisfy
that regulation, the Administration may allow relaxation from the application of
regulations 4.2 and 6 and condition that they shall comply with the following
requirements:
.1 for the foremost cargo hold, the inspections prescribed for the annual survey in
the enhanced programme of inspections required by regulation XI/2 shall be
replaced by the inspections prescribed therein for the intermediate survey of
cargo holds;
.2 are provided with bilge well high water level alarms in all cargo holds, or in
cargo conveyor tunnels, as appropriate, giving an audible and visual alarm on
the navigation bridge, as approved by the Administration or an organization
recognized by it in accordance with the provisions of regulation XI/1;and
.3 are provided with detailed information on specific cargo hold flooding

scenarios. This information shall be accompanied by detailed instructions on
evacuation preparedness under the provisions of Section 8 of the International
Safety Management (ISM) Code and be used as the basis for crew training
and drills.
Interpretation:
Bulk carriers subject to SOLAS XII/9 but which have not been brought into compliance
with XII/9 as of 1 January 2004 are to comply with XII/12 in accordance with the
compliance schedule of XII/12 (i.e not later than the date of the annual, intermediate or
renewal survey of the ship to be carried out after 1 July 2004, whichever comes first)
as well as UI SC 180.
Note:
1. This UI SC 182 is to be uniformly implemented by IACS Members and


182-1 IACS Int. 2003/ Corr 1 2003

SC 183
SC183 Endorsement of Certificates with the Date

(Nov 2003)
of Completion of the Survey on which they
LL67 are Based
(Nov 2003)
MPC10 The MSC/Circ. 1012 and MEPC/Circ. 384 read as follows:

(Nov 2003)
1. The Maritime Safety Committee, at its seventy-fourth session (30 May to 8 June
2001) and the Marine Environment Protection Committee, at its forty-sixth session (23
to 27 April 2001), acknowledging that, in the process of transition to the Harmonized
System of Survey and Certification (HSSC) under the SOLAS, MARPOL and Load
Line Conventions, it has become evident that it is sometimes difficult on the pre-HSSC
certificates, and in certain cases not possible on certificates issued under the HSSC, to
find information on the date of completion of the survey on which the certificate in
question and its validity is based, agreed that when the date of issue of a certificate
does not correspond with the associated survey, all certificates should clearly indicate
when the associated survey was completed. The primary purpose of this indication is
to provide port State control officers and other parties with clear and unambiguous,
information.
2. Conscious of the time needed to effect the appropriate amendments to the form of
the certificates issued under the HSSC; realizing that any amendments to the form of
pre-HSSC certificates are no longer possible; and recognizing that it would be
advantageous for all the parties involved to provide in the certificates as soon as
possible, all the information that port State control officers may need, the Committees
invited flag Administrations, in the interim and when appropriate, to endorse, or
authorize their recognized organizations to endorse, the relevant certificates with the
following words:
"Completion date of the survey on which this certificate is based: dd/mm/yy".
Interpretation
For application of this Circular the following IACS Unified Interpretation applies:
The Completion date of the survey on which this certificate is based, is the date of the
last survey visit on which all statutory and class items, required to be surveyed, have
been surveyed (regardless if they were found satisfactory or with minor deficiency).
Note:
March 2004.

183-1 IACS Int. 2003

SC 184
SC184 Machinery Installations

(Dec 2003)
Dead Ship Condition
SOLAS Regulation II-1/26.4
Means shall be provided to ensure that machinery can be brought into operation from
the dead ship condition without external aid.
Interpretation
Dead ship condition for the purpose of Regulation II-1/26.4, is to be understood to

mean a condition under which the main propulsion plant, boilers and auxiliaries are not
in operation and in restoring the propulsion, no stored energy for starting and operating
the propulsion plant, the main source of electrical power and other essential auxiliaries
is assumed to be available.
Where the emergency source of power is an emergency generator which complies

with Regulation II-1/44, SC185 and SC124, this generator may be used for restoring
operation of the main propulsion plant, boilers and auxiliaries where any power
supplies necessary for engine operation are also protected to a similar level as the
starting arrangements.
Where there is no emergency generator installed or an emergency generator does not

comply with Regulation II-1/44, the arrangements for bringing main and auxiliary
machinery into operation are to be such that the initial charge of starting air or initial
electrical power and any power supplies for engine operation can be developed on
board ship without external aid. If for this purpose an emergency air compressor or an
electric generator is required, these units are to be powered by a hand-starting oil
engine or a hand-operated compressor. The arrangements for bringing main and
auxiliary machinery into operation are to have capacity such that the starting energy
and any power supplies for engine operation are available within 30 minutes of a dead
ship condition.
Note:
March 2004.

184-1 IACS Int. 2003

SC 185
SC185 Starting Arrangements for Emergency

(Dec 2003)
Generating Sets
Emergency generating sets shall be capable of being readily started in their cold
condition at a temperature of 0 deg C. If this is impracticable, or if lower temperatures
are likely to be encountered, provision acceptable to the Administration shall be made
for the maintenance of heating arrangements, to ensure ready starting of the
generating sets.
Interpretation (From MSC/Circ.736)
Emergency generating sets shall be capable of being readily started in their cold
condition at a temperature of 0 deg C. If this is impracticable, or if lower temperatures
are likely to be encountered, heating shall be provided to ensure ready starting of the
generating sets.
Each emergency generating set arranged to be automatically started shall be

equipped with starting devices approved by the Administration with a stored energy
capability of at least three consecutive starts. A second source of energy shall be
provided for an additional three starts within 30 minutes unless manual starting can be
demonstrated to be effective.
Interpretation (From MSC/Circ.736)
Each emergency generating set arranged to be automatically started shall be

equipped with starting devices with a stored energy capability of at least three
consecutive starts. A second source of energy shall be provided for an additional
three starts within 30 minutes unless manual starting can be demonstrated to be
effective.
Note:
March 2004.

IACS Int. 2003 185-1

IACS UI SC 190
April 2004
IACS Unified Interpretations (UI) SC 190
for
Application of SOLAS Regulation II-1/3-6 (Res

MSC.134(76)) and Technical Provisions on
Permanent Means of Access (Res MSC.133(76))
Note:
This UI is to be applied by IACS Members and Associates when acting as a recognized

organization, authorized by flag State Administrations to act on their behalf, unless
otherwise advised, from 1 January 2005.
Page 1 April 2004

IACS UI SC 190
SOLAS Reg.II-1/3-6
1 Application
1.1 Except as provided for in paragraph 1.2, this regulation applies to oil tankers of
500 gross tonnage and over and bulk carriers, as defined in regulation IX/1, of 20,000 gross
tonnage and over, constructed on or after 1 January 2005.
1.2 Oil tankers of 500 gross tonnage and over constructed on or after 1 October 1994
but before 1 January 2005 shall comply with the provisions of regulation II-1/12-2 adopted
by resolution MSC.27(61).
Interpretation
Oil tankers:
Notwithstanding the definition of oil tanker in Reg.II-1/2.12, this regulation is only applicable to
oil tankers having integral tanks for carriage of oil, which is contained in the definition of oil in
Annex 1 of MARPOL 73/78. Independent oil tanks can be excluded.
Reg. II-1/3-6 is not normally applied to FPSO or FSO unless the Administration decides
otherwise..
Technical Background
Permanent Means of Access (PMA) specified in the Technical Provision contained in

Resolution MSC.133(76) is not specific whether it assumes application to integral cargo oil
tanks or also to independent cargo oil tanks. ESP requirements of oil tankers have been
established assuming the target cargo oil tanks are integral tanks. The PMA regulated
under SOLAS Reg.II-1/3-6 is for overall and close-up inspections as defined in regulation
IX/1. Therefore it is assumed that the target cargo oil tanks are those of ESP, i.e. integral
cargo tanks.
Reg. II-1/3-6 is applicable to FPSO or FSO if they are subject to the scope of ESP regulated
by A744(18) as amended.
Ref.
SOLAS Reg. IX/1 and A.744 (18) as amended.
Page 1 April 2004

IACS UI SC 190
SOLAS Reg.II-1/3-6
2 Means of access to cargo and other spaces
2.1 Each space within the cargo area shall be provided with a permanent means of
access to enable, throughout the life of a ship, overall and close-up inspections and
thickness measurements of the ships structures to be carried out by the Administration, the
company, as defined in regulation IX/1, and the ships personnel and others as necessary.
Such means of access shall comply with the requirements of paragraph 5 and with the
Technical provisions for means of access for inspections, adopted by the Maritime Safety
Committee by resolution MSC.133(76), as may be amended by the Organization, provided
that such amendments are adopted, brought into force and take effect in accordance with
the provisions of article VIII of the present Convention concerning the amendment
procedures applicable to the Annex other than chapter I.
Interpretation
Forepeak tanks on oil tankers and bulk carriers are to be addressed in the Technical
Provisions as follows:
For fore peak tank with a depth of 6 m or more at the center line of the collision bulkhead a
suitable means of access is to be provided for access to critical areas such as the
underdeck structure, stringers, collision bulkhead and side shell structure.
Stringers of less than 6 m in vertical distance from the deck head or a stringer immediately
above are considered to provide suitable access in combination with portable means of
access.
In case the vertical distance between the deck head and stringers, stringers or the lowest
stringer and the tank bottom is 6 m or more alternative means of access as defined in
paragraph 9 of the Technical Provisions is to be provided.
Technical Background (Observation):
1) The third paragraph of Preamble of the Technical Provision contained in Annex of

Resolution MSC.133(76) defines the ship structure referred to in SOLAS regulation
II-1/3-6 on access to and within spaces in the cargo area of oil tankers and bulk carriers.
Further it is defined that terms used in the Technical provisions have the same meaning
as those defined in the 1974 SOLAS Conventions as amended, and in resolution
A.744(18) as amended.
2) Definition of cargo area in SOLAS Reg. II-2/3.32 is cross-referenced in A.744(18) for oil
tankers. However cargo length area is used for bulk carriers in A.744(18) for the
relevant definition. This difference of terminology caused confusion for defining tanks or
spaces, which are to be subject to the Technical provision.
3) Fore peak tanks have unique structural configurations and their means of access is
addressed separately form other ballast tanks.
Ref. SOLAS Reg. II-2/3.32 and A.744(18)
Page 2 April 2004

IACS UI SC 190
SOLAS Reg.II-1/3-6
2.2 Where a permanent means of access may be susceptible to damage during normal
cargo loading and unloading operations or where it is impracticable to fit permanent means
of access, the Administration may allow, in lieu thereof, the provision of movable or portable
means of access, as specified in the Technical provisions, provided that the means of
attaching, rigging, suspending or supporting the portable means of access forms a
permanent part of the ships structure. All portable equipment shall be capable of being
readily erected or deployed by ships personnel.
Interpretation:
1) Movable means of access was envisioned in place of the elevated passageways for the
permanent means of access to deck transverse. No specific design has been proposed
that is considered appropriate. However a door should be kept open for an innovative
approach in the future for developing alternative means of access suitable for the
purposes:
Alternate means of access should include but not be limited to such devices as:
.1 hydraulic arm fitted with a stable base
.2 wire lift platform.
.3 staging
.4 Rafting
.5 Robot arm or ROV
.6 Rope access
.7 Portable ladders more than 5 m long shall only be utilized if fitted with a mechanical
device to secure the upper end of the ladder
.8 other means of access, approved by and acceptable to the administration.

Means for safe operation and rigging such equipment to and from, and within these
spaces, must be clearly demonstrated in the PMA Manual.
2) Subject to acceptance as equivalent by the Administration, an unmanned robot arm,

ROVs and dirigibles with necessary equipment of the permanent means of access for
overall and close-up inspections and thickness measurements of the deck head
structure such as deck transverses and deck longitudinals of cargo oil tanks and ballast
tanks. Such robot arm and equipment are to be capable of:
safe operation in ullage space in gas-free environment;
introduction into the place from an access hole of the deck plating.
Elevated passageways in particular for access to deck transverses and upper part of
transverse bulkheads and longitudinal bulkheads are subject to structural damages due to
Page 3 April 2004

IACS UI SC 190
sloshing of liquid in the tank, corrosion and fatigue. Such damages would render the
effective use of the permanent means of access when needed for survey and inspection of
under deck structure.
Innovative approaches in particular a development of robot in place of elevated

passageways are encouraged and it is considered worthwhile to provide the functional
requirement for the innovative approach.
Ref.
SOLAS Reg.II-1/3-6
2.3 The construction and materials of all means of access and their attachment to the
ships structure shall be to the satisfaction of the Administration. The means of access shall
be subject to survey prior to, or in conjunction with, its use in carrying out surveys in
accordance with regulation I/10.
Interpretation:
Inspection
The PMA arrangements, including portable equipment and attachments, are to be

periodically inspected by the crew or competent inspectors as and when it is going to be
used to confirm that the PMAs remain in serviceable condition.
Procedures
1. Any authorised person using the PMA shall assume the role of inspector and check for
obvious damage prior to using the access arrangements. Whilst using the PMA the
inspector is to verify the condition of the sections used by close up examination of
those sections and note any deterioration in the provisions. Should any damage or
deterioration be found, the effect of such deterioration is to be assessed as to whether
the damage or deterioration affects the safety for continued use of the access.
Deterioration found that is considered to affect safe use is to be determined as
substantial damage and measures are to be put in place to ensure that the affected
section(s) are not to be further used prior effective repair.
2. Statutory survey of any space that contains PMA shall include verification of the
continued effectiveness of the PMA in that space. Survey requirements of the PMA
Page 4 April 2004

IACS UI SC 190
shall not be expected to exceed the scope and extent of the survey being undertaken.
If the PMA is found deficient the scope of survey should be extended as found appropriate.
3. Records of all inspections are to be established with specific requirements detailed in

the ships Safety Management System. The record is to be readily available to persons
using the PMAs and it is recommended that a copy be attached to the PMA Manual.
The original records should include as a minimum the date of the inspection, the name
and title of the inspector, a confirmation signature, the sections of PMA inspected,
verification of continued serviceable condition or details of any deterioration or
substantial damage found. A file of permits issued should be maintained for
verification.
It is recognised that PMA is subject to deterioration in a long term due to corrosive

environment and external forces from ship motions and sloshing of liquid contained in the
tank. PMA therefore should be inspected at every opportunity of tank/space entry. The
above interpretation is to be contained in a section of the PMA Manual.
Ref.
SOLAS Reg.II-1/3-6
3 Safe access to cargo holds, cargo tanks, ballast tanks and other spaces
3.1 Safe access* to cargo holds, cofferdams, ballast tanks, cargo tanks and other spaces in
the cargo area shall be direct from the open deck and such as to ensure their complete
inspection. Safe access to double bottom spaces may be from a pump-room, deep
cofferdam, pipe tunnel, cargo hold, double hull space or similar compartment not intended
for the carriage of oil or hazardous cargoes.
* Refer to the Recommendations for entering enclosed spaces aboard ships, adopted by
the Organization by resolution A.864(20).
Interpretation
Access to a double side skin space of bulk carriers may be either from a topside tank or
Page 5 April 2004

IACS UI SC 190
double bottom tank or from both.
Unless used other purposes, the double side skin space is to be designed as a part of a
large U-shaped ballast tank and such space is to be accessed through the adjacent part of
the tank, i.e. topside tank or double bottom/bilge hopper tank. Access to the double side
skin space from the adjacent part rather than direct from the open deck is justified.
Ref.
Page 6 April 2004

IACS UI SC 190
SOLAS Reg.II-1/3-6
3.2 Tanks, and subdivisions of tanks, having a length of 35 m or more shall be fitted
with at least two access hatchways and ladders, as far apart as practicable. Tanks less than
35 m in length shall be served by at least one access hatchway and ladder. When a tank is
subdivided by one or more swash bulkheads or similar obstructions which do not allow
ready means of access to the other parts of the tank, at least two hatchways and ladders
shall be fitted.
Interpretation
A cargo oil tank of less than 35 m length without a swash bulkhead requires only one
access hatch.
Ref.
SOLAS Reg.II-1/3-6
3.3 Each cargo hold shall be provided with at least two means of access as far apart as
practicable. In general, these accesses should be arranged diagonally, for example one
access near the forward bulkhead on the port side, the other one near the aft bulkhead on
the starboard side.
Interpretation
N/A
Ref. Paragraph 19 of Annex to MSC/Circ.686.
Page 7 April 2004

IACS UI SC 190
SOLAS Reg.II-1/3-6
4 Ship structure access manual

4.1 A ships means of access to carry out overall and close-up inspections and
thickness measurements shall be described in a Ship structure access manual approved by
the Administration, an updated copy of which shall be kept on board. The Ship structure
access manual shall include the following for each space in the cargo area:
.1 plans showing the means of access to the space, with appropriate technical
specifications and dimensions;
.2 plans showing the means of access within each space to enable an overall inspection
to be carried out, with appropriate technical specifications and dimensions. The
plans shall indicate from where each area in the space can be inspected;
.3 plans showing the means of access within the space to enable close-up inspections
to be carried out, with appropriate technical specifications and dimensions. The
plans shall indicate the positions of critical structural areas, whether the means of
access is permanent or portable and from where each area can be inspected;
.4 instructions for inspecting and maintaining the structural strength of all means of
access and means of attachment, taking into account any corrosive atmosphere that
may be within the space;
.5 instructions for safety guidance when rafting is used for close-up inspections and
thickness measurements;
.6 instructions for the rigging and use of any portable means of access in a safe manner;
.7 an inventory of all portable means of access; and
.8 records of periodical inspections and maintenance of the ships means of access.
Interpretation
As a minimum the English version should be provided
The ship structure access manual is to contain at least the following two parts:
Part 1: Plans, instructions and inventory required by paragraphs 4.1.1 to 4.1.7 of Reg.
II-1/3-6.;
Part 2: Form of record of inspections and maintenance, and change of inventory of portable
equipment due to additions or replacement after construction
The part 1 of plans, instruction and inventory is to be approved by the Administration or

the Classification Societies recognised by the Administration.
The part 2 of record of inspections and maintenance, etc. is be approved for its form
only at new building.
The following matters are to be addressed in the ship structure access manual:
1) The access manual should clearly cover scope as specified in the regulations for use
by crews, surveyors and port state control officers..
2) Approval / re-approval procedure for Manual, i.e. any changes of the PMA, portable,
movable or alternative means of access within the scope of the Regulation and the
Technical Provisions are subject to review and approval by the Administration or by the
classification societies recognised by the Administration.
Page 8 April 2004

IACS UI SC 190
3) Verification of PMA be part of safety construction survey for continued effectiveness of
the PMA in that space which is subject to the statutory survey.
4) Inspection of PMA by the crew and/or a competent inspector of the company as a part
of regular inspection and maintenance.
(See Interpretation for paragraph 2.3 of SOLAS Reg.II-1/3-6)
5) Actions to be taken if PMA is found unsafe to use.
6) In case of use of portable equipment plans showing the means of access within each
space indicating from where and how each area in the space can be inspected;
Model Section 5 Inspection of the access manual is to be developed addressing
authorised use, permit to use system, inspection, and maintenance and repairs.
Ref.
SOLAS Reg.II-1/3-6
4.2 For the purpose of this regulation critical structural areas are locations which have
been identified from calculations to require monitoring or from the service history of similar
or sister ships to be sensitive to cracking, buckling, deformation or corrosion which would
impair the structural integrity of the ship.
Interpretation
1) Critical structural areas are to be identified by advanced calculation techniques for

structural strength and fatigue performance, if available and feed back from the service
history and design development of similar or sister ships.
2) Reference is to be made to the following publications for critical structural areas, where
applicable:
- Oil tankers: Guidance Manual for Tanker Structures by TSCF;
- Bulk carriers: Bulk Carriers Guidelines for Surveys, Assessment and Repair of Hull
Structure by IACS;
- Oil tankers and bulk carriers: Resolution A744 (18) as amended.
These documents contain the relevant information for the present ship types. However
identification of critical areas for new double hull tankers and double side skin bulk carriers
of improved structural design would have to be made by structural analysis at design stage
if available.
Ref.
Page 9 April 2004

IACS UI SC 190
SOLAS Reg.II-1/3-6
5 General technical specifications

5.1 For access through horizontal openings, hatches or manholes, the dimensions
shall be sufficient to allow a person wearing a self-contained air-breathing apparatus and
protective equipment to ascend or descend any ladder without obstruction and also provide
a clear opening to facilitate the hoisting of an injured person from the bottom of the space.
The minimum clear opening shall not be less than 600 mm x 600 mm. When access to a
cargo hold is arranged through the cargo hatch, the top of the ladder shall be placed as
close as possible to the hatch coaming. Access hatch coamings having a height greater
than 900 mm shall also have steps on the outside in conjunction with the ladder.
Interpretation
The minimum clear opening of 600 mm x 600 mm may have corner radii up to 100 mm
maximum. The clear opening is specified in MSC/Circ.686 to keep the opening fit for
passage of personnel wearing a breathing apparatus. In such a case where as a
consequence of structural analysis of a given design the stress is to be reduced around the
opening, it is considered appropriate to take measures to reduce the stress such as making
the opening larger with increased radii, e.g. 600 x 800 with 300 mm radii, in which a clear
opening of 600 x 600 mm with corner radii up to 100mm maximum fits.
The interpretation is based upon the established Guidelines in MSC/Circ.686.
Ref.
Paragraphs 9 of Annex of MSC/Circ.686.
Page 10 April 2004

IACS UI SC 190
SOLAS Reg.II-1/3-6
5.2 For access through vertical openings, or manholes, in swash bulkheads, floors,
girders and web frames providing passage through the length and breadth of the space, the
minimum opening shall be not less than 600 mm x 800 mm at a height of not more than 600
mm from the bottom shell plating unless gratings or other foot holds are provided.
Interpretation
1) The minimum clear opening of not less than 600 mm x 800 mm may also includes an
opening with corner radii of 300 mm.
2) Subject to verification of easy evacuation of injured person on a stretcher the vertical

opening 850 mm x 620 mm with wider upper half than 600 mm , while the lower half may be
less than 600 mm with the overall height not less than 850 mm is considered acceptable
alternative to the traditional opening of 600 mm x 800 mm with corner radii of 300 mm..
3) If a vertical opening is at a height of more than 600 mm steps and handgrips are to be
provided. In such arrangement it should be demonstrated that an injured person can be
easily evacuated.
The interpretation is based upon the established Guidelines in MSC/Circ.686 and an

innovative design in consideration of human body to easily access through the opening.
Ref.
Paragraphs 11 of Annex of MSC/Circ.686.
Page 11 April 2004

IACS UI SC 190
SOLAS Reg.II-1/3-6
5.3 For oil tankers of less than 5,000 tonnes deadweight, the Administration may
approve, in special circumstances, smaller dimensions for the openings referred to in
paragraphs 5.1 and 5.2, if the ability to traverse such openings or to remove an injured
person can be proved to the satisfaction of the Administration.
Interpretation
N/A
Ref.
Page 12 April 2004

IACS UI SC 190
Technical Provision, Resolution MSC.133(76)
Preamble
It has long been recognised that the only way of ensuring that the condition of a ships structure
is maintained to conform with the applicable requirements is for all its components to be
surveyed on a regular basis throughout their operational life so as to ensure that they are
free from damage such as cracks, buckling or deformation due to corrosion, overloading or
contact damage and that thickness diminution is within established limits. The provision of
suitable means of access to the hull structure for the purpose of carrying out overall and
close-up surveys and inspections is essential and such means should be considered and
provided for at the ship design stage.
Ships should be designed and built with due consideration as to how they will be surveyed by
flag State inspectors and classification society surveyors during their in-service life and how the
crew will be able to monitor the condition of the ship. Without adequate access, the structural
condition of the ship can deteriorate undetected and major structural failure can arise. A
comprehensive approach to design and maintenance is required to cover the whole projected
life of the ship.
Interpretation N/A
Ref.
Preamble
3rd Paragraph
In order to address this issue, the Organization has developed these Technical provisions for
means of access for inspections, intended to facilitate close-up inspections and thickness
measurements of the ships structure referred to in SOLAS regulation II-1/3-6 on Access to and
within spaces in the cargo area of oil tankers and bulk carriers.
Interpretation
To refer to the observation of cargo area in Reg. II-1/3-6.2.1.
Ref.
Page 13 April 2004

IACS UI SC 190
Definitions
Terms used in the Technical provisions have the same meaning as those defined in the 1974
SOLAS Convention, as amended, and in resolution A.744(18), as amended.
Interpretation
The following definitions other than those contained in A744(18) have been used for the
interpretations:
1. Rung means the step of vertical ladder or step on the vertical surface.
2. Tread means the step of inclined ladder, or for vertical access opening.
3. Flight of an inclined ladder means the actual stringer length of an inclined ladder. For
vertical ladders, it is the distance between the platforms.
4. Stringer means
a. the frame of a ladder; or
b. the stiffened horizontal plating structure fitted on side shell, transverse bulkheads and/or
longitudinal bulkheads in the space. For the purpose of ballast tanks of less than 5 m width
forming double side spaces, the horizontal plating structure is credited as a stringer that is
installed to secure continuous 600 mm or more in width past side longitudinals or stiffeners
on side shell or longitudinal bulkhead. Openings in the stringer plating ,if any, are to be
arranged with safe guard rails or grid cover for not to impair safe passage on the stringer or
safe access to each transverse web.
5. vertical ladder means the ladder of which inclined angle is 70 degrees and over up to 90
degrees. Vertical ladder shall not be skewed by more than 2 degrees.
6. Overhead obstructions mean the deck or stringer structure including stiffeners above the
means of access.
7. Distance below the deck head means the distance below the plating.
The definition of stringer as the horizontal structural member is defined in the context of
Section 2 (Wing water ballast tanks of less than 5 m width forming double side space and
their bilge hopper sections) of Table 1 Means of access for oil tankers. This section is also
referred to by paragraph 2.8 (Double skin side tanks) of Table 2 Means of access for bulk
carriers.
Ref.
Page 14 April 2004

IACS UI SC 190
1 Structural members subject to the close-up inspections and thickness

measurements of the ships structure referred to in SOLAS regulation II-1/ 3-6, except those
in double bottom spaces, shall be provided with a permanent means of access to the extent
as specified in table 1 and table 2, as applicable. For oil tankers and wing ballast tanks of
ore carriers, rafting may be used in addition to the specified permanent means of access,
provided that the structure allows for its safe and effective use.
Interpretation
The permanent means of access to a space can be credited for the permanent means of
access for inspection.
For oil tankers and wing ballast tanks of ore carriers, approved alternative methods may be
used in combination with the fitted permanent means of access, provided that the structure
allows for its safe and effective use.
The Technical Provisions specify means of access to a space and to hull structure for
carrying out overall and close up surveys and inspections. Requirements of PMA to hull
structure may not always be suitable for access to a space. However if the PMA for access
to a space can also be used for the intended surveys and inspections such PMA can be
credited for the PMA for use for surveys and inspections.
Ref.
2 Elevated passageways, where fitted, shall have a minimum width of 600 mm and
be provided with toe boards not less than 150 mm high and guard rails over both sides of
their entire length. Sloping structure providing part of the access shall be of a non-skid
construction. Guard rails shall be 1,000 mm in height and consist of a rail and intermediate
bar 500 mm in height and of substantial construction. Stanchions shall be not more than 3
m apart.
Interpretation
1) Guardrail arrangement specified by the provisions of paragraphs (2) and (3) of Reg.25
in ICLL, i.e. guardrails of 1.0 m in height having intermediate rails such that lowest
course is not more than 230mm with a 50 mm toe board and other courses are not more
than 380mm is to be considered as an alternative to the toe boards and the guard rails
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IACS UI SC 190
specified in TP.2.
2) Permanent means of access of the following configuration is to be considered as an

alternative to the elevated passageways: The permanent means of access is integrated in
the structure by means of wide longitudinals, on stiffened structural surfaces is to have a
minimum clear width of 600 mm. The clear width may be minimum 450 mm for going around
vertical webs. Guardrails is to be fitted over the open side of their entire length and is to be of
substantial construction, 1,000 mm in height and consist of a rail and an intermediate bar at
500 mm in height. Stanchions is to be not more than 3 m apart
3) Height of toe board is to be measured from the surface of the passage way.
4) Slopping structures are structures that are sloped by 5 or more degrees from horizontal
plane when a ship is in upright position at even-keel.
5) Guard rails are to be fitted on the open side. For stand alone passageways guard rails
are to be fitted on both sides of these structures.
6) Discontinuous handrails and toe boards in way thereof are allowed provided the gap for
both does not exceed 50 mm. The maximum distance between the adjacent stanchions
across the handrail gaps is to be 350 mm.
7) Non-skid construction is such that the surface on which personnel walks provides
sufficient friction to the sole of boots even the surface is wet and covered with thin
sediment.
8) Substantial construction is taken to refer to the as designed strength as well as the

residual strength during the service life of the vessel. Durability of passageways together
with guard rails should be ensured by the initial corrosion protection and inspection and
maintenance during services.
9) For guard rails, use of alternative materials such as GRP should be subject to
compatibility with the liquid carried in the tank. Non-fire resistant materials should not be
used for means of access to a space with a view to securing an escape route at a high
temperature.
10) Requirements for resting platforms placed between ladders are equivalent to those
applicable to elevated passageways.
1) The toe board fitted to the wide face plate of a deck transverse for an elevated
passageway would easily trap sludge and sediment, which would likely cause difficulty for a
safe use of the passageway. The interpretation in items 1) and 2) above provides practical
solution for a safe use of the permanent means of access.
Ref. Paragraph 10 of Annex to MSC/Circ.686
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3 Access to elevated passageways and vertical openings from the ships bottom
shall be provided by means of easily accessible passageways, ladders or treads. Treads
shall be provided with lateral support for the foot. Where the rungs of ladders are fitted
against a vertical surface, the distance from the centre of the rungs to the surface shall be at
least 150 mm. Where vertical manholes are fitted higher than 600 mm above the walking
level, access shall be facilitated by means of treads and hand grips with platform landings
on both sides.
Interpretation
If the vertical opening is at a height of more than 600 mm steps and handgrips are to be
provided. In such an arrangement it should be demonstrated that an injured person can be
easily evacuated.
Ref.
4 Tunnels passing through cargo holds shall be equipped with ladders or steps at
each end of the hold so that personnel may easily cross such tunnels.
Interpretation
the tunnel would mean a shaft tunnel of a ship having a cargo hold aft of engine room.
Ref.
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5 Permanent ladders, except for vertical ladders, which are fitted on vertical
structures for close-up inspection or thickness measurement, shall be inclined at an angle
of less than 70. There shall be no obstructions within 750 mm of the face of the inclined
ladder, except that in way of an opening this clearance may be reduced to 600 mm. The
flights of ladders shall not be more than 9 m in actual length. Resting platforms of adequate
dimensions shall be provided. Ladders and handrails shall be constructed of steel or
equivalent material of adequate strength and stiffness and securely attached to the tank
structure by stays. The method of support and length of stay shall be such that vibration is
reduced to a practical minimum. In cargo holds, ladders shall be designed and arranged so
that the risk of damage from cargo handling gear is minimized.
PMA for access to ballast tanks, cargo tanks and spaces:
For oil tankers:
1) Tanks and subdivisions of tanks having a length of 35 m or more: Inclined ladder or

ladders are to be used for one of the access hatchways. For another, a vertical ladder
may be used for access to a space where the vertical distance is 6 m or less between the
deck and the stringer, between stringers, or between the deck or a stringer and the
bottom of the space immediately below the entrance. In such a case where the vertical
distance is more than 6 m but not exceeding 9 m vertical ladders comprising one or more
ladder linking platforms spaced not more than 6 m apart vertically and displaced to one
side of the ladder may also be used for this purpose. The uppermost, entrance section
from deck, of the vertical ladder of a tank should be vertical for 2.5 m measured clear of
the overhead obstructions and comprises a ladder linking platform. It should be
displaced to one side of a vertical ladder. However, the vertical ladder may be down to
1.6 m to 3 m below deck structure if it lands on longitudinal or athwartship permanent
means of access fitted within that range.
2) For the other access hatchway of the tank or subdivisions of tanks, an inclined ladder or
combination of ladders are to be used for access to the space. The uppermost, entrance
section from deck, of the ladder should be vertical for 2.5 m to clear an overhead
obstructions and comprises a landing platform and continued with an inclined ladder.
However, the vertical ladder may be down to 1.6 m to 3 m below deck structure if it lands
on longitudinal or athwartship permanent means of access fitted within that range. The
flights of the inclined ladders are not to be more than 9 meters in actual length and
normally not more than 6 m in vertical height. The lowermost section of the ladders may
be vertical for the vertical distance not exceeding 2.5 m.
3) Tanks less than 35 m in length and served by one access hatchway an inclined ladder or
combination of ladders are to be used to the space as specified in 2) above.
4) In double hull spaces of less than 2.5 m width the access to the space may be by means
of vertical ladders that comprises one or more ladder linking platforms spaced not more
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than 6 m apart vertically and displace to one side of the ladder. The uppermost, entrance
section, of the vertical ladder of a tank from deck should be vertical for 2.5 m measured
clear of the overhead obstructions and comprises a ladder linking platform. However, the
vertical ladder may be down to 1.6 m to 3 m below overhead structure if it lands on
longitudinal or athwartship permanent means of access fitted within that range. Adjacent
sections of ladder should be laterally offset from each other by at least the width of the
ladder. (Paragraph 20 of MSC/Circ.686)
5) Access from deck to a double bottom space may be of vertical ladders through a trunk.
The vertical distance from deck to a resting platform, between resting platforms or a resting
platform and the tank bottom is not be more than 6 m unless otherwise approved by the
Administration.
For bulk carriers:
1) A vertical ladder may be used as a means of access to topside tanks, where the vertical
distance is 6 m or less between the deck and the longitudinal means of access in the
tank, the stringer or the bottom of the space immediately below the entrance. The
uppermost, entrance section from deck, of the vertical ladder of the tank should be
vertical for 2.5 m measured clear of the overhead obstructions and comprises a ladder
linking platform unless landing on the longitudinal means of access, the stringer or the
bottom,
2) Unless allowed in 1) above, an inclined ladder or combination of ladders are to be used

for access to a tank or a space where the vertical distance is greater than 6 m between
the deck and a stringer immediately below the entrance, between stringers, or between
the deck or a stringer and the bottom of the space immediately below the entrance.
3) In case of paragraph 2) above the uppermost, entrance section from deck, of the ladder
should be vertical for 2.5 m clear of the overhead obstructions and connected to a landing
platform and continued with an inclined ladder. The flights of the inclined ladders are not
to be more than 9 meters in actual length. The height of the inclined ladder is normally not
to be more than 6m The lowermost section of the inclined ladder may be vertical for a
vertical distance not exceeding 2.5 m.
4) In double side skin spaces of less than 2.5 m width between top side tanks and bilge
hopper tanks the access to the space may be by means of vertical ladders that comprises
one or more ladder linking platforms spaced not more than 6 m apart vertically and
displace to one side of the ladder. Adjacent sections of ladder should be laterally offset
from each other by at least the width of the ladder. (Paragraph 20 of MSC/Circ.686)
PMA for inspection of the vertical structure of oil tankers and of double side skin
spaces of bulk carriers:
1) Vertical ladders provided for means of access to the space may be used for access for
inspection of the vertical structure
2) Vertical ladders that are fitted on vertical structures for inspection should comprise one
or more ladder linking platforms spaced not more than 6 m apart vertically and displace
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to one side of the ladder. Adjacent sections of ladder should be laterally offset from
each other by at least the width of the ladder. (Paragraph 20 of MSC/Circ.686)
Obstruction distances
The minimum distance between the inclined ladder face and obstructions, i.e. 750 mm and,
in way of openings, 600 mm specified in TP.5 is to be measured perpendicular to the face of
the ladder.
Use of spiral ladders
A spiral ladder is considered acceptable as an alternative for inclined ladders. In this regard
it is noted that the uppermost 2.5m may continue to be comprised of the spiral ladder and
need not change over to vertical ladders. In such a case where it is not practicable to
continue the spiral ladder within the uppermost 2.5m underneath the upper entrance such
as cross deck or bottom or upper stool, a vertical ladder is to be used for that part. The
design is to be according to recongnised International or National standards that are
acceptable to the Administration.
It is a common practice to use a vertical ladder from deck to the first landing to clear
overhead obstructions before continuing to an inclined ladder or a vertical ladder
displaced to one side of the first vertical ladder.
As provided in paragraph 20 of Annex to MSC/Circ.686, vertical ladders are to

comprise one or more ladder linking platforms spaced not more than 6 m apart
vertically. Therefore for the access to a space with the vertical distance not more than
6m between stringers or the lowest stringer and the bottom a vertical ladder can also
be used safely.
For narrow double hull spaces, i.e. less than 2.5 m width inclined ladders or vertical
ladders may be installed with linking platforms spaced not more than 6 m apart.
Ref.
For vertical ladders: Paragraph 20 of Annex to MSC/Circ.686
For spiral stairways: AMSA Marine Orders Part 32, Appendix 17:
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IACS UI SC 190
6 The width of ladders between stringers shall not be less than 400 mm. The treads
shall be equally spaced at a distance apart, measured vertically, of between 250 mm and
300 mm. When steel is used, the treads shall be formed of two square bars of not less that
22 mm by 22 mm in section, fitted to form a horizontal step with the edges pointing upward.
The treads shall be carried through the side stringers and attached thereto by double
continuous welding. All sloping ladders shall be provided with handrails of substantial
construction on both sides fitted at a convenient distance above the treads.
Interpretation
1) Vertical height of handrails is not to be less than [890] mm from the center of the step
and two course handrails are to be provided.
2) The requirement of two square bares for treads specified in TP 6 is based upon the
specification of construction of ladders in paragraph 3(e) of Annex 1 to Resolution
A.272(VIII), which addresses inclined ladders. TP.3 allows for single rungs fitted to
vertical surfaces, which is considered for a safe grip. For vertical ladders, when steel is
used, the treads should be formed of single square bars of not less than 22 mm by 22
mm for the sake of safe grip.
3) The width of inclined ladders for access to a cargo hold is to be at least 450 mm to
comply Australian AMSA Marine Orders Part 32, Appendix 17.
4) The width of inclined ladders other than an access to a cargo hold is to be not less than
400 mm.
5) The minimum width of vertical ladders is to be 350 mm and the pitch of the treads is to
be equal and is to be between 250 mm and 300 mm.
6) A minimum climbing clearance in width is to be 600 mm other than the ladders placed
between the hold frames.
7) The vertical ladders should be secured at intervals not exceeding 2.5 m apart to prevent
vibration.
TP.6 is a continuation of TP.5, which addresses inclined ladders. Interpretations for

vertical ladders are needed based upon the current standards of IMO, AMSA or the
industry.
Interpretations 2) and 5) address vertical ladders based upon the current standards.
Double square bars for treads become too large for a grip for vertical ladders and
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IACS UI SC 190
single treads facilitate a safe grip.
Interpretation 7) is introduced consistently with the requirement and the interpretation

of TP 3.
Ref.
Annex 1 to Resolution A.272(VIII)

Australian AMSA Marine Orders Part 32, Appendix 17
ILO Code of Practice Safety and Health in Dockwork Section 3.6 Access to Ships Holds
7 No free-standing portable ladder shall be more than 5 m long.
Interpretation
N/A
Ref.
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IACS UI SC 190
8 Portable ladders more than 5 m long may only be utilized if fitted with a remotely
controlled mechanical device to secure the upper end of the ladder.
Interpretation
A mechanical device such as hooks for securing at the upper end of a ladder is considered
as an alternative to a remotely controlled mechanical device stipulated in TP 8 if a
movement fore/aft and sideways can be prevented at the upper end of the ladder.
Innovative design is to be accepted if it fits for the functional requirement with due
consideration for safe use.
Ref.
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9 Movable means of access includes such devices as:

.1 hydraulic arm fitted with a stable base and with local control at the safety cage. The
operational conditions should be in accordance with applicable safety requirements
of the manufacturer; and
Interpretation
Alternative means of access includes but not limited to such devices as:
.1 hydraulic arm fitted with a stable base;
.3 staging
.4 Rafting
.5 Robot arm or ROV
.6 Rope access
.7 Portable ladders more than 5 m long may only be utilized if fitted with a mechanical
device to secure the upper end of the ladder
.8 other means of access, approved by and acceptable to the Administration.
Innovative design is to be accepted if it fits for the functional requirement with due
consideration for safe use.
Ref.
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10 For bulk carriers, access ladders to a cargo hold shall be:

.1 where the vertical distance between the upper surface of adjacent decks or between
deck and the bottom of the cargo space is not more than 6 m, either a vertical ladder
or an inclined ladder; and
.2 where the vertical distance between the upper surface of adjacent decks or between
deck and the bottom of the cargo space is more than 6 m, an inclined ladder or
ladders, except the uppermost 2.5 m of a cargo space measured clear of overhead
obstructions and the lowest 6 m may have vertical ladders, provided that the vertical
extent of the inclined ladder or ladders connecting the vertical ladders is not less than
2.5 m.
Interpretation
1) Either a vertical or an inclined ladder or a combination of them may be used for access
to a cargo hold where the vertical distance is 6 m or less from the deck to the bottom of
the cargo hold.
2) An inclined ladder or a combination of ladders are to be used for access to a cargo hold
where the vertical distance is more than 6 m. The uppermost, entrance section, of the
ladder directly exposed to a cargo hold should be vertical for 2.5 m measured clear of
overhead obstructions, connected to a landing platform and continued with an inclined
ladder system. The flights of the inclined ladders are not to be more than 9 meters in
actual length. The lowermost section of the combination of ladders may be vertical for
the vertical distance not exceeding 6 m, provided that the vertical extent of the inclined
ladder or ladders connecting the vertical ladders is not less than 2.5 m.
3) Spiral stairways are considered acceptable as an alternative for providing access to the
cargo holds. In this regard it is noted that the uppermost 2.5m and lowermost 6m may
continue to be comprised of the spiral stairways and need not change over to vertical
ladders. In such a case where it is not practicable to continue the spiral stairways within
the uppermost 2.5m underneath the upper entrance such as cross deck or bottom or
upper stool, a vertical ladder may be used for that part. The design is to be according to
recongnised International or National standards that are acceptable to the
Administration.
4) One of the two means of access required by SOLAS Reg. 3-6-3.3 for each cargo hold is
to comply with paragraph 10.2 of the technical Provisions.
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Technical Background for items 4) and 5)
Present bulk carriers have two independent means of access to a cargo hold, the design of
which is in compliance with the Australian requirements. Practical problems have been
envisioned for inclined ladders in existing bulk carriers. Inclined ladders including spiral
ladders are more prone to cargo damages than staggered vertical ladders unless properly
protected by bulkheads. It is desirable therefore that the PMA for a cargo hold are provided
in two different types, one inclined ladder system and the other more robust ladder system
that has been proven in existing bulk carriers with a view to minimizing possibility of
damages to and consequential loss of means of access to a cargo hold at the same time
due to a cargo damage during voyages and/or during cargo handling in ports. Such
damages to both of the means of access to a cargo hold result in difficulty in accessing for
repairs of the PMA.
Ref.
Australian AMSA Marine Orders Part 32, Appendix 17
Table 1 Means of access for oil tankers, Resolution MSC.133(76)
1 Water ballast tanks, except those specified in the right column, and cargo oil
tanks
Access to overhead structure
1.1 For tanks of which the height is 6 m and over, permanent means of access shall be
provided in accordance with .1 to .3:
Interpretation
1) Section 1 of Table 1 is also to be applied to void spaces in cargo area, except those
spaces covered by Section 2.
2) Where a permanent means of access is provided adjacent to hull structure forming a

wall on one side, guard rails are to be fitted on the open side of the permanent means
of access (ref. to the degree of slope).
3) The vertical distance below the overhead structure is to be measured from the
underside of the main deck plating to the top of the platform of the means of access at
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IACS UI SC 190
a given location.
4) The height of the tank is to be measured at each tank. For a tank the height of which
varies at different bays item 1.1 is to be applied to such bays of a tank that have height
6 m and over.
Item 1) The guard rails are to be arranged such that the person on the permanent means of
access is well protected on the free edge.
Item 3) If the height of the tank is increasing along the length of a ship the permanent means
of access is to be provided locally where the height is above 6 m.
Ref.
Paragraph 10 of Annex to MSC/Circ.686.
1.1.1 continuous athwartship permanent access arranged at the transverse bulkheads and
at every deck transverse, at a minimum of 1.8 m to a maximum of 2.5 m below the
overhead structure. If the access is fitted on the side of the unobstructed side of the
web plating, then lightening holes of at least 300 mm diameter shall be fitted in the
web plating, providing access adjacent to both sides of each tripping bracket;
Interpretation
1) Permanent means of access for inspection specified in 1.1.1 is to be provided for

transverse bulkheads of tanks on stiffened surface.
2) When deck stiffeners are fitted outside of the tank and bulkhead connection to deck is
plate to plate with no stiffeners or brackets inside the tank, then a continuous
athwartship access may not be required.
3) Also, continuous athwartship permanent access may not be fitted at deck transverses for
an overhead structure where deck stiffeners and transverses fitted on the out side
surface of deck plating of the tank.
4) In such a case where the depth of deck transverses is less than 1800mm for design
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IACS UI SC 190
scantling and the athwartship permanent access is to be fitted to the deck transverses
the required distance of 1.8 to 2.5m below the overhead structure is provided above the
permanent means of access by an extension.
5) Alternatively the depth of deck transverses is to be extended so that the required

distance below overhead structure is provided above the extended face plate of the
deck transverses.
(Operational safety measures should be detailed in an access manual.)
Interpretation item 2): The PMA is intended for access to internal structures. In such a
case where internal structures are entirely outside of the tank PMA becomes
superfluous as long as deck plating and upper part of bulkhead plating are accessible
outside of the tank.
The longitudinal permanent means of access in the upper part of the longitudinal
bulkheads allows overall inspection of deck transverses and close up surveys of their
potential critical areas in the vicinity of their ends.
Ref.
1.1.2 at least one longitudinal permanent means of access at a minimum of 1.8 m to a

maximum of 2.5 m below the overhead structure. Where the longitudinal bulkhead contains
attached framing, the access shall be provided at that side; and
Interpretation
1) Longitudinal permanent means of access is to be provided on each side of the tank if

an alternative arrangement is applied in place of the continuous athwartship
permanent means of access at every deck transverse.
2) For tanks with no internal stiffeners arranged in top of the longitudinal bulkheads on
either side or in deck, no longitudinal permanent access are to be provided unless
required by item 1.1.3 of Table 1. This will typically apply to product tankers with
webframes on deck and corrugated longitudinal bulkhead.
3) In case there are vertical webs and stiffeners on longitudinal bulkheads both sides
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within the tank a longitudinal permanent means of access is to be provided to each
side of the tank.
Critical areas for ESP are normally found in load bearing internals. In a tank with flush
internal surfaces without load bearing internals condition of plates of the flush surfaces can
be assessed from the easily accessible locations outside the tank. It is therefore considered
that the permanent means of access would be of little use for the intended inspections.
However those longitudinal permanent means of access suggested above as an alternative

arrangement provides sufficient overall inspection of under deck structure, deck
transverses and vertical webs in way of the permanent means of access and is considered
efficient for the intended purposes.
Ref.

1.1.3 access between the arrangements specified in .1 and .2 and from the main deck to
either .1 or .2.
Interpretation
Means of access to tanks may be used for access to the permanent means of access for
inspection.
As a matter of principle, in such a case where the means of access can be utilised for the
purpose of accessing structural members for inspection there is no need of duplicated
installation of the PMA.
Ref.
Page 29 April 2004

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Access to vertical structures
1.3 For tanks of which the height is 6 m and over, containing internal structures,
permanent means of access shall be provided to each transverse web.
Interpretation
1) Transverse web includes vertical structures of non-watertight transverse bulkheads

(swash bulkheads).
2) .A combination of vertical ladders on transverse webs and alternate means as may be
provided for small vessels.
4) Center and side struts (cross ties) are included as part of the ring web frame and PMA
is to be provided for struts if they are at 6 m or more above the tank bottom to the extent
necessary for visual inspection at a reasonable vicinity to toes of end brackets.
5) For tanks of which the height is 6 m and over, containing internal structures such as
longitudinals and transverse webs, permanent means of access are to be provided to
the transverse webs by means of longitudinal permanent means of access which are
integrated in the structural member, which are to be in alignment with horizontal girders
of transverse bulkheads.
Though the types of permanent means of access to each transverse web are not
specified in paragraph 1.3 of Table 1, inclined ladders or vertical ladders would meet
the requirement. In large tankers inspection of all transverse webs by climbing up and
down the ladders would not be an efficient way of overall and close-up. Alternative
arrangement by use of longitudinal permanent means of access is preferred. They are
to be provided in alignment with horizontal girders of transverse bulkheads for
structural continuation and appropriate distance between them.
Where the longitudinal permanent means of access is impracticable for smaller
vessels a combination of vertical ladders on transverse webs and alternate means as
may be provided.
The longitudinal permanent means of access using wider longitudinals at an
appropriate distance apart through transverse webs provide sufficient access for
overall inspection and sampling and, if necessary, alternative means of access or
portable means of access can be used to access the remaining part of the transverse
webs. Such arrangement is considered an acceptable alternative.
Ref.
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IACS UI SC 190
1.4 For tanks of which the height is less than 6 m, raft or portable means may be
utilized in lieu of the permanent means of access.
Interpretation
Alternative means of access may also be used in place of raft.
Ref.
Table 1 - Means of access for oil tankers, Resolution MSC.133(76)
FOREPEAK TANKS
Interpretation
Fore peak tanks with a depth of 6 m or more at the center line of the collision bulkhead shall
be provided with a suitable means of access for access to critical areas such as the deck
structure, overhead structure of stringers and side shell structure.
Stringers of less than 6 m in vertical distance from the overhead structure are considered to
provide suitable access in combination with portable means of access.
In case the vertical distance between deck structure and the uppermost stringer or stringers
are 6 m or more alternative means of access is to be provided.
The unique structural configurations and feed back information form service record as well
as the present requirements for coating and surveys has been taken into account for
identifying the types of damages and locations for enabling risk based inspections.
Ref
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2 Wing water ballast tanks less than 5 m width forming double side spaces
and their bilge hopper sections
Access to the overhead structure
2.1 Where the vertical distance between horizontal upper stringer and deck head
exceeds 6 m, one continuous permanent means of access shall be provided for the full
length of the tank with a means to allow passing through transverse swash bulkheads
installed a minimum of 1.8 m to a maximum of 2.5 m from the overhead structure with a
vertical access ladder at each end and mid-span of tank.
Interpretation
1) Section 2 of Table 1 is also to be applied to wing tanks designed as void spaces.
2) For a tank the vertical distance between horizontal upper stringer and deck head of
which varies at different sections item 2.1 is to be applied to such sections that falls
under the criteria.
3) The continuous permanent means of access may be a wide longitudinal, which provides
access to critical details on the opposite side by means of platforms as necessary on
webframes In case the vertical opening of the web is located in way of the open part
between the wide longitudinal and the longitudinal on the opposite side, platforms shall
be provided on both sides of the web to allow safe passage through the web.
Item 1) Reg. II-1/3-6.2.1 requires each space within the cargo area shall be provided with a
permanent means of access. Though void spaces are not addressed in the technical
provisions contained in Resolution MSC.133(76) it is arguable whether PMA is not required
in void spaces. PMA or portable means of access are necessary arrangement to facilitate
inspection of the structural condition of the space and the boundary structure. Therefore the
requirements of Section 2 of Table 1 is to be applied to double hull spaces even designed
as void spaces.
Item 2) The interpretation of varied tank height in item 1 of Table 1 is applied to the vertical
distance between horizontal upper stringer and deck head for consistency.
Ref.
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2.2 For bilge hopper sections of which the vertical distance from baseline to the upper
knuckle point is 6 m and over, one longitudinal permanent means of access shall be
provided for the full length of the tank. It shall be accessible by vertical permanent means of
access at both ends of the tank.
Interpretation
1) The longitudinal continuous permanent means of access may be installed at a
minimum 1.6 m to a maximum 3 m from top of bilge hopper section. When extension
platform is arranged on the web, allowing hands on access to critical areas in upper
knuckle point of bilge section, then the requirement to vertical ladder for access to
these, as given in 2.5.1, will not apply.
2) Alternatively the longitudinal continuous permanent means of access may be installed
at a minimum of 1.2 m to a maximum of 1.8 m below the top of the clear opening of the
web ring in way of the knuckle point allowing a use of portable means of access to
reach identified structural critical areas.
3) The longitudinal continuous permanent means of access may otherwise be installed at
a location within 6 m from the knuckle point if used in combination with alternative
methods to gain an access to the knuckle point.
4) Permanent means of access between the longitudinal continuous permanent means of
access and the bottom of the space is to be provided.
5) The height of a bilge hopper tank located outside of the parallel part of vessel is to be
taken as the maximum of the clear vertical distance measured from the bottom plating
to the hopper plating of the tank.
6) The foremost and aftmost bilge hopper ballast tanks with raised bottom, of which the
height is 6 m and over, a combination of transverse and vertical PMA for access to the
upper knuckle point for each transverse web is to be accepted in place of the
longitudinal permanent means of access.
Interpretation 4): The bilge hopper tanks at fore and aft of cargo area narrow due to raised
bottom plating and the actual vertical distance from the bottom of the tank to hopper plating
of the tank is more appropriate to judge if a portable means of access could be utilized for
the purpose.
Interpretation 5): in the foremost or aftmost bilge hopper tanks where the vertical distance is
6 m or over but installation of longitudinal permanent means of access is not practicable
permanent means of access of combination of transverse and vertical ladders provides an
alternative means of access to the upper knuckle point.
Ref.
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2.3 Where the vertical distance referred to in 2.2 is less than 6 m, portable means of
access may be utilised in lieu of the permanent means of access. To facilitate the operation
of the portable means of access, in-line openings in horizontal stringers should be provided.
The openings should be of an adequate diameter and should have suitable protective
railings.
Interpretation N/A
Ref.
2.4 Whenever practicable, the distance between the overhead structure and the
uppermost longitudinal stringer and between the longitudinal stringers should not exceed 6
m.
Interpretation
1) Longitudinal permanent means of access installed in accordance with paragraph 2.1 in
the upper most space and at a vertical distance not exceeding 6 m within the remaining part
of the double side spaces provide access to the overhead structure as well as to the vertical
structure. Plated stringers are to be provided in alignment with horizontal girders of
transverse bulkheads for structural continuity.The maximum distance between the deck
head and the uppermost plated stringer and between the longitudinal plated stringers in any
case is not to exceed 9 m.
Stringer in the context of Section 2 of Table 1 is taken to be a horizontal structure that is
extended from side shell plating to a longitudinal bulkhead and provides passage of clear
width of 600 mm or more. It may be a plating construction with stiffeners or a build up
construction with wide longitudinals, which serves as longitudinal permanent means of
access.
1) The functional purposes of the permanent means of access are to enable to monitor the
condition of the ship and to facilitate close-up inspections and thickness measurements
of the ships structure, The plating stringers or the build-up stringers installed not
exceeding 6m apart vertically provide access to underdeck structures and overhead
and vertical structures above the permanent means of access, thus satisfy the technical
provision of items 2.1, 2.4 and 2.5 of Table 1.
Ref.
Page 34 April 2004

IACS UI SC 190

Access to the vertical structure
2.5 Vertical permanent means of access shall be provided to each transverse web in
the following cases where the vertical distance is 6 m and over:
.1 from baseline to the upper knuckle point of the bilge hopper section;
.2 from the upper knuckle point of the bilge hopper section to main deck where no
horizontal stringers are provided; and
.3 between horizontal stringers.
Interpretation
1) PMA for inspection of the vertical structure: (See the interpretation of stringers
item 2.4 of Table 1)
2) Means for facilitating a use of a portable means of access for inspection of the upper
part of transverse web is to be provided, where the vertical distance defined in
paragraph 2.5 is less than 6 m and vertical PMA is not provided.
3) Vertical ladders that are fitted on vertical structures for inspection should comprise one
or more ladder linking platforms spaced not more than 6 m apart vertically and displace
to one side of the ladder. Adjacent sections of ladder should be laterally offset from
each other by at least the width of the ladder. (Paragraph 20 of MSC/Circ.686) (Extract
from the interpretation of TP.5)
4) Continuous longitudinal permanent means of access as required for deck area in 2.1 is
acceptable as alternative to vertical means of access on every vertical web when
distance between the longitudinal continuous permanent means is not exceeding 6 m..
5) The continuous longitudinal permanent means of access are to provide access to
critical details on the opposite side by means of platforms fitted on web frames as
necessary In case the vertical opening of the web is located in way of the open part
between the longitudinal permanent means of access and a longitudinal on the other
side of the space, platforms are to be provided on both sides of the web to allow safe
passage through the web.
taken as the maximum of the clear vertical height measured from the bottom plating to
the hopper plating of the tank.
1) As provided in the interpretation for paragraph 2.4 of Table 1, the longitudinal
permanent means of access described therein facilitate access from the stringers to
critical areas of vertical structure, i.e. transverse web and joining parts of longitudinals.
Portable means of access is to be used for the higher area between the adjacent
longitudinal permanent means of access which are spaced not exceeding 6m apart.
2) The interpretation of paragraph 2.5.above is in the same vein of the alternative means
of access for paragraph 1.3 of Table 1, i.e. the horizontal permanent means of access in
place of inclined or vertical ladders to transverse webs.
Ref.
Page 35 April 2004

IACS UI SC 190

2.6 Access holes within 600 mm of the stringer shall be provided in each transverse
web/swash bulkhead above each stringer and tank base.
Interpretation
If the vertical opening is at a height of more than 600 mm steps and handgrips are to be
provided. In all cases it should demonstrated that an injured person can be easily
evacuated.
SOLAS Reg. II-1/3-6.5.2 allows vertical openings higher than 600 mm from the bottom shell
plating if gratings or other foot holds are provided. The above interpretation aimed at a
consistency with the Regulation.
Ref.
2.7 In the case where the vertical distance referred to in 2.5 is less than 6 m, portable
means may be utilised in lieu of the permanent means of access.
Interpretation
The interpretation of paragraph 2.2 of Table 1 refers.
Ref.
Page 36 April 2004

IACS UI SC 190

Table 2 Means of access for bulk carriers, Resolution MSC.133(76)
Arrangement of means of access for single side skin bulk carriers as written in the
Technical Provisions.
Page 37 April 2004

IACS UI SC 190
1 Cargo holds
Access to overhead structure
1.1 At least 3 permanent means of access shall be fitted to provide access to the
overhead structure at both sides of the cross deck and in the vicinity of the centreline. Each
means of access shall be accessible from the cargo hold access or directly from the main
deck and installed at a minimum of 1.8 m to a maximum of 2.5 m below the deck.
Interpretation
1) Interconnected means of access under the cross deck for access to three locations at
both sides and in the vicinity of the centerline is acceptable as the three means of access.
2) Permanent means of access fitted at three separate locations accessible independently,

one at each side and one in the vicinity of the centerline is acceptable.
3) Athwartship permanent means of access fitted on transverse bulkheads from side to side
at a minimum 1.6 m to a maximum 3 m below the deck head is considered as an
alternative to the requirement.
4) Access to the means of access to overhead structure of cross deck may be via the upper
stool.
5) Attention is to be paid to the structural strength where any access opening is provided in
the main deck or cross deck.
6) The requirements for bulk carrier cross deck structure is also considered applicable for
ore carriers.
Pragmatic arrangements of the PMA are provided.
Ref.
Page 38 April 2004

IACS UI SC 190
1.2 Alternatively, movable means of access may be utilized for access to the overhead
structure of cross deck if its vertical distance is 17 m or less above the tank top.
Interpretation
1) The movable means of access to the underdeck structure of cross deck need not
necessarily be carried on board the vessel. It is sufficient if it is made available when
needed.
2) The requirements for bulk carrier cross deck structure is also considered applicable for
ore carriers.
Ref.
Access to vertical structures
1.3 Permanent means of vertical access shall be provided in all cargo holds and built
into the structure to allow for an inspection of a minimum of 25 % of the total number of hold
frames port and starboard equally distributed throughout the hold including at each end in
way of transverse bulkheads. But in no circumstance shall this arrangement be less than 3
permanent means of vertical access fitted to each side (fore and aft ends of hold and
mid-span). Means to readily secure safety cages to the permanent means of access shall
be provided. Permanent means of vertical access fitted between two adjacent hold frames
is counted for an access for the inspection of both hold frames. A means of portable access
may be used to gain access over the sloping plating of lower hopper ballast tanks.
Interpretation
1) For practical reasons a single vertical ladder (not staggered ones) is accepted for the
inspection of the hold side frames in a single side skin construction.
2) The minimum width of vertical ladders for access to hold frames is to be 350 mm
measured between stringers and the maximum pitch of the treads is to be 350 mm..
3) For double side skin bulk carrier no vertical ladders for inspection of the cargo hold
surfaces are to be provided. Inspection of this structure is to be provided from within the
Page 39 April 2004

IACS UI SC 190
double hull space.
4) Safety cage in the context of item 1.3 of Table 1 is such that is to be arranged to protect
surveyor/crews from falling form the ladder and provides rest during inspection. For
example a safety harness worn by the personnel during the inspection is an acceptable
equivalence. If safety harness is to be used, means should be provided for connecting
the safety harness in suitable places in a practical way.
Item 4) Permanent installation of a safety cage is not practicable due to high risks of cargo
damages. Portable one for use by individuals is to be envisioned. Alternatively safety
harness may be used.
The maximum pitch of the treads of 350 mm is applied with a view to reducing trapping
cargoes.
Ref.
1.4 In addition, portable or movable means of access shall be utilized for access to the
remaining hold frames up to their upper brackets and transverse bulkheads.
Interpretation
Portable, movable or alternative means of access also is to be applied to corrugated

bulkheads.
Ref.
Page 40 April 2004

IACS UI SC 190
2 Ballast tanks
Interpretation
Refer to the Observation for paragraph 2.1 of Reg. II-1/3-6.
Ref.
Top side tanks
2.1 For each topside tank of which the height is 6 m and over, one longitudinal
continuous permanent means of access shall be provided along the side shell webs and
installed at a minimum of 1.8 m to a maximum of 2.5 m below deck with a vertical access
ladder in the vicinity of each access to that tank.
Interpretation
One continuous longitudinal permanent means of access may be provided along the side
shell webs and installed at a minimum of 1.6 m to a maximum of 3 m below deck with a
vertical access ladder in the vicinity of each access to that tank.
Structural configuration may require flexibility of the location of longitudinal continuous

permanent means of access.
Ref.
Page 41 April 2004

IACS UI SC 190
2.2 If no access holes are provided through the transverse ring webs within 600 mm of
the tank base and the web frame rings have a web height greater than 1 m in way of side
shell and sloping plating, then step rungs/grab rails shall be provided to allow safe access
over each transverse web frame ring.
Interpretation N/A
Ref.
2.3 Three permanent means of access, fitted at the end bay and middle bay of each
tank, shall be provided spanning from tank base up to the intersection of the sloping plate
with the hatch side girder. The existing longitudinal structure may be used as part of this
means of access.
Interpretation
If the longitudinal structures on the sloping plate are fitted outside of the tank a means of
access is to be provided.
Ref.
Page 42 April 2004

IACS UI SC 190
2.4 For topside tanks of which the height is less than 6 m, a portable means may be
utilized in lieu of the permanent means of access.
Interpretation
N/A
Ref.
Bilge hopper tanks
2.5 For each bilge hopper tank of which the height is 6 m and over, one longitudinal
continuous permanent means of access shall be provided along the side shell webs and
installed at a minimum of 1.2 m to a maximum of 1.8 m below the top of the clear opening of
the web ring with a vertical access ladder in the vicinity of each access to the tank.
Interpretation
1) Permanent means of access between the longitudinal continuous permanent means of

access and the bottom of the space is to be provided.
2) The longitudinal continuous permanent means of access may be alternatively located

through the upper web plating above the clear opening of the web ring, when this
arrangement facilitates more suitable inspection of identified structurally critical areas. A
wide longitudinal frame of at least 600 mm clear width may used for the purpose of the
longitudinal continuous permanent means of access.
taken as the maximum of the clear vertical height measured from the bottom plating to
the hopper plating of the tank.
Page 43 April 2004

IACS UI SC 190
4) It should be demonstrated that portable means for inspection can deployed and made
readily available in the areas where needed .
5) For double side skin bulk carriers the longitudinal continuous permanent means of
access may be installed at a location within 6 m from the knuckle point if used in
combination with alternative methods to gain an access to the knuckle point.
The functional requirement to get access to the identified critical area can be satisfied by
the alternative arrangement given in item 5).
Ref.
2.6 If no access holes are provided through the transverse ring webs within 600 mm of
the tank base and the web frame rings have a web height greater than 1 m in way of side
shell and sloping plating, then step rungs/grab rails shall be provided to allow safe access
over each transverse web frame ring.
Interpretation
N/A
Ref.
Page 44 April 2004

IACS UI SC 190
2.7 For bilge hopper tanks of which the height is less than 6 m, a portable means may
be utilized in lieu of the permanent means of access.
Interpretation
1) The interpretation of paragraph 2.7 of Table 1 refers.
2) It should be demonstrated that a portable means can deployed and made readily
available for inspection in the areas where needed.
Ref.
Double side skin tanks
2.8 Permanent means of access shall be provided in accordance with the applicable
sections of table 1.
Interpretation
N/A
Ref.
Page 45 April 2004

IACS UI SC 190
Table 2 - Means of access for bulk carriers, Resolution MSC.133(76)
FOREPEAK TANKS
Interpretation
Fore peak tanks with a depth of 6 m or more at the center line of the collision bulkhead shall
be provided with a suitable means of access for access to critical areas such as the deck
structure, overhead structure of stringers and side shell structure.
Stringers of less than 6 m in vertical distance from the overhead structure are considered to
provide suitable access in combination with portable means of access.
In case the vertical distance between deck structure and the uppermost stringer or stringers
are 6 m or more alternative means of access is to be provided.
The unique structural configurations and feed back information form service record as well
as the present requirements for coating and surveys has been taken into account for
identifying the types of damages and locations for enabling risk based inspections.
Ref

Footnote
For ore carriers, permanent means of access in wing ballast tanks shall be provided in
accordance with the applicable section of table 1.
Interpretation
The requirements to Ore Carrier wing tanks arranged as void spaces should be as for wing
ballast tanks.
The wing tanks are prone to damages even when arranged as void space, rafting is not an
option and permanent means of access are needed to monitor the structural condition.
Ref.
End
Page 46 April 2004

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INTERNATIONAL ASSOCIATION OF CLASSIFICATION SOCIETIES

IACS Int. 2004

SC5 Emergency source of electrical Ch. II-1 Reg. 42.2.3.1 1985

SC6 Emergency source of electrical Ch. II-1 Reg. 43.6 1985

SC15 Definitions Ch. II-2 Reg. 3.19 1985

SC16 Definitions Ch. II-2 Reg. 3.21 1985

SC17 Definitions Ch. II-2 Reg. 3.22 1985

SC26 Deleted 1996

SC27 Deleted 1996

SC28 Deleted 1996

SC29 Deleted 1996

SC31 Fire-extinguishing arrangements Ch. II-2 Reg. 7.5 1985

SC32 Fixed high expansion foam Ch. II-2 Reg. 9 1985

SC33 Special arrangements in Ch. II-2 Reg. 11.2.2 1985

SC40 Means of escape Ch. II-2 Reg. 28.3.1.1.1 1985

SC42 Fire protection arrangements in Ch. II-2 Reg. 37.2.2.1 1985

SC43 Fire protection arrangements in cargo Ch. II-2Reg. 37.2.2.1, 1985

SC44 Bulkheads within accommodation Ch. II-2Reg. 42.4 1974

SC45 Fire integrity of bulkheads and Ch. II-2Reg. 44 1985

SC46 Protection of stairways and lift Ch. II-2Reg. 46.1 1985

SC47 Restricted use of combustible Ch. II-2Reg. 49 1985

SC48 Fire protection arrangements in Ch. II-2Reg. 53.1.2 1985

SC49 Fire protection arrangements in Ch. II-2Reg. 53.1.3 1985

SC50 Special requirements for ships Ch. II-2Reg. 54.2.1.3 1985

SC51 Special requirements for ships Ch. II-2Reg. 54.2.1.4 1985

SC52 Special requirements for ships Ch. II-2Reg. 54.2.4.2 1985

SC53 Special requirements for ships Ch. II-2Reg. 54.2.51985 cancelled/1993

SC54 Location and separation of spaces Ch. II-2Reg. 56 1985/Rev 1 1997

SC55 Location and separation of spaces Ch. II-2Reg. 56.6.21985

SC59 Cargo tank protection Ch. II-2 Reg. 60.6 1985

SC62 Inert gas systems Ch. II-2 Reg. 62.13.4 1985

SC66 Integrity of emergency generator Ch. II-2 Reg. 44 1985

SC67 Doors in fire-resisting corridor Ch. II-2 Reg. 47.3 1985

SC72 In a ship engaged regularly in Ch. II-2 Reg. 42.2.7 1985

SC74 Fire protection arrangements in Ch. II-2 Reg. 37.2.2, 1985

SC75 Fire protection arrangements in Ch. II-2 Reg. 53.2.3.3 1985

SC80 Fire-extinguishing arrangement Ch. II-2 Reg. 18.7 1992 Corr./1995

SC82 Protection against noise Ch. II-1 Reg. 36 1993

SC85 Ro-ro Cargo Space Ch. II-2 Reg. 54.1.2.3 1993

SC86 Weather Decks Ch. II-2 Reg. 54 Table 54.1 1993

SC87 Certification of carriage Ch. II-2 Reg. 54.3 1993

SC90 Bilge Drainage Ch. II-2 Reg. 54.2.5 1993

SC91 Personal Protection - Ch. II-2 Reg. 54.2.6.1 1993

SC92 Personal Protection - Ch. II-2 Reg. 54 2.6.2 1993

SC93Enclosure of stern tubes on cargo CH. II-1 Reg. 11.9 1994

SC94 Mechanical and electrical

SC95 Communication between navigating

SC98 Fire hose nozzles of a plastic type

SC99 Flexible bellows of combustible

SC100 Closing appliances of ventilation

SC101 Main vertical zones CH. II-2 Reg. 24 1994

SC102 Cold Service CH. II-2 Reg. 34.2 1994

SC103 Insulation of machinery space

SC104 Quick closing valve for emergency

SC112 Deleted January 2002

SC114 Emergency Fire Pump Access Reg. 4.3.3.2.9 1996

SC115 Fire detection system with remotely and

SC116 Fire detection system with remotely and

SC117 Fire detection system with remotely and

SC118 Exhaust duct from galley ranges Reg. 16.7 1996

SC119 Balancing ducts Reg. 31 & 47 1996

SC120 Access to forecastle spaces on tankers Reg. 56 1996

SC121 Fire Pump Isolation Requirements Reg. 4.6.3 1997