inconsistencies in imo instruments … in imo instruments regarding requirements for ......

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For reasons of economy, this document is printed in a limited number. Delegates are kindly asked to bring their copies to meetings and not to request additional copies.

INTERNATIONAL MARITIME ORGANIZATION

IMO

E

SUB-COMMITTEE ON FIRE PROTECTION 50th session Agenda item 15

FP 50/15/13 November 2005

Original: ENGLISH

INCONSISTENCIES IN IMO INSTRUMENTS REGARDING REQUIREMENTS FOR

LIFE-SAVING APPLIANCES

Report of the Correspondence Group - Part 2

Amendments to SOLAS chapter III, the LSA Code, and the Revised recommendation on testing (resolution MSC.81(70), as amended)

Submitted by the United States and Japan

SUMMARY Executive summary:

This document informs the Sub-Committee of the correspondence group�s work on amendments to SOLAS chapter III, the LSA Code, and the Revised recommendation on testing (resolution MSC.81(70), as amended), to address inconsistencies in IMO instruments, and to improve compatibility of life-saving appliances

Action to be taken:

Paragraph 58

Related documents:

DE 47/9/1; DE 48/5; DE 48/5/2; DE 48/5/3; DE 48/5/5; DE 48/5/8; DE 48/10; DE 48/10/1; DE 48/10/3; DE 48/10/4; DE 48/10/5; DE 48/25, paragraphs 5, 9.16 and 10; FP 50/13/2 (Part 1); FP 50/13/3 (Part 3); FP 50/15; MSC 79/11/8; MSC 80/24/Add.1, annex 16; resolution MSC.81(70) (as amended by resolution MSC.200(80)); MSC/Circ.980 (and addenda)

Terms of reference discussed in this document 1 This document is part 2 of the report of the correspondence group, and provides the results of the group�s discussions relating to terms of reference (T.O.R.) Nos. 1 through 6 and 11, as taken from DE 48/25 and listed in part 1 of the report (FP 50/13/2). T.O.R. No. 4 is also addressed in part 3, as it relates to MSC circulars relating to measures to prevent accidents with lifeboats. Each of the terms of reference is discussed separately below, and associated draft proposals for amendments to IMO instruments are attached at annex. The discussion below addresses only the major conclusions of the group, and does not address amendments which are minor or editorial in nature. In the annexes, [square brackets] are used to identify provisional text for which there are multiple options to be considered, or where additional discussion is needed to achieve consensus, or which is based on proposals made at the late stages of the group�s work which have not yet been subject to discussion.

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T.O.R. No. 1 � Amendments to SOLAS chapter III, the LSA Code, and the Revised Recommendation on Testing (RoT) 2 In addition to the documents specified above, this term of reference includes consideration of amendments to the standardized testing and evaluation report forms published as MSC/Circ.980 (and addenda). However, because the forms only reflect the contents of the LSA Code and the RoT, it was decided that preparation of consequential amendments to MSC/Circ.980 would be deferred until all amendments to these instruments have been agreed. Draft proposed amendments to SOLAS chapter III 3 A major issue discussed by the group was the effect of increasing ship sizes on freeboard due to list and trim, and its impact on installations of life-saving equipment, e.g., lengths of falls, lengths of MES slides/chutes, free-fall lifeboat launch heights, and lengths of embarkation ladders. It was noted that for very large ships, in many cases the list and trim conditions currently specified in SOLAS and the LSA Code do not represent any realistic operating condition, and when applied to such ships, result in impracticably large freeboards, particularly due to trim. The group agreed in principle that the requirements should allow, as an alternative to the current prescriptive 10° trim/20° list criterion, for a ship�s stability characteristics to be taken into account in fitting life-saving equipment based on the operating freeboard range, and developed a couple of working options on that basis for further consideration by the Sub-Committee. In general, the group agreed that a uniform definition of "unfavourable list and trim" should be added to regulation III/3, and then that term used to replace the multiple current references to the 10° trim/20° list criterion in SOLAS chapter III. However, the 10° trim/20° list criterion would continue to apply in the LSA Code, to provide LSA manufacturers with a uniform and conservative design guideline. This criterion was also proposed to remain in regulation III/11.7, on the basis that embarkation ladders might need to be used when the operational limitations of other evacuation means have been exceeded. 4 A related issue was whether list and trim conditions should apply to the determination of "required free-fall height" for free-fall lifeboats. SOLAS and the LSA Code are currently ambiguous on this point, but there was general agreement that these conditions should apply, consistent with the treatment of all other survival craft and launching appliance installations. Suitable draft amendments to SOLAS and the LSA Code were developed on that basis. Since the concept of required free-fall height is specific to each ship installation, in the proposed amendments the requirement was moved from paragraphs 1.1.8 and 4.7.3.3 of the Code to a new SOLAS regulation III/13.6. 5 Since "weather deck" as used in regulation III/13.1.2 is not currently defined in SOLAS, the group generally agreed to replace it with the basic definition of "freeboard deck" from the Load Line Convention. 6 The group agreed to add suitable provisions to regulation III/15 to explicitly apply the same list and trim criteria for marine evacuation system installations as are applied to other survival craft and launching appliances. 7 The group generally agreed that it would be desirable to provide guidance similar to resolution A.761(18) Recommendation on conditions for approval of servicing stations for inflatable liferafts, or MSC circulars 1047 and 1114 on testing and inspection of immersion suits, for servicing of inflatable lifejackets, however did not have any specific proposals or sufficient time to develop such guidance.

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8 The group did not agree to proposals to expand requirements for carriage of fast rescue boats and means of rescue (as currently required only for ro-ro passenger ships) to all passenger ships and cargo ships. It was noted that the group�s terms of reference do not include development of such extensive new carriage requirements, and that with regard to passenger ships, any amendments to carriage requirements should take into account the results of the Organization�s ongoing work under "Passenger ship safety". It was also noted that the requirements for ro-ro passenger ships were based on the specific characteristics of those ships and their routes and operations, which may not be relevant to other ships. 9 The group did not agree with a proposal to amend SOLAS regulation III/21.3, to disallow the use of lifeboats for marshalling of liferafts on the basis that they are not suitable for the purpose. The group noted that such a change could lead to required carriage of numerous additional rescue boats for the sole purpose of marshalling liferafts, and generally agreed that a more appropriate solution would be to review the lifeboat performance requirements in the LSA Code to ensure that they are suitable for marshalling of liferafts (see paragraph 21 below). 10 A proposal was made to amend SOLAS regulation III/31.2 to specifically prohibit the use of a free-fall lifeboat as a rescue boat. Two possible options for addressing the issue are shown at annex; although in view of paragraph 5.1.1.1 of the LSA Code, which indicates that a lifeboat can only be approved and used as a rescue boat if its stowage, launching and recovery arrangements meet all of the requirements for a rescue boat, it seems highly unlikely that a free-fall lifeboat could be suitable for this purpose in any case. Draft proposed amendments to the LSA Code 11 As mentioned in paragraph 4 above, in the draft proposed amendments the requirements related to the concept of "required free-fall height" in paragraphs 1.1.8 and 4.7.3.3 of the Code have been moved to a new SOLAS regulation III/13.6. 12 A proposal (subsequently withdrawn) by Japan to amend paragraph 4.1.2.2 to address the use of a particular means of throw-over launching for liferafts with a mass of greater than 185 kg highlighted some inconsistencies between the Code and SOLAS with regard to portability of liferafts for "easy side-to-side transfer". Provisional draft amendments to paragraph 4.1.2.2 of the Code, and SOLAS regulations III/31.1.1.2, 31.1.3.2, and 31.1.3.4, are provided at annex as a proposed approach to address the issue. 13 Amendments were proposed to paragraphs 4.1.4.4 and 4.4.1.1, to require that davit-launched liferafts and lifeboats, respectively, be required to be capable of being safely launched against list and trim conditions. A wording issue that also appears elsewhere in the Code (and in SOLAS) is the use of the term "trim of up to 10° and list of up to 20° either way." This wording is somewhat ambiguous in that it can be interpreted as allowing for compliance at angles of less than 10/20. The Sub-Committee may wish to consider whether the wording "any angle up to" would be more precise. 14 The group generally agreed with proposed amendments to paragraphs 4.1.5.1.18 and .19, to provide more detailed specifications for emergency food rations and drinking water for survival craft, and to require the use of packaged water rather than bulk water in lifeboats. The proposed amendments, which for food rations reinstate detail published as a clarification in the 1992 consolidated edition of SOLAS but not in later editions, also provide for acceptance of food and water meeting the requirements of an appropriate ISO standard.

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15 The group was divided on a proposal to require self-bailing/draining for all liferafts, as is currently required for self-righting and reversible liferafts on ro-ro passenger ships. While such arrangements have proven effective in liferafts that are likely to be deployed float-free, as proposed they are not intended to address bailing of loaded liferafts, and so are perhaps less useful for liferafts intended for dry-shod boarding. Liferafts on ro-ro ships also generally have the floor mounted between the buoyancy tubes rather than at the bottom, which facilitates self-draining. Consequently, concerns were raised that incorporation of self-bailing/draining arrangements might require extensive redesign of existing liferafts. 16 Although some details remain to be addressed, the group developed draft proposed amendments to paragraph 4.4.1.2, to clarify and correct the requirements for approval plates and approval documentation for production lifeboats. 17 The group was divided on the issue of removing the 150-person maximum capacity for lifeboats in paragraph 4.4.2.1. Although the proposed amendments would require larger lifeboats to be provided with multiple engines to improve manoeuvrability, there were concerns about boarding times, launching/handling, training and power (with relation to hull form and displacement). The Sub-Committee may wish to discuss further the direction to take with this, taking into account as well the ongoing work under "Passenger ship safety". 18 A proposed revision to paragraph 4.4.3.1 at annex would replace the current requirement that a passenger ship lifeboat be arranged so that it can be "rapidly" boarded, with a specific maximum boarding time of 10 minutes. There was no support for an alternative proposal for a 5-minute boarding time. 19 The group reviewed substantial data concerning seat sizes in lifeboats, and several general proposals for amendments to the Code, including the concept of "XXL" seats in free-fall lifeboats. While the data strongly suggest that the currently specified seat sizes need to be increased (note also documents FP 50/INF.3 and FP 50/14), there was no consensus reached on a specific approach to take, and the matter, particularly with regard to design of seating in free-fall lifeboats, requires further attention. 20 The group discussed proposed amendments to paragraph 4.4.6.3, and related SOLAS regulation III/20.6.2, concerning running of rescue boat outboard motors out of water. Concern was raised that under the current wording, it is likely that in practice such motors might never be run during shipboard inspections. Balancing this concern against input from manufacturers that long-term running out of water might cause eventual impeller damage, the draft proposed amendments at annex include a change to SOLAS regulation III/20.6, to explicitly allow a water supply ("flush kit") to be attached for running the motor during shipboard inspections. Since the alleged potential problem would result only from long-term use in this manner, the proposed amendments leave the basic performance requirement in paragraph 4.4.6.3 and the corresponding approval test in MSC.81(70), paragraph 1/7.7.10, unchanged. 21 The annex includes a provisional draft amendment to paragraph 4.4.6.8, to require that a lifeboat have sufficient power to tow the largest liferaft on a passenger ship at a speed of 2 knots. This was an alternative to the proposed amendment to SOLAS regulation III/21.3 discussed in paragraph 9 above. The proposed amendment, and provisional consequential amendments to MSC.81(70), paragraph 1/6.10.1, would employ a bollard pull test similar to that required for rescue boats to determine the towing force of the lifeboat, for comparison to documented towing loads of liferafts.

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22 The group was in general agreement that for a fast rescue boat (or any rescue boat served by a launching appliance fitted with an automatic high-speed tensioning device), a release hook with on-load release capability is needed. A new paragraph 5.1.1.13 is proposed at annex to address this issue. 23 There was considerable discussion of paragraph 4.5.2.8, which requires that the canopy of a partially enclosed lifeboat be so arranged that "occupants can escape in the event of the lifeboat capsizing," and whether a means of evaluating compliance, or a more stringent requirement, such as a requirement for above-water escape, be added. While it was pointed out that partially enclosed lifeboats are generally wider and more stable than totally enclosed lifeboats, and therefore less likely to capsize, there is no requirement that they be so; and stability in the upright condition generally suggests they are equally stable upside-down. A provisional draft amendment to paragraph 4.5.2.8 is proposed at annex to encourage further discussion of the issue by the Sub-Committee. 24 The group was divided on a proposal to amend paragraph 4.5.3 to allow a "light" colour rather than a "highly visible" colour for the interior of partially enclosed lifeboats, on the basis that the interior of the boat is normally obscured by persons in the boat and so is not visible in any case. It was also noted that a light colour might facilitate boarding in dark conditions with only interior lifeboat lighting, compared to the usual relatively darker orange colour. 25 The group generally agreed with a proposal to amend paragraph 5.1.1.1 to eliminate an inconsistency in the Code with regard to fuel endurance of rescue boats. 26 While there was agreement in principle to a proposal for requirements for approval of fuel tanks and fuel systems for petrol-driven rescue boat outboard motors, it was felt that the specific proposal put forward was too complex, expensive, and time-consuming considering the equipment involved. The Sub-Committee is invited to consider whether the International Organization for Standardization (ISO) might be invited to carry out additional work in this area in the future, with a view to developing a suitable international standard to replace the current reference to "special protection against fire and explosion" for such systems. 27 A proposed amendment at annex would transfer the requirement in paragraph 5.1.3.11, which requires that inflated rescue boats be maintained at all times in a fully inflated condition, to SOLAS regulation III/14 (Stowage of rescue boats) where it seems more appropriately placed. 28 The group considered several proposals to amend paragraph 6.1.1.5 to clarify that it applies to prototype and production tests, but not to installation tests. However, the proposals made would unduly burden the Code with details of test procedures which belong in MSC.81(70), and the suggested references to MSC.81(70) could only be done as a footnote in any case. An amendment to MSC.81(70), paragraph 2/6.1, to address the issue within MSC.81(70) is proposed at annex. 29 The group was divided on the application of "pull and go" remote lowering systems (i.e., systems where the survival craft immediately descends all the way to the water when the operator in the craft pulls the remote actuation wire to release the brake), and whether and how they should be addressed in paragraph 6.1.2.12. A provisional proposed new paragraph 6.1.2.13 does not seem to resolve the issue. The Sub-Committee is invited to consider the matter further.

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30 Proposed amendments to 6.2.2 (Performance of the marine evacuation system) to eliminate a soon-to-be-obsolete reference to chapter II-1 in paragraph 6.2.2.1.5.2 in favour of a general definition of "unfavourable trim and list" and to add a proposed new paragraph 6.2.2.1.5bis, adding provisions for chute-based systems to the existing requirements for slide-based systems, are contained at annex. 31 The group was divided on a proposal to add performance requirements for liferaft radar reflectors to the LSA Code. In addition to comments questioning whether radar reflectors are still needed in view of the full implementation of the GMDSS and carriage of portable and survival craft SARTs, there were some technical concerns about the specific proposed requirements. The Sub-Committee is invited to discuss the matter further. Draft proposed amendments to the Revised Recommendation on Testing (MSC.81(70)) 32 The group did not agree with a proposal to amend paragraph 1/3.2.4 to explicitly address the use of manikins for thermal testing of immersion suits and anti-exposure suits, considering that more research and development are needed to develop and support suitable criteria. 33 The group considered a proposal to amend paragraph 1/4.2 (temperature tests for pyrotechnics) to allow the function test after temperature exposure to be carried out at ambient temperature, since for practical reasons these tests are often carried out outdoors. In view of concerns that this might allow temperatures of the test samples to normalize before firing the pyrotechnic, the proposed amendments at annex specify that the function test after temperature exposure be carried out immediately upon removal from the temperature chamber. 34 There was no support for a proposal to amend paragraph 1/4.4 to require that the liferaft drop test be carried out for approval of pyrotechnic life-saving appliances. 35 The group agreed in principle with a proposal to specify the service life of pyrotechnic life-saving appliances, however it was considered that the requirement was more appropriately placed in the Code than in paragraph 1/4.5 of MSC.81(70) as proposed. A proposed draft amendment to paragraph 1.2.3 of the LSA Code is contained at annex. The group was divided on the period to be specified, with the original proposal specifying 36 months, but several members preferring 48 months. 36 The group agreed proposed amendments to the prototype tests of pyrotechnic life-saving appliances in paragraphs 1/4.6, 1/4.7 and 1/4.8 to clarify the procedures and to update obsolete references for colours. 37 As discussed in paragraph 15 above, the group was divided on a proposal to require self-draining of inflatable liferafts in the Code, and so the related proposed amendments to MSC.81(70), paragraph 1/5.11, were also not accepted. 38 The group was divided on a proposal for a quantitative performance criterion for the canopy closure test in paragraph 1/5.12. Two provisional proposals are contained at annex for further discussion by the Sub-Committee. 39 The group agreed proposed amendments to paragraph 1/6.8.2 (lifeboat freeboard and stability tests) to clarify the procedure in accordance with common practice. 40 The group agreed proposed amendments to paragraph 6.9.4 (release mechanism operational test) to clarify the test procedure for the waterborne test.

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41 The group agreed on proposed amendments to the rescue boat seating test in paragraph 1/7.1.3 to specify the dimensions of the stretcher to be used to conduct the test, standardizing on the dimensions of a standard "Stokes litter". 42 The group agreed with a proposal to amend paragraph 1/7.2.14 (material requirements for inflated rescue boats) to eliminate the reference to "the satisfaction of the Administration" in favour of a reference to ISO 15372 Inflatable rescue boats � Coated fabrics for inflatable chambers. 43 The group agreed to add a proposed new paragraph 1/7.7.11, containing an engine inversion test for engines used in fast rescue boats modelled after the lifeboat engine inversion test in paragraph 1/6.14. 44 The group was divided on a proposal to amend paragraph 1/10.4.7 to require that the battery housing of position-indicating lights be sealed to prevent tampering and battery removal. Some members felt the proposed requirement would be unnecessarily design restrictive and expensive, particularly with regard to lifejacket lights on passenger ships with large numbers of such lights. 45 There was no support in the group for a proposal to amend paragraph 1/10.4.10 to require that the chromaticity of lights be measured after the completion of the light output tests. 46 There were no comments on a proposal to consider adoption of a lesser standard for the heavy weather sea trial (paragraph 1/12.6.2) for marine evacuation systems used on high-speed craft in view of the lower freeboard and shorter length of MES used on such ships. The Sub-Committee is invited to consider the matter further, including whether such provisions would be more appropriately placed in the LSA Code or the HSC Code. 47 The group was divided on a proposed test procedure for inflatable liferaft radar reflectors. Several members viewed the proposed requirements as excessive, and expressed concerns about the compatibility of different liferafts and different reflectors. The Sub-Committee is invited to consider the issue further, together with the corresponding proposed amendments to the LSA Code (see paragraph 31 above). 48 The group considered a proposal that the currently specified 10% overload test required upon installation of free-fall lifeboats (paragraph 2/5.3.2) be reconsidered, on the basis that a) the test is poorly defined, as the weight distribution is not specified; and b) the overload test is not relevant to free-fall lifeboats, since the accelerations are actually less for an overloaded boat than for a lighter one. No specific proposals were put forward, but the Sub-Committee is invited to consider the matter further and decide as appropriate. 49 The group agreed to a proposal to add a new production overload test for release gear as installed in lifeboats and rescue boats, shown at annex as proposed paragraph 2/5.3.4, to evaluate the structural connection between the release gear and the boat. T.O.R. No. 2 � Alignment of draft revised SOLAS chapter II-1 with SOLAS chapter III 50 The group did not agree with the proposal in DE 48/10/3 to amend regulation III/21.1.3 to refer to the subdivision index R in new regulation II-1/6.2. The group agreed that the existing references to chapter II-1 with regard to passenger ships on short international voyages should simply be deleted, since there will no longer be differing standards of subdivision for such ships,

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and the 30% lifeboat carriage requirement in regulation III/21.1.2 is applicable regardless of the subdivision index R. 51 The group noted that with regard to the term "reduced degree of hazard", SOLAS regulation II-1/6.2.4 of MSC.194(80) is the same as regulation 2(d) of the Annex to A.265(VIII), therefore the Explanatory Notes for A.265(VIII), MSC/Circ.153, could be used as a basis for guidance on applying II-1/6.2.4. MSC/Circ.153 explains that, "Paragraph 2(d) provides for relaxation of the safety standard at the discretion of the Administration and is analogous to Regulations 1(c), 5(e)(i)(2) and 5(e)(ii) of Chapter I of the 1960 Safety Convention." Accordingly, guidance could be provided as follows: "A lesser value of N, but in no case less than N = N1 + N2, may be allowed at the discretion of the Administration for: .1 passenger ships, which in the course of their voyages, do not proceed more than

20 miles from the nearest land; .2 passenger ships less than 91.5 metres in length, which only undertake short

international voyages; or .3 passenger ships, which only undertake short international voyages, and carry

appreciable quantities of cargo." This would limit the use of this regulation to only those cases indicated above. 52 With regard to the application of the term B/5 to the subdivision standards, the group noted that A.265(VIII) has kept the B/5 requirements pertaining to watertight doors and bilge pumps and piping that were in 1960 SOLAS, and no reason was provided not to maintain them in the latest amendments. The group further noted that the transverse damage penetrations required by regulation II-1/8.3 of MSC.194(80) should be taken into account if amendments are to be considered. T.O.R. No. 3 - Draft amendments to the LSA Code concerning the launching of fast rescue boats 53 The group was divided on the issue, raised in DE 48/5/5, of whether fast rescue boats, or rescue boats in general, should continue to be required to be launched from within the boat. Some felt the requirement for launching from within the boat is primarily intended to ensure that no one is left on the ship, that alternate means of abandonment could be provided for such persons, and that in any case rescue boats are normally launched before survival craft. Others were of the view that for fast rescue boats in particular, which are expected to operate in heavy weather conditions, control of the lowering operation by the crew can add to the safety of the launching operation. The Sub-Committee is invited to discuss this point further. With regard to the issue that fast rescue boats and their launching appliances are at present not addressed in the Code, but only in MSC/Circ.809, the group agreed that sufficient experience had been gained with this equipment that the contents of MSC/Circ.809 should be transferred into the LSA Code, and draft proposed amendments to accomplish this are presented at annex.

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T.O.R. No. 4 - Draft amendments to SOLAS chapter III, MSC/Circ.1093 and the Recommendation on testing of LSA concerning davit brake tests 54 The group agreed on several proposed amendments to regulation III/20.11 (see DE 48/5/2 and DE 48/5/3), to base overload tests of winch brakes on the weight of the craft served rather than the safe working load of the launching appliance, and to provide for consistent treatment of survival craft and rescue boat launching appliances. The group was divided on the issue of whether automatic off-load release hooks for liferafts should be subjected to the same examination, testing, and overhaul requirements as on-load release mechanisms. However, there was general agreement that in any case, the technical details of test, inspection and overhaul procedures are more appropriately addressed in MSC/Circ.1093 rather than in SOLAS. T.O.R. No. 5 - Draft amendments to the LSA Code concerning recovery procedures for free-fall lifeboats 55 After considerable discussion, the group did not agree to the proposed amendments to paragraphs 4.7.6.2 and 6.1.4.9 (see document DE 48/5/5) to add detailed requirements for design of free-fall lifeboat recovery systems. Most members were of the view that the proposals were too prescriptive and design-specific, and did not take into account the most common free-fall lifeboat designs. T.O.R. No. 6 - Draft amendments to the LSA Code concerning requirements for lifeboat release mechanisms 56 The group discussed at length a number of proposals related to the proposed amendments to paragraph 4.4.7.6 in DE 48/5/8. There was general agreement with the proposed amendments, however some members were still uncomfortable with the [2000 N] force specified in draft paragraph 4.4.7.6.3, on the basis that such a force could damage operating cables. As discussed in the group, the specified figure is intended to represent a force that makes operation of the handle prohibitively difficult, not a normal operating condition. If the paragraph were to be reworded "�the handle shall not be able to be returned to the reset position without the use of excessive force," 2000 N is intended to quantify the "excessive force" (it should be noted that while applying that force might damage a cable, this would actually be desirable because it would also prevent lifting a boat with a hook that is not properly set). T.O.R. No. 11 - Buoyancy inflated by mouth for buoyant insulated immersion suits 57 The group was divided on the issue of the use of orally inflatable buoyancy to meet the freeboard requirement for buoyant insulated immersion suits. Some felt that persons in the water might have difficulty inflating a buoyancy chamber by mouth due to exhaustion, even with some freeboard assured by inherent buoyancy; whereas others were of the view that this would generally be expected to be accomplished before water entry, and so should be evaluated as part of the donning test (similarly to the permissible secondary donning of lifejackets with uninsulated immersion suits). The provisional draft proposed amendments to paragraph 2.3.1.1 of the Code and to paragraphs 1/3.1.3 and 1/3.1.7 of the RoT are based on the inflation of orally inflatable buoyancy chambers as part of the donning procedure. The group was divided on whether, if the concept is accepted by the Sub-Committee, the minimum freeboard provided by the immersion suit without inflation of the buoyancy should be 50 or 80 mm.

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Action requested of the Sub-Committee 58 The Sub-Committee is invited to note the outcome of the group�s discussions and, in particular, to:

.1 consider the proposed amendments to SOLAS chapter III, the LSA Code, and the Revised recommendation on testing of life-saving appliances (resolution MSC.81(70), as amended) discussed in paragraphs 3 through 50 and 53 through 57 above, and decide as appropriate; and

.2 note the views of the group in paragraphs 51 and 52 with regard to the term

"reduced degree of hazard" and the application of the term B/5 to the subdivision standards in SOLAS chapter II-1, and consider whether the matter should be referred to the DE Sub-Committee for their further consideration and action as appropriate.

***

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ANNEX 1

DRAFT PROPOSED AMENDMENTS TO SOLAS CHAPTER III

Regulation 3 Definitions

For the purpose of this chapter, unless expressly provided otherwise: 25 Unfavourable conditions of trim and list is trim of [up to] 10 degrees and list of [up to] 20 degrees either way; or alternatively, the worst combination of maximum list and trim angles for a ship in the intact or survivable damaged stability condition, taking into consideration a wind force associated with force 6 on the Beaufort scale and the final damaged waterline of the ship. [25 Unfavourable conditions of trim and list is trim of up to 10 degrees and list of up to 20 degrees either way; or alternatively, the Administration may define unfavourable conditions of trim and list based on the worst combination of maximum list and trim angles for a ship, considering in the ship�s intact or and if applicable, survivable damaged stability characteristics condition, taking into consideration a wind force associated with force 6 on the Beaufort scale and the final damaged waterline of the ship.] (This modification proposed by IACS reflects a different and more flexible approach which may be useful for discussion, however in its current form it is goes well beyond a definition.)

Regulation 6 Communications

4 Onboard communications and alarm systems 4.3 The general emergency alarm system shall be audible throughout all the accommodation and normal crew working spaces. On passenger ships, the general emergency alarm system shall also be audible on all open decks. In cabins without a loudspeaker installation, an electronic alarm transducer, e.g., a buzzer or similar, shall be installed.

Regulation 11 Survival craft muster and embarkation arrangements

7 An embarkation ladder complying with the requirements of paragraph 6.1.6 of the Code extending, in a single length, from the deck to the waterline in the lightest seagoing condition under unfavourable conditions of trim of [up to] 10° and a list of [up to] 20° either way shall be provided.

Regulation 13 Stowage of survival craft

1 Each survival craft shall be stowed:

.1 so that neither the survival craft nor its stowage arrangements will interfere with the operation of any other survival craft or rescue boat at any other launching station;

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.2 as near the water surface as is safe and practicable and, in the case of a survival craft other than a liferaft intended for throw over board launching, in such a position that the survival craft in the embarkation position is not less than 2 m above the waterline with the ship in the fully loaded condition under unfavourable conditions of trim and list of up to 10° and listed up to 20° either way, or to the angle at which the ship�s weather deck edge of the ship�s uppermost complete deck exposed to weather and sea becomes submerged, whichever is less;

[.6 in the case of a free-fall lifeboat, so that the greatest distance measured from the still

water surface to the lowest point on the lifeboat when the lifeboat is in the launch configuration under unfavourable conditions of trim and list does not exceed the certification height of the lifeboat.]

Regulation 14

Stowage of rescue boats Rescue boats shall be stowed: .1 in a state of continuous readiness for launching in not more than 5 min, and if the

inflated type, in a fully inflated condition at all times;

Regulation 15 Stowage of marine evacuation systems

1 Each marine evacuation system shall be stowed in such a position that it [remains usable] [will provide a satisfactory means of evacuation] under unfavourable conditions of trim and list. The ship�s side shall not have any openings between the embarkation station of the marine evacuation system and the waterline in the lightest seagoing condition and means shall be provided to protect the system from any projections.

Regulation 16

Survival craft launching and recovery arrangements 1 Unless expressly provided otherwise, launching and embarkation appliances complying with the requirements of paragraph 6.1 of the Code shall be provided for all survival craft except those which are:

. . .

.2 boarded from a position on deck less than 4.5 m above the waterline in the lightest seagoing condition and which are stowed for launching directly from the stowed position under unfavourable conditions of trim and list of up to 10° and a list of up to 20° either way; or

. . . .4 carried in excess of the survival craft for 200% of the total number of persons on

board the ship, and are stowed for launching directly from the stowed position under unfavourable conditions of trim and list of up to 10° and a list of up to 20° either way; or

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.5 provided for use in conjunction with a marine evacuation system, complying with the requirements of paragraph 6.2 of the Code and stowed for launching directly from the stowed position under unfavourable conditions of trim and list of up to 10° and a list of up to 20° either way.

. . . 6 Falls, where used, shall be long enough for the survival craft to reach the water with the ship in its lightest seagoing condition, under unfavourable conditions of trim and list of up to 10° and a list of up to 20° either way. 7 During preparation and launching, [except for a liferaft carried in accordance with regulation 31.1.4,] the survival craft, its launching appliance, and the area of water into which it is to be launched shall be adequately illuminated by lighting supplied from the emergency source of electrical power required by regulation I/1/42 or II-1/43, as appropriate. . . . 10 If partially enclosed lifeboats complying with the requirements of paragraph 4.5 of the Code are carried, a davit span shall be provided, fitted with not less than two lifelines of sufficient length to reach the water with the ship in its lightest seagoing condition, under unfavourable conditions of trim and list of up to 10° and a list of up to 20° either way.

Regulation 20 Operational readiness, maintenance and inspections

6 Weekly inspection

.2 all engines in lifeboats and rescue boats shall be run for a total period of not less

than 3 min, provided the ambient temperature is above the minimum temperature required for starting and running the engine. During this period of time, it should be demonstrated that the gear box and gearbox train are engaging satisfactorily. If the special characteristics of an outboard motor fitted to a rescue boat would not allow it to be run other than with its propeller submerged for a period of 3 min, it should be run for such period as prescribed in the manufacturer�s handbook [a suitable water supply may be provided]. In special cases the Administration may waive this requirement for ships constructed before 1 July1986;

. . . 8 Servicing of inflatable liferafts, inflatable lifejackets, and marine evacuation systems,

and maintenance and repair of inflated rescue boats . . .


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11 Periodic servicing of launching appliances and [on-load] release gear 11.1 Launching appliances shall be:

.1 maintained in accordance with instructions for on-board maintenance as required by regulation 36;

.2 subject to a thorough examination at the annual surveys required by

regulations I/7 or I/8, as applicable; and

.3 upon completion of the examination referred to in .2 subjected to a dynamic test of the winch brake at maximum lowering speed. The load to be applied shall be the mass of the lifeboat survival craft or rescue boat without persons on board, except that, at intervals not exceeding five years, the test shall be carried out with a proof load of equal to 1.1 times the maximum working load of the winch weight of the survival craft or rescue boat and its full complement of persons and equipment.

11.2 Lifeboat or rescue boat on-load release [mechanisms] [gear][, including free-fall lifeboat

release systems,] shall be:

. . .

.3 operationally tested under a load of 1.1 times the total mass of the lifeboat when loaded with its full complement of persons and equipment whenever the release [mechanism] [gear] is overhauled. Such over-hauling and test shall be carried out at least once every five years.*

[11.3 Davit-launched liferaft automatic release hooks shall be:

.1 maintained in accordance with instructions for on-board maintenance as required by regulation 36;

.2 subject to a thorough examination and operational test during the annual surveys

required by regulations I/7 and I/8 by properly trained personnel familiar with the system; and

.3 operationally tested under a load of 1.1 times the total mass of the liferaft when

loaded with its full complement of persons and equipment whenever the automatic release hook is overhauled. Such over-hauling and test shall be carried out at least once every five years.*]

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SECTION II - PASSENGER SHIPS (ADDITIONAL REQUIREMENTS)

Regulation 21

Survival craft and rescue boats 1 Survival craft . . . 1.2 Passenger ships engaged on short international voyages and complying with the special standards of subdivision prescribed by regulation II-1/6.5 shall carry:

. . . 1.3 Passenger ships engaged on short international voyages and not complying with the

special standard of subdivision prescribed by regulation II-1/6.5, shall carry survival craft complying with the requirements of paragraph 1.1.

. . . 2 Rescue boats . . . 2.3 A lifeboat may be accepted as a rescue boat provided that it [and its launching and recovery arrangements] also complies [comply] with the requirements for a rescue boat. 3 Marshalling of liferafts . . . 3.2 The number of lifeboats and rescue boats that are carried on passenger ships engaged on short international voyages and complying with the special standards of subdivision prescribed by regulation II-1/6.5 shall be sufficient to ensure that in providing for abandonment by the total number of persons on board not more than nine liferafts need be marshalled by each lifeboat or rescue boat.

Regulation 31 Survival craft and rescue boats

1 Survival craft 1.1 Cargo ships shall carry: . . . [.2 in addition, one or more inflatable or rigid liferafts, complying with the

requirements of section 4.2 or 4.3 of the Code, [with a mass of less than 185 kg and] stowed in a position providing for easy side-to-side transfer . . . If the liferaft or liferafts are not [with a mass of less than 185 kg and] stowed in a position . . .


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. . . 1.3 In lieu of meeting the requirements of paragraph 1.1 or 1.2, . . . . . . .2 unless the liferafts required by paragraph 1.3.1 are [with a mass of less than 185 kg

and] stowed in a position providing for easy side-to-side transfer . . . . . . .4 in the event of any one survival craft being lost or rendered unserviceable, there

shall be sufficient survival craft available for use on each side, including any which are [with a mass of less than 185 kg and] stowed in a position providing for easy side-to-side transfer . . .

. . . 2 Rescue boats Cargo ships shall carry at least one rescue boat complying with the requirements of paragraph 5.1 of the Code. [A lifeboat [except a free-fall lifeboat] may be accepted as a rescue boat, provided that it also complies with the requirements for a rescue boat.] [A lifeboat may be accepted as a rescue boat, provided that it and its launching and recovery arrangements also comply with the requirements for a rescue boat.]

Regulation 32 Personal life-saving appliances (as amended by MSC.152(78))

3 Immersion suits . . . 3.2 An immersion suit complying with the requirements of section 2.3 of the Code, of an appropriate size, shall be provided for every person on board the ship. However, for ships other than bulk carriers, as defined in regulation IX/1, these immersion suits need not be required if the ship is constantly engaged on voyages in warm climates** where, in the opinion of the Administration, immersion suits are unnecessary. 3.3 If a ship has any watch or work stations which are located remotely from the place or places where immersion suits are normally stowed, additional immersion suits [of an appropriate size] shall be provided at these locations for the number of persons normally on watch or working at those locations at any time.

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Regulation 35

Training manual and on-board training aids

[5 The training manual shall be approved by the Administration and shall be written in the working language of the ship.]

Chapter II-2 Regulation 15

Instructions, on-board training and drills . . . 2.3 Training manual The training manual shall be [approved by the Administration and shall be] written in the working language of the ship.

***

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ANNEX 2

DRAFT PROPOSED AMENDMENTS TO THE LSA CODE

CHAPTER I - GENERAL 1.1 Definitions . . . 8 Required free-fall height is the greatest distance measured from the still water surface to the lowest point on the lifeboat when the lifeboat is in the launch configuration and the ship is in its lightest seagoing condition. (and renumber succeeding paragraphs accordingly) . . . 1.2.3 The Administration shall determine the period of acceptability of life-saving appliances which are subject to deterioration with age. Such life-saving appliances shall be marked with a means for determining their age or the date by which they must be replaced. Permanent marking with a date of expiry is the preferred method of establishing the period of acceptability. Batteries not marked with an expiration date may be used if they are replaced annually, or in the case of a secondary battery (accumulator), if the condition of the electrolyte can be readily checked. In the case of pyrotechnic lifesaving appliances, the date of expiry shall be indelibly marked on the product by the manufacturer, and it shall be [48] months from the date of manufacture, except in cases where a maritime Administration has approved a longer service life based upon documented operational experience. . . . 2.2 Lifejackets . . . 2.2.1.16 A lifejacket shall be provided with a releasable buoyant [line or other] means to secure it to a lifejacket worn by another person in the water. . . . [2.3 Immersion suits 2.3.1 General requirements for immersion suits 2.3.1.1 The immersion suit shall be constructed with waterproof materials such that:

.1 it can be unpacked and donned without assistance within 2 min, taking into account donning of any associated clothing*, donning of and a lifejacket if the immersion suit is to be worn in conjunction with a lifejacket, and inflation of orally inflatable chambers if fitted;]

* Refer to paragraph 3.1.3 of the Recommendation on Testing of Life-saving Appliances adopted by the

Organization by resolution MSC 81(70).


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. . . 2.3.1.5 An immersion suit which has buoyancy and is designed to be worn without a lifejacket shall be provided with a releasable buoyant [line or other] means to secure it to a suit worn by another person in the water.

CHAPTER IV � SURVIVAL CRAFT 4.1 General requirements for liferafts . . . 4.1.2 Minimum carrying capacity and mass of liferafts . . . 4.1.2.2 Unless the liferaft is to be launched by an approved launching appliance complying with the requirements of section 6.1 or is not [intended to be portable required to be stowed in a position providing] for easy side-to-side transfer, the total mass of the liferaft, its container and its equipment shall not be more than 185 kg. 4.1.3 Liferaft fittings . . . 4.1.3.3 A manually controlled [canopy light lamp] shall be fitted to the [uppermost portion top of the liferaft canopy or structure]. The light shall be white and . . . 4.1.3.4 A manually controlled [enclosure light] [interior light] lamp shall be fitted inside the liferaft capable of continuous operation for a period of at least 12 h. It shall light automatically when the canopy is erected and [be of sufficient intensity shall produce an arithmetic mean luminous intensity of not less than 0.5 cd when measured over the entire upper hemisphere] to permit reading of survival and equipment instructions. Batteries shall be of a type that does not deteriorate due to damp or humidity in the stowed liferaft. 4.1.4 Davit-launched liferafts . . . [4.1.4.4 All davit-launched liferafts shall be capable of being safely launched against trim of [up to] 10° and list of [up to] 20° either way.] 4.1.5 Equipment 4.1.5.1 The normal equipment of every liferaft shall consist of: . . .

.18 a food ration consisting of totalling not less than 10,000 kJ (2400 kcal) for each person the liferaft is permitted to accommodate. These rations [shall should] be palatable, edible throughout the marked recommended shelf life, and packed in a

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manner which can be readily divided and easily opened taking into account immersion suit gloved hands. A typical suitable composition is:

Ration unit: 500-550 g Energy: minimum 10,000 kJ Moisture: Maximum 5% Salt (NaCl): Maximum 0.2% Carbohydrates: 60-70% weight = 50-60% energy Fat: 18-23% weight = 33-43% energy Protein: 6-10% weight = 5-8% energy

The rations shall be packed in tins (cans), or vacuum packed in a flexible packaging material with a negligible vapour transmission rate (<0.1g/m2 per 24 hours at 23 degrees C / 85% R.H. when tested in accordance with an appropriate national or international standard). Flexible packaging materials shall be a laminate construction including at least one ply of aluminium foil, and shall be further protected by an outer carton if needed to prevent holes and damage to the food ration and other items as result of sharp edges. The packaging shall be clearly marked with date of packing and date of expiry, the production lot number, the content in the package and instructions for use.kept in airtight packaging and be stowed in a watertight container. Food rations complying with the requirements of an international standard acceptable to the Organization* are acceptable in compliance with these requirements;

.19 watertight receptacles containing a total of 1.5 l of fresh water for each person the

liferaft is permitted to accommodate, of which either 0.5 l per person may be replaced by a de-salting apparatus capable of producing an equal amount of fresh water in 2 days or 1 l per person may be replaced by a manually powered reverse osmosis desalinator, as described in paragraph 4.4.7.5, capable of producing an equal amount of fresh water in 2 days.; The water shall satisfy suitable international requirements for chemical and microbiological content, and shall be packed in sealed watertight containers that are of corrosion resistant material or are treated to be corrosion resistant. Flexible packaging materials, if used, shall be a laminate construction including at least one ply of aluminium foil, with a negligible vapour transmission rate (<0.1g/m2 per 24 hours at 23 degrees C / 85% R.H. when tested in accordance with an appropriate national or international standard), except that individually packaged portions within a larger container need not meet this vapour transmission requirement. Each water container shall have a method of spill proof reclosure, except for individually packaged portions of less than 125 ml. Each container shall be clearly marked with date of packing and date of expiry, the production lot number, the quantity of water in the container, and instructions for consumption. The containers shall be easy to open, taking into account immersion suit gloved hands. Water for emergency drinking complying with the requirements of an international standard acceptable to the Organization* is acceptable in compliance with these requirements;

* Refer to the recommendations of the International Organization for Standardization, in particular publication ISO 18813 Ships and marine technology - Survival equipment for survival craft and rescue boats. . . .


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4.2 Inflatable liferafts . . . 4.2.2 Construction of inflatable liferafts . . . 4.2.2.3 The liferaft shall be capable of being inflated by one person. The liferaft shall be inflated with a non-toxic gas. [The inflation system, including any relief valves installed in compliance with paragraph 4.2.2.4, shall comply with the requirements of an international standard acceptable to the Organization**.] Inflation shall be completed within a period of 1 min . . . ** Refer to the recommendations of the International Organization for Standardization, in particular publication ISO 15738 Ships and marine technology � Gas inflation systems for inflatable life-saving appliances. . . . 4.2.4 Access into inflatable liferafts 4.2.4.1 At least one entrance shall be fitted with a semi-rigid boarding ramp, capable of supporting a person weighing 100 kg sitting or kneeling and not holding onto any other part of the liferaft, to . . . . . . 4.2.6 Containers for inflatable liferafts . . . 4.2.6.3 The container shall be marked with: . . . [.7bis the mass of the packed liferaft, if greater than 185 kg:] . . . 4.3.4 Access into rigid liferafts 4.3.4.1 At least one entrance shall be fitted with a rigid boarding ramp, capable of supporting a person weighing 100 kg sitting or kneeling and not holding onto any other part of the liferaft, to . . . . . .

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4.4 General requirements for lifeboats 4.4.1 Construction of lifeboats 4.4.1.1 All lifeboats shall be properly constructed and shall be of such form and proportions that they have ample stability in a seaway and sufficient freeboard when loaded with their full complement of persons and equipment[, and are capable of being safely launched against trim of [up to] 10° and list of [up to] 20° either way]. . . . 4.4.1.2 Each lifeboat shall be fitted with a permanently affixed approval plate certificate of approval, endorsed by the Administration [or its representative], containing at least the following items:

- manufacturer�s name and address;

- lifeboat model and serial number;

- month and year of manufacture;

- number of persons the lifeboat is approved to carry; and

- the approval information required under paragraph 1.2.2.9. The [certifying organization Administration, or the manufacturer acting on their behalf] shall provide [the each production] lifeboat with a certificate of [approval conformity] which, in addition to the above items, specifies:

[- number of the certificate of approval;]

- material of hull construction, in such detail as to ensure that compatibility problems in repair should not occur;

- total mass fully equipped and fully manned; and

- statement of approval as to sections 4.5, 4.6, 4.7, 4.8 or 4.9.

. . . 4.4.1.4 Hulls and rigid covers shall be fire-retardant or non-combustible.* * Refer to MSC/Circ. 1006 Guidelines on fire test procedures for acceptance of fire-retardant materials for the construction of lifeboats. . . .


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4.4.2 Carrying capacity of lifeboats 4.4.2.1 [No single engine lifeboat shall be approved to accommodate more than 150 persons. Lifeboats approved to accommodate more than 150 persons shall have at least two independently controlled [engines] [propulsion systems] complying with 4.4.6.13.] . . . 4.4.3 Access into lifeboats 4.4.3.1 Every passenger ship lifeboat shall be so arranged that it can be rapidly boarded by its full complement of persons in not more than [10] [5] min from the time the instruction to board is given. Rapid disembarkation shall also be possible. . . . 4.4.6.8 The speed of a lifeboat when proceeding ahead in calm water, when loaded with its full complement of persons and equipment and with all engine powered auxiliary equipment in operation, shall be at least 6 knots and at least 2 knots when towing [the largest liferaft carried on the ship] [a 25-person liferaft in case of cargo ships, or the largest liferaft carried on the ship in case of passenger ships,] loaded with its full complement of persons and equipment or its equivalent. Sufficient fuel, suitable for use throughout the temperature range expected in the area in which the ship operates, shall be provided to run the fully loaded lifeboat at 6 knots for a period of not less than 24 h. 4.4.6.9 The lifeboat engine, transmission and engine accessories shall be enclosed in a fire-retardant casing or other suitable arrangements providing similar protection*. Such arrangements shall also protect persons from coming into accidental contact with hot or moving parts and protect the engine from exposure to weather and sea. Adequate means shall be provided to reduce the engine noise so that a shouted order can be heard. Starter batteries shall be provided with casings which form a watertight enclosure around the bottom and sides of the batteries. The battery casings shall have a tight fitting top which provides for necessary gas venting. * Refer to MSC/Circ. 1006 Guidelines on fire test procedures for acceptance of fire-retardant materials for the construction of lifeboats. . . . [4.4.6.13 In the case of a lifeboat with multiple engines, these engines shall be completely independent from each other, including for each engine separate fuel and tank system, propulsion system and at least one independent rechargeable energy source for the power starting system, if fitted. The lifeboat shall be able to manoeuvre satisfactorily with reduced speed in case of any failure of any engine.]

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4.4.7 Lifeboat fittings . . . 4.4.7.6 Every lifeboat to be launched by a fall or falls, except a free-fall lifeboat, shall be fitted with a release mechanism complying with the following requirements subject to paragraph .8.5 below:

.1 the mechanism shall be so arranged that all hooks are released simultaneously;

.2 the mechanism shall have two release capabilities -- normal (off-load) release capability and on-load release capability; as follows:

.2.1 a normal (off-load) release capability shall which will release the lifeboat

when it is waterborne or when there is no load on the hooks, and not require manual separation of the lifting ring or shackle from the jaw of the hook; and

.2.2 an on-load release capability shall which will release the lifeboat with a

load on the hooks. This release shall be so arranged as to release the lifeboat under any conditions of loading from no load with the lifeboat waterborne to a load of 1.1 times the total mass of the lifeboat when loaded with its full complement of persons and equipment. This release capability shall be adequately protected against accidental or premature use. Adequate protection shall include special mechanical protection not normally required for offload release, in addition to a danger sign. To prevent a premature on-load release, on-load operation of the release mechanism should require a deliberate and sustained action by the operator;

.3 to prevent an accidental release during recovery of the boat, the mechanical

protection release mechanism shall have an (interlock) which prevents closing the helmsman�s release lever unless the hook portion of should only engage when the release mechanism is properly and completely reset. [The interlock shall ensure that unless the hook is totally unable to sustain any load, the handle [or safety pins] shall not be able to be returned to the reset (closed) position with a force of less than [2000] N.] Additional danger signs shall be posted at each hook station to alert crew members to the proper method of resetting; To prevent a premature on-load release, on-load operation of the release mechanism should require a deliberate and sustained action by the operator.

.4 the release mechanism shall be so designed and installed that crew members from

inside the lifeboat can clearly determine when the system is ready for lifting by:

.4.1 directly observing that when the release mechanism that locks the movable hook portion in place is properly and completely reset and ready for lifting; or


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.4.2 observing a non-adjustable indicator that confirms that the mechanism that locks the movable hook portion in place is properly and completely reset; or

.4.3 easily operating a mechanical indicator that confirms that the mechanism

that locks the movable hook in place is properly and completely reset.

.5 clear operating instructions shall should be provided with a suitably worded warning notice using colour coding, pictograms, and/or symbols as necessary for clarity. If colour coding is used, green shall indicate a properly reset hook and red shall indicate danger of improper or incorrect setting;

.6.3 the release control shall be clearly marked in a colour that contrasts with its

surroundings; [.6bis means shall be provided for hanging-off the lifeboat to free the release mechanism

for maintenance;]

.7.4 the fixed structural connections of the release mechanism in the lifeboat shall be designed with a calculated factor of safety of 6 based on the ultimate strength of the materials used, [and the mass of the lifeboat when loaded with its full complement of persons, fuel, and equipment,] assuming the mass of the lifeboat is equally distributed between the falls[, except that the factor of safety for the hanging-off arrangement may be based upon the mass of the lifeboat when loaded with its full complement of fuel and equipment plus 1000 kg]; and

.8.5 where a single fall and hook system is used for launching a lifeboat or rescue boat

in combination with a suitable painter, the requirements of paragraph 4.4.7.6.2.2 and .3 need not be applicable; in such an arrangement a single capability to release the lifeboat or rescue boat, only when it is fully waterborne, will be adequate.

. . . 4.4.7.10 A manually controlled [cover light lamp] shall be fitted. The light shall be white and be capable of operating continuously for at least 12 h with a luminous intensity of not less than 4.3 cd in all directions of the upper hemisphere. However if the light is a flashing light it shall flash at a rate of not less than 50 flashes and not more than 70 flashes per min for the 12 h operating period with an equivalent effective luminous intensity. 4.4.7.11 A manually controlled [enclosure light] [interior light] lamp or source of light shall be fitted inside the lifeboat capable of continuous operation for a period of at least 12 h. It shall produce an arithmetic mean luminous intensity of not less than 0.5 cd when measured over the entire upper hemisphere] to provide illumination for not less than 12 h to permit reading of survival and equipment instructions; however, oil lamps shall not be permitted for this purpose. . . . 4.4.8 Lifeboat equipment . . .

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.9 watertight receptacles containing a total of 3 l of fresh water as described in paragraph 4.1.5.1.19 for each person the lifeboat is permitted to accommodate.

. . . 4.5 Partially enclosed lifeboats . . . 4.5.2 . . . The canopy shall be so arranged that:

. . .

.8 [it allows for above-water the occupants can] escape in the event of the lifeboat capsizing.

[4.5.3 The interior of the lifeboat shall be of a [highly visible] colour which does not cause discomfort to the occupants.] . . . 4.6 Totally enclosed lifeboats 4.6.1 Totally enclosed lifeboats shall comply with the requirements of section 4.4 and in addition shall comply with the requirements of this section. 4.6.2 Enclosure Every totally enclosed lifeboat shall be provided with a rigid watertight enclosure which completely encloses the lifeboat. The enclosure shall be so arranged that:

. . .

.8 its exterior is of a highly visible colour and its interior of a [light] colour which does not cause discomfort to the occupants;

. . . . . . 4.7 Free-fall lifeboats 4.7.3 Performance requirements . . . 4.7.3.3 The required free-fall height shall never exceed the free-fall certification height.


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CHAPTER V - RESCUE BOATS 5.1 Rescue boats 5.1.1 General requirements 5.1.1.1 Except as provided by this section, all rescue boats shall comply with the requirements of paragraphs: 4.4.1 to 4.4.7.4 inclusive, excluding paragraph 4.4.6.8, and 4.4.7.6, 4.4.7.7, 4.4.7.9, 4.4.7.10 and 4.4.9. . . . . . 5.1.1.3 Rescue boats may be either of rigid or inflated construction or a combination of both and shall:

.1 be not less than 3.8 m and not more than 8.5 m in length; and

.2 be capable of carrying at least five seated persons and a person lying on a stretcher, all wearing buoyant insulated immersion suits or uninsulated immersion suits with lifejackets. . .

5.1.1.6 Every rescue boat shall be provided with sufficient fuel, suitable for use throughout the temperature range expected in the area in which the ship operates, and be capable of manoeuvring at a speed of at least 6 knots and maintaining that speed, for a period of at least 4 h when loaded with its full complement of persons and equipment. . . . 5.1.1.12 Every rescue boat shall be so arranged that an adequate view forward, aft, and to both sides is provided from the control and steering position for safe launching and manoeuvring, and in particular with regard to visibility of areas and crew members essential to man-overboard retrieval and marshalling of survival craft. [5.1.1.13 Notwithstanding the requirements of paragraph [4.4.7.6.8], for a fast rescue boat or a rescue boat launched by means of an appliance fitted with an automatic high-speed tensioning device, the release mechanism shall be provided with on-load release capability.] . . . 5.1.3.11 The inflated rescue boat shall be maintained at all times in a fully inflated condition. [5.1.4 Additional requirements for fast rescue boats 5.1.4.1 Fast rescue boats shall be so constructed as to capable of being safely launched and retrieved under adverse weather and sea conditions. 5.1.4.2 Except as provided by this section, all fast rescue boats shall comply with the requirements of section 5.1, except for paragraphs 4.4.1.5.3, 4.4.1.6, 4.4.7.2, 5.1.1.6 and 5.1.1.10.

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5.1.4.3 Notwithstanding paragraph 5.1.1.3.1, fast rescue boats shall have a hull length of not less than 6 m and not more than 8.5 m, including inflated structures or fixed fenders. 5.1.4.4 Fast rescue boats shall be provided with sufficient fuel, suitable for use throughout the temperature range expected in the area in which the ship operates, and be capable of manoeuvring for a period of at least 4 h at a speed of at least 20 knots in calm water with a crew of 3 persons and at least 8 knots when loaded with its full complement of persons and equipment. 5.1.4.5 Fast rescue boats shall be self-righting, or capable of being readily righted by not more than two of their crew. 5.1.4.6 Fast rescue boats shall be self-bailing or be capable of being rapidly cleared of water. 5.1.4.7 Fast rescue boats shall be steered by a wheel at the helmsman�s position remote from the tiller. An emergency steering system providing direct control of the rudder, water jet, or outboard motor shall also be provided. 5.1.4.8 Engines in fast rescue boats shall stop automatically or be stopped by the helmsman�s emergency release switch should the rescue boat capsize. When the rescue boat has righted, each engine or motor shall be capable of being restarted provided that the helmsman�s emergency release, if fitted, has been reset. The design of the fuel and lubricating systems shall prevent the loss of more than 250 ml of fuel or lubricating oil from the propulsion system should the rescue boat capsize. 5.1.4.9 Fast rescue boats shall, if possible, be equipped with an easily and safely operated fixed single-point suspension arrangement or equivalent. 5.1.4.10 A rigid fast rescue boat shall be constructed in such a way that, when suspended by its lifting point it is of sufficient strength to withstand a load of 4 times the mass of its full complement of persons and equipment without residual deflection upon removal of the load. 5.1.4.11 The normal equipment of a fast rescue boat shall include a hands-free and watertight VHF radiocommunication set. [5.1.4.12 The crew of the fast rescue boat shall consist of at least the helmsman and two crew members trained and drilled regularly having regard to the Seafarers� Training, Certification and Watchkeeping (STCW) Code and recommendations adopted by the Organization.*] * Refer to the Recommendations on training requirements for crews of fast rescue boats, adopted by the Organization by resolution A.771(18) and section A-VI-2, table A-VI/2-2 "Specification of the minimum standard of competence in fast rescue boats" of the Seafarers� Training, Certification and Watchkeeping (STCW) Code.]


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CHAPTER VI - LAUNCHING AND EMBARKATION APPLIANCES 6.1 Launching and embarkation appliances 6.1.1 General requirements . . . 6.1.1.5 The launching appliance and its attachments other than winch brakes shall be of sufficient strength to withstand a static proof load [on] test of not less than 2.2 times the maximum working load. . . . [6.1.1.11 Rescue boat launching appliances shall be provided with foul weather recovery strops for recovery where heavy fall blocks constitute a danger.] 6.1.2 Launching appliances using falls and a winch . . . 6.1.2.2 The launching mechanism shall be so arranged that it may be actuated by one person from a position on the ship�s deck and, except for [rescue boat [or fast rescue boat] launching appliances or] secondary launching appliances for free-fall lifeboats, from a position within the survival craft [or rescue boat]. When launched by a person on the deck, the survival craft or rescue boat shall be visible to that person. 6.1.2.12 Manual brakes shall be so arranged that the brake is always applied unless the operator, or a mechanism activated by the operator, holds the brake control in the "off" position. [6.1.2.13 When using remote control systems the manual brakes shall be so arranged that the brake is always applied unless the operator, or a mechanism activated by the operator holds the brake control in the �off� position.] 6.1.2.14 A lifeboat launching appliance shall be provided with means for hanging-off the lifeboat to free the on-load release mechanism for maintenance. . . . 6.1.7 Launching appliances for fast rescue boats 6.1.7.1 Every fast rescue boat launching appliance shall comply with the requirements of paragraphs 6.1.1 and 6.1.2 except 6.1.2.10 and, in addition, shall comply with the requirements of this paragraph. 6.1.7.2 The launching appliance shall be fitted with a device to dampen the forces due to interaction with the waves when the fast rescue boat is launched or recovered. The device shall include a flexible element to soften shock forces and a damping element to minimize oscillations.

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6.1.7.3 The winch shall be fitted with an automatic high-speed tensioning device which prevents the wire from going slack in all sea state conditions in which the fast rescue boat is intended to operate. 6.1.7.4 The winch brake shall have a gradual action. When the fast rescue boat is lowered at full speed and the brake is applied sharply, the additional dynamic force induced in the wire due to retardation shall not exceed 0.5 times the working load of the launching appliance. 6.1.7.5 The lowering speed for a fast rescue boat with its full complement of persons and equipment shall not exceed 1 m/s. Notwithstanding the requirements of paragraph 6.1.1.9, a fast rescue boat launching appliance shall be capable of hoisting the fast rescue boat with 6 persons and its full complement of equipment at a speed of not less than 0.8 m/s. The appliance shall also be capable of lifting the rescue boat with the maximum number of persons that can be accommodated in it as calculated in accordance with paragraph 4.4.2. 6.1.7.6 At least three turns of wire shall remain on the winch after the fast rescue boat is lowered to the sea with the ship in its lightest seagoing condition, against a trim of 10° and a list of 20° either way. . . . 6.2.2 Performance of the marine evacuation system 6.2.2.1 A marine evacuation system shall be:

. . .

.5 in the case of being fitted with an inclined slide, such that the angle of the slide to the horizontal is:

.1 within a range of 30° to 35° when the ship is upright and in the lightest

sea-going condition; and

.2 in the case of a passenger ship, a maximum of 55° in the final stage of flooding set by the requirements in regulation II-1/8 under unfavourable conditions of trim and list;]

.5bis in the case of being fitted with a vertical passage, such that the system shall be;

.1 operational in its designed manner under unfavourable conditions of trim

and list; and .2 in the case of being equipped with integrated liferafts, it shall be provided

with an option of independent release of the liferafts.


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CHAPTER VII - OTHER LIFE-SAVING APPLIANCES 7.2 General alarm and public address system 7.2.1 General emergency alarm system 7.2.1.1 . . . The system shall be audible throughout all of the accommodation and normal crew working spaces. The alarm shall continue to function after it has been triggered until it is manually turned off or is temporarily interrupted by a message on the public address system. 7.2.1.2 The minimum sound pressure levels for the emergency alarm tone in interior and exterior spaces shall be 80 dB (A) and at least 10 dB (A) above ambient noise levels existing during normal equipment operation with the ship underway in moderate weather. In cabins without a loudspeaker installation, an electronic alarm transducer shall be installed, e.g. a buzzer or similar. . . . [7.3 Radar reflectors for liferafts 7.3.1 General requirements for radar reflectors 7.3.1.1 Radar reflectors intended for installation on liferafts should fulfil the requirements as below: 7.3.1.2 Structure and Materials The form and structure of the radar reflector shall be suitable for packing within a liferaft container. The materials used should be of sufficient strength and quality as to make the reflector capable of maintaining reflection performance under conditions of sea states, vibrations, humidity and change of temperature likely to be experienced in the marine environment. 7.3.2 Performance Requirements 7.3.2.1 A liferaft radar reflector shall comply with the following minimum requirements for all frequencies between 9300 MHz and 9500 MHz. 7.3.2.2 A radar reflector, when installed at an approved position, shall provide a positive response on the display of a radar installation during 50% of antenna revolutions at a range of 4 nautical miles. The above requirements shall be met using a radar installation complying with the recommendations of the Organization*, having an antenna height of 15 metres. 7.3.3 Reflective Performance 7.3.3.1 The maximum echoing area of the radar reflector shall be at least 10 m2 if intended for fitting at 1.5 metres above sea level. 7.3.3.2 If the radar reflector is intended for fitting at a height of less than 1.5 metres above sea level, then it shall be proved that it has an equivalent performance to meet the requirements of 7.3.2.2.

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7.3.3.3 The radar reflector shall have a response over an angular coverage of 360° in azimuth and +15° in elevation. Any azimuth polar diagram taken within the angular coverage shall show that: .1 the reflector has a peak response of at least 10m2 (or as required by 7.3.3.2); .2 the mean radar cross-section of the reflector shall be not less than 2.5 m2 (or �6db

with respect to the figure derived in 7.3.3.2, if applicable); .3 any areas below 2.5 m2 (or �6db with respect to the figure derived in 7.3.3.2, if

applicable) in the response shall be distributed uniformly around 360° of azimuth. 7.3.3.4 In addition the azimuth polar diagram in the horizontal plane, which may be assessed over an angular band of ± 2° in elevation, shall be such that its echoing area over a total angle of 210° is not less than 2.5 m2 (or �6db with respect to the figure derived in 7.3.3.2, if applicable). The response shall not remain below this level over any single angle of more than 15°. 7.3.4 Marking Each reflector shall be marked indelibly with: .1 the manufacturer�s name or trade mark; .2 information on approval; .3 the type of reflector; .4 the serial number; .5 the maximum echoing area; .6 the weight of reflector; and .7 date of manufacture (month and year). 7.3.5 Installation 7.3.5.1 Installation of a radar reflector on inflatable liferafts 7.3.5.1.1 The radar reflector should be automatically deployed in its operation position during deploying an inflatable liferaft. 7.3.5.1.2 For reflectors of the inflatable type, a suitable adopter is to be provided that is compatible with the liferaft topping-up pump. * Refer to resolution A.477(XII). ]

***

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ANNEX 3

DRAFT PROPOSED AMENDMENTS TO RESOLUTION MSC.81(70) (AS AMENDED BY RESOLUTION MSC.200(80))

PART 1- PROTOTYPE TEST FOR LIFE-SAVING APPLIANCES 1 LIFEBUOYS . . . 1.3 Drop test The two Each lifebuoys should be suspended from its upper edge via a release device so that the lower edge of the lifebuoy is at the height at which it is intended to be stowed on ships in their lightest seagoing condition, or 30 m, whichever is the greater, and dropped into the water from the height at which they are intended to be stowed on ships in their lightest seagoing condition, or 30 m, whichever is the greater, without suffering damage. In addition, one lifebuoy should be suspended from its upper edge via a release device so that the lower edge of the lifebuoy is at a height of 2 m, and dropped three times from a height of 2 m onto a concrete floor, without suffering damage. . . . 2 LIFEJACKETS . . . 2.10 Tests for inflatable lifejackets 2.10.1.1 Two inflatable lifejackets should be subjected to the temperature cycling test prescribed in paragraph 1.2.1 in the uninflated condition and should then be externally examined. The inflatable lifejacket materials should show no sign of damage such as shrinking, cracking, swelling, dissolution or change of mechanical qualities. The automatic and manual inflation systems shall each be tested immediately after each temperature cycling test as follows:

.1 after a high temperature cycle, the two inflatable lifejackets should be taken from a stowage temperature of +65°C. One should be activated using the automatic inflation system by placing it in seawater at a temperature of +30°C and the other should be activated using the manual inflation system. Each should fully inflate.

.2 After a low temperature cycle, the two inflatable lifejackets should be taken from

a stowage temperature of -30°C. One should be activated using the automatic inflation system by placing it in seawater at a temperature of -1°C and the other should be activated using the manual inflation system. Each should fully inflate.

Each lifejacket should then be subjected to the tests in 2.2, 2.3, and 2.5. A lifejacket that has been inflated automatically with one compartment uninflated should be subjected to the test in paragraph 2.2 and the test repeated as many times as necessary to perform the test once with each compartment in the uninflated condition. For the fire test in 2.3, one lifejacket should be inflated and one uninflated.


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. . . 2.10.4.6 Test of metallic components

. . .

.2 Metal components should not affect a magnetic compass of a type used in small boats by more than 1 degree 5 degrees, when placed at a distance of 500 mm from it.

. . . 2.10.4.7.2 The air temperature should be 20° C, and water should be supplied to the sprays nozzles at a pressure of 0.3 kPa � 0.4 kPa, a flow of 600 l/h (± 10 l/h), and a temperature of 18° C to 20° C. . . . 3 IMMERSION SUITS, ANTI-EXPOSURE SUITS AND THERMAL

PROTECTIVE AIDS 3.1 Tests common to non-insulated and insulated immersion suits and anti-exposure

suits . . . Donning test 3.1.3 Following a demonstration, each test subject should be able to unpack, don and secure the immersion suit or anti-exposure suit over their test clothing without assistance in less than 2 min. This time should include the time to don any associated clothing, inflate any orally inflated chambers if fitted, and don and a lifejacket, if such is to be worn in conjunction with the immersion suit or anti-exposure suit, and the test subjects should be able to don such lifejacket without assistance. 3.1.4 The immersion suit or anti-exposure suit should be capable of being donned in 5 minutes a reasonable time at an ambient temperature as low as -30°C. Before the donning test the packed immersion suit or anti-exposure suit should be kept in a refrigerated chamber at a temperature of -30°C for 24 h. . . . 3.1.7 When wearing the immersion suit or anti-exposure suit in conjunction with a lifejacket if required, the test subjects should float face-up with their mouths clear of the water by at least 120 mm and be stable in that position. [For a buoyant insulated immersion suit worn without a lifejacket, an auxiliary means of buoyancy such as an orally inflated bladder behind the wearer�s head may be used to obtain this freeboard, provided that the freeboard obtained without the auxiliary means of buoyancy is at least [50] [80] mm.] The freeboard should be measured from the water surface to the nose and mouth with the test subject at rest. The freeboard of the anti-exposure suit without a lifejacket should be at least 50 mm.

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. . . 3.3 Thermal protective aids for survival craft Fabric test . . . 3.3.2 It should be demonstrated by test that the fabric has a thermal conductivity conductance of not more than 0.25 7,800 W/(m K) W/(m2 K). 4 PYROTECHNICS - ROCKET PARACHUTE FLARES, HAND FLARES AND

BUOYANT SMOKE SIGNALS . . . 4.2 Temperature tests Three specimens of each type of pyrotechnic should be subjected to:

.1 temperature cycling as prescribed in 1.2.1. After the test each specimen should show no sign of damage such as shrinking, cracking, swelling, dissolution or change of mechanical qualities and then function effectively at ambient temperature;*

.2 a temperature of -30°C for at least 48 h and then function effectively immediately

upon removal from the cold chamber at that temperature;* .3 a temperature of +65°C for at least 48 h and then function effectively immediately

upon removal from the hot chamber at that temperature;* .4 a temperature of +65°C and 90% relative humidity for at least 96 h, followed by

ten days at 20°C to 25°C at 65% relative humidity and then function effectively. . . . 4.6.2 Laboratory testing of the flare material should establish that it will burn uniformly with an average luminous intensity of not less than 30,000 cd and that the colour of the flame is a vivid red as defined in section 11 of the publication Color: Universal Language and Dictionary of Names*, with CIE coordinates x = 0.61 to 0.69 and y = 0.3 to 0.39, or computed from these coordinates: a wavelength of 608 nm +/- 11 nm. . . . 4.7.2 Laboratory testing of the flare material should establish that it will burn with an average luminous intensity of at least 15,000 cd and that the colour of the flame is vivid red as defined in section 11 of the publication Color: Universal Language and Dictionary of Names*. , with CIE coordinates x = 0.61 to 0.69 and y = 0.3 to 0.39, or computed from these coordinates: a wavelength of 608 nm +/- 11 nm. . . .


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4.8.3 Laboratory testing of the smoke signal should establish that at least 70% obscuration throughout the minimum emission time is attained when the smoke is drawn through a 19 cm diameter duct by a fan capable of producing an entrance air flow of 18.4 m3/min. The colour of the smoke should be orange as defined by sections 34, 48, 49 or 50 of the publication Color: Universal Language and Dictionary of Names**. 4.8.3 The smoke density and colour of the smoke signal should be determined by laboratory testing conducted at [an ambient] [a water] temperature of +20°C to +25°C as follows: .1 The smoke should be blown through an apparatus consisting of a 190 mm

diameter duct with a fan capable of producing an entrance air flow of 18.4 m3/min. By means of a light source with at least 10cd on one side of the tunnel and a photoelectric cell on the other side the density of the passing smoke should be recorded. If the photocell picks up the total emitted light from the light source then the smoke density is zero percent which means that no smoke is passing through the tunnel. The smoke density is then considered to be 100% when the photocell is not able to pick up any light of the light source through the passing smoke in the tunnel. From the amount of light which the photocell is able to pick up the smoke density should be calculated. Before each measurement the light intensity of the 100% value should be checked. Each measurement should be recorded.

.2 The colour of the orange smoke should be evaluated by means of visual

comparison, in daylight, to a colour comparison chart containing the range of acceptable orange colours. The colour comparison chart should have a gloss or matte finish, and consist of a series of at least five orange colour chips, covering the range from reddish orange (Munsell notation 8.75 YR 6/14) to yellowish orange (Munsell notation 5 YR MAX) in gradual steps of hue, chroma, and lightness. The colour chips should be secured adjacent to one another, in order of progression from reddish orange to yellowish orange, and extend on at least one side to the edge of the chart. Each colour chip should be at least 50 mm x 100 mm in size.

NOTE: A typical acceptable progression would be 8.75 YR 6/14; 10 R 6/14; 1.25 YR 6/14; 3.75 YR MAX; 5 YR MAX. NOTE: ASTM D1535-97 specifies a method to convert between Munsell notation and CIE co-ordinates. (Delete existing footnotes.) . . . 5.12 Canopy closure test

To ensure the effectiveness of the canopy closures in preventing water entering the liferaft, the efficiency of the closed entrances should be demonstrated by means of a hose test or by any other equally effective method. The requirement for the hose test is that about 2,300 1 of water per minute be directed at and around the entrances through a 63.5 mm hose from a point 3.5 m away and 1.5 m above the level of the buoyancy tubes for a period of 5 min. [There should be no significant accumulation of water inside the liferaft.] [It should be demonstrated that any internal

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water accumulation can be discharged overboard by one person in a time interval equal to the duration of hose application using only the sponges supplied according to paragraph 4.1.5.1.4 of the Code.] [The accumulation of water inside the liferaft should not exceed [4 l]]. Unless the configuration of both sides of a canopied reversible liferaft are identical, this test should be repeated for both sides of the liferaft. . . . 5.17 Additional tests applicable to inflatable liferafts only . . . 5.17.8 The measurement of pressure drop due to leakage can be started when it has been assumed that compartment rubber material has completed stretching due to the inflation pressure and stabilized. This test should be conducted after equilibrium condition has been achieved. . . . Material tests 5.17.13 The materials when tested should meet the following requirements: . . .

.2.2.10 Resistance to blocking

.1 When tested by the method prescribed below the 100 g weight should not be lifted fabric shall exhibit [no blocking].

.2 The preparation of specimens and test procedure should be in accordance

with ISO 5978 except that the temperature of test should be 70°± 2°C and the duration of time under load should be 7 days.

. . . 6 LIFEBOATS . . . 6.6 Davit-launched lifeboat impact and drop test . . . 6.4.3 The fully loaded lifeboat, with its engine, should be loaded with weights equal to the mass of the maximum number of persons for which the lifeboat is to be approved. Included in this loading should be a weight of 100 kg loaded in one of each type of seat installed in the lifeboat. The remainder of the weights should be distributed to represent the normal loading condition but need not be placed 300 mm above the seatpan. . . .


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6.8 Lifeboat freeboard and stability tests . . . 6.8.2 Weights representing persons who would be in the water when the lifeboat is flooded (water level more than [500] mm above the seat pan) may be omitted. Weights representing persons who would not be in the water when the lifeboat is flooded (water level less than [500] mm above seat pan) should be placed in the normal seating positions of such persons with their centre of gravity approximately 300 mm above the seat pan. Weights representing persons who would be partly submerged in the water when the lifeboat is flooded (water level between 0 and [500] mm above the seat pan) should additionally have an approximate density of 1 kg/dm³ (for example water ballast containers) to represent a volume similar to a human body. . . . 6.9 Release mechanism test Davit-launched lifeboats . . . 6.9.4 It should be demonstrated that the release mechanism can release the fully equipped lifeboat when loaded with weights equal to the mass of the number of persons for which the lifeboat is to be approved, when the lifeboat is being towed at speeds up to 5 knots. In lieu of a waterborne test, this test may be conducted as follows:

.1 a force equal to the force necessary to tow the lifeboat at a speed of 5 knots 25% of the safe working load of the hook should be applied to the hook in the lengthwise direction of the boat at an angle of 45° to the vertical. This test should be conducted in the aftward as well as the forward direction[, depending upon the design of the release hook];

.2 a force equal to the safe working load of the hook should be applied to the hook in

an athwartships direction at an angle of 20° to the vertical. This test should be conducted on both sides;

.3 a force equal to the safe working load of the hook should be applied to the hook in

a direction half-way between the positions of tests 1 and 2 (i.e., 45° to the longitudinal axis of the boat in plan view) and within the ellipse segment formed by 1 and 2 at an angle of 33° to the vertical. This test should be conducted in four positions.

[There should be no damage to the hook as a result of this test, and in the case of a waterborne test, there should be no damage to the lifeboat or its equipment.] . . .

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6.10 Lifeboat operational test Operation of engine and fuel consumption test [6.10.1 The lifeboat should be loaded with weights equal to the mass of its equipment and the number of persons for which the lifeboat is to be approved. The engine should be started and the lifeboat manoeuvred for a period of at least 4 h to demonstrate satisfactory operation. It should be demonstrated that the lifeboat can tow a 25-person liferaft loaded with the number of persons for which it is to be approved and its equipment at a speed of 2 knots or alternatively the lifeboat should have a maximum towing force of at least that required to tow a 25-person liferaft at a speed of at least 2 knots. The lifeboat should be run at a speed of not less than 6 knots for a period which is sufficient to ascertain the fuel consumption and to establish that the fuel tank has the required capacity. The maximum towing force of the lifeboat should be determined. This information should be used to determine the largest fully loaded liferaft the lifeboat can tow at 2 knots. The fitting designated for towing other craft should be secured to a stationary object by a tow rope. The engine should shall be operated ahead at full speed for a period of at least 2 minutes, and the towing force measured and recorded. There should shall be no damage to the towing fitting or its supporting structure. The maximum towing force of the lifeboat should be recorded on the type approval certificate.] . . . 6.15 Air supply test for lifeboats with a self-contained air support system All entrances and openings of the lifeboat should be closed, and the air supply to the inside of the lifeboat turned on. and tThe engine should then be run at full speed for a period of 5 min, stopped for 30 s, then restarted for a total running time of 10 min. During this time the atmospheric pressure within the enclosure should be continuously monitored to ascertain that a small positive air pressure is maintained within the lifeboat and to confirm that noxious gases cannot enter. After 10 min the engine should be stopped: Even if the engine should stop, tThe internal air pressure should never fall below the outside atmospheric pressure nor should it exceed outside atmospheric pressure by more than 20 mbar during the test. It should be ascertained by starting the engine with air supply turned off that when the air supply is depleted automatic means are activated to prevent dangerously low pressure [of more than 5 mbar] being developed within the lifeboat by starting the engine with air supply turned off. . . . 7 RESCUE BOATS AND FAST RESCUE BOATS 7.1 Rigid rescue boats . . . Towing test 7.1.2 The largest size of fully loaded liferaft which the rigid rescue boat can tow at a speed of 2 knots should be determined. Alternatively tThe maximum towing force of the rescue boat should be determined. The maximum towing force of the rescue boat should be recorded on the type approval certificate. This information should be used to determine the largest fully loaded liferaft the rescue boat can tow at two knots. The fitting designated for towing other craft should


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be secured to a stationary object by a tow rope. The engine should shall be operated ahead at full speed for a period of at least 2 min., and the towing force measured and recorded. There should shall be no damage to the towing fitting or its supporting structure. The maximum towing force of the rescue boat should be recorded on the type approval certificate. . . . Rigid rescue boat seating test 7.1.3 The rigid rescue boat should be fitted with its engine and all its equipment. The number of persons for which the rescue boat is to be approved, having an average mass of at least 75 kg and all wearing lifejackets and immersion suits and any other essential equipment required should then board; one person should lie down on a stretcher of dimensions shown in figure [ ] and the others should be properly seated in the rescue boat. The rigid rescue boat should then be manoeuvred and all equipment on board tested to demonstrate that it can be operated without difficulty or interference with the occupants.

Figure [ ] � Stretcher dimensions

. . . Righting test 7.1.7 It should be demonstrated that both with and without engine and fuel or an equivalent mass in place of the engine or fuel tank, the rigid rescue boat is capable of being righted by not more than two persons if it is inverted on the water. In the case of fast rescue boats which are not self-righting, the engine should be running in neutral position and, after stopping automatically or by the helmsman�s emergency release switch when inverted, it should be easily restarted and run for 30 min after the rescue boat has returned to the upright position.

For rescue boats with inboard engines, the test without engine and fuel is not applicable. . . . Material tests 7.2.14 The material used in the construction of inflated rescue boats should be tested for the following characteristics and comply with the requirements of an international standard acceptable to the Organization*to the satisfaction f the Administration:

.1 tensile strength;

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. . . .16 ultraviolet light resistance.

* Refer to the recommendations of the International Organization for Standardization, in particular publication ISO 15372 Ships and marine technology � Inflatable rescue boats � Coated fabrics for inflatable chambers. . . . 7.4 Rigid fast rescue boats 7.4.1 Rigid fast rescue boats should be subjected to the tests prescribed in 6.2 to 6.12 (except 6.3, 6.4.2, 6.5, 6.6.2, 6.7.1, 6.9.5, 6.9.6, 6.10.1), 6.14 (if a rigid fast rescue boat is self-righting), 7.1.2 to 7.1.4, 7.1.6, 7.1.7 (if a rigid fast rescue boat is not self-righting), 7.1.8, 7.1.9 and 7.2.4.2. In the case of [open fast rescue boats] [fast rescue boats that are not enclosed], the self-righting test should only be done in the light condition, and 6.14.1.1, 6.14.3, 6.14.4, and 6.14.5 are not applicable. With regard to 6.14.2, a boat fitted with a helmsman�s emergency release switch should be considered to be arranged to stop automatically when inverted. . . . 7.7 Outboard motors for rescue boats . . . Engine inversion test (for engines destined for fast rescue boats only) 7.7.11 The engine and its fuel tank should be mounted on a frame that is arranged to rotate about an axis equivalent to the longitudinal axis of the boat [in] the height of the boat transom. The propeller should be in a water basin to the height of the cavitation plate. The engine should then be subjected to the test procedure specified in paragraphs 6.14.7 through 6.14.13 [6.14.17], and then dismantled for examination. (With regard to 6.14.7.9, the engine should be stopped automatically or by the helmsman�s emergency release switch when inverted.) During these tests, the engine should not overheat or fail to operate [or leak more than 250 ml of oil] during any one inversion. When examined after being dismantled the engine should show no evidence of overheating or excessive wear.


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8 LAUNCHING AND EMBARKATION APPLIANCES 8.1 Testing of davits and launching appliances 8.1.1 . . . For free-fall lifeboats, the launching appliances for lowering a free-fall lifeboat by falls, except the winch brakes, should be subjected to a static proof load of 2.2 times the maximum working load at the full outboard position. The sliding ramp [and the ramp-side boat holding device] should be subjected to a static proof load of 2.2 times the maximum working load. There should be no evidence of significant deformation or other damage as a result of this test. . . . 10 POSITION-INDICATING LIGHTS FOR LIFE-SAVING APPLIANCES . . . 10.1.3 . . . The interior lights should provide sufficient an arithmetic mean luminous intensity of not less than 0.5 cd when measured over the entire upper hemisphere to permit reading read of survival instructions and equipment instructions for a period of not less than 12 h. . . . 10.3.3 One light attached to a lifejacket should be subjected to a drop test [from 4.5 m] as prescribed in 2.8.89.6. The light should not suffer damage, should not be dislodged from the lifejacket and should [continue to function effectively for at least 8 h] [be switched on and seen to be illuminated and conspicuous whilst the test subject is still in the water]. function as prescribed in 10.3.2. . . . 10.4.7 Rain test, and watertightness test Test procedure One unit should be subjected to a rain test according to IEC 60945: 3rd edition (Nov. 1996), paragraph 8.8. After having passed the rain test, the unit and the complete power source should be immersed horizontally under not less than 300 mm of fresh water for at least 24 h. Acceptance criteria The unit should comply with the requirements of IEC 60945: 3rd edition (Nov. 1996), paragraph 8.8.2, and should function after the rain test. Additionally, after the water-tightness test the unit should function and there should be no evidence of water inside the unit. [It should be established that the battery housing is completely sealed to prevent unauthorized tampering or battery removal, without the use of tools.]

. . .

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11 HYDROSTATIC RELEASE UNITS . . . 11.2 Technical tests Each hydrostatic release unit should undergo all the following technical tests. No parts should be renewed or repaired between the tests. The tests should be conducted in the following sequence: . . .

.6 Solar radiation test One unit shall be subjected to a solar radiation test to IEC 60945: 3rd edition (Nov.1996), paragraph 8.10.

NOTE: The solar radiation test may be waived where the manufacturer is able to produce evidence that the materials employed will satisfy the test, i.e. UV stabilized.

. . . [14 RADAR REFLECTORS FOR LIFERAFTS

Visual examination

14.1 Two samples of radar reflectors should be given a visual and dimensional examination acc. to the approved technical documentation. A visual inspection shall be carried out to confirm that the construction and finish of the reflector are satisfactory.

Performance Test

14.2 The performance test shall be carried out in a chamber or on a test site where the background noise level has been reduced to the equivalent of an echoing area of 0.01 m2 (�30db wrt 10 m2) [50dB wrt 10m^2] or less at frequencies between 9300 MHz and 9500 MHz. The test shall consist of measuring polar patterns of the reflector within the volume defined in 7.3.3.3. If the reflector is inflatable, then it is to be inflated according to the manufacturer�s instructions with the performance tests carried out 4 hours after this initial inflation. 14.3 Radar reflector should be subjected to detectability test, conducted in real sea conditions, in accordance with para. 7.3.3.3 requirement for radar reflectors, with no hydrometeorological disturbances and the wave height not exceeding 1.5 m.

Dry Heat Test

14.4 The reflector, in its packed state shall be placed in a chamber at normal room temperature. Then the temperature shall be raised to and maintained at 65oC ± 3oC for a minimum period of 7 hours. The reflector shall then be removed from the chamber, exposed to normal temperature for a period of 30 minutes and then deployed in its normal operating mode.

Low Temperature Test

14.5 The reflector, in its packed state, shall be placed in a chamber at normal room temperature. Then the temperature shall be reduced to and maintained at �30o ± 3oC for a


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minimum period of 10 h. The reflector shall then be removed from the chamber, exposed to normal room temperature for a period of 30 minutes and then deployed in its normal operating mode.

Note: The duration of this test will be increased to 24 hours if packed into a liferaft container.

Corrosion Test

14.6 The reflector shall be placed in a chamber fitted with apparatus such as a spray gun capable of spraying a salt solution (5% natrium chloride solution) in the form of a fine mist. The equipment in its deployed condition, shall be sprayed simultaneously on all its external surfaces with the salt solution for a period of 100 hours. The temperature shall be maintained at +35oC ± 2oC during this period.

Test for oil resistance

14.7 One of the radar reflectors should be immersed horizontally for a period of 24 h under a 100 mm head of diesel oil at normal room temperature. After this test, the reflector should show no sign of damage such as shrinking, cracking, swelling, dissolution or change of mechanical qualities.

Mechanical Strength Test

14.8 If the reflector is designed to be rigged outside the raft it shall be mounted in the recommended way, shall be subjected to a jet of water delivered at a rate of 2,300 litres per minute through a 62.5 mm hose from a point 3.5 m away and level with the reflector for a period of 1 minute on each face of the reflector or 5 minutes total whichever is longer. There must be no damage to the reflector or liferaft at the conclusion of this test.

Wind velocity test

14.9 Radar reflector is to be subjected to the action of air stream with 30 m/s velocity, during 10 min. After the test, no damage to the reflector or its fastening to the liferaft or mast (if intended for the lifeboat or rescue boat) should be found.

Drop Test

14.10 The reflector included in an operationally packed liferaft, shall be suspended and then dropped from a minimum height of 18 m into water. If it is to be stowed at a height greater than 18 m, it shall be dropped from the height that it is to be stowed. There must be no damage to the reflector or liferaft at the conclusion of this test.

Note: Tests 14.8, 14.9 and 14.10 are to be conducted with an approved inflatable liferaft or may be tested in conjunction with a suitable inflatable liferaft undergoing prototype approval tests.]

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PART 2 - PRODUCTION AND INSTALLATION TESTS

5.3 Lifeboat and rescue boat test . . . 5.3.4 Each new lifeboat and rescue boat should be loaded to a total mass of [2.0 times the mass the boat with its full complement of persons and equipment] and suspended by its release gear. There should be no damage to the release gear or its connection to the boat. 5.3.5 Provisions for hanging-off the lifeboat or rescue boat (hanging-off pennant) should be tested with a static load of [the weight of the boat plus 1000 kg] with no damage as a result of the test. . . . 6 LAUNCHING AND STOWAGE ARRANGEMENTS 6.1 Launching appliances using falls and winches Factory overload test 6.1.1 Each launching appliance, except the winch, should be tested with a static load of 2.2 times the working load with the appliance in the full outboard position. For a free-fall lifeboat launching appliance, each sliding ramp [and the ramp-side boat holding device] should be tested with a static load of 2.2 times the working load. The appliance should not be deformed or damaged. Winches with the brakes applied should be tested by applying a static load of 1.5 times the maximum working load. Any cast components of the frame and arm should be hammer-tested to determine that they are sound and without flaw. Installation tests Loaded test 6.1.2 The survival craft . . . Light loaded test 6.1.3 The survival craft or rescue boat loaded with its normal equipment or an equivalent mass should be released by operation of the launching control on deck to demonstrate that the lifeboat�s mass is sufficient to overcome the frictional resistance of the winch, falls, blocks and associated gear. The lowering speed should be as established by the Administration. If the launching gear is controlled from within the survival craft or rescue boat a A person should then board the survival craft or rescue boat and perform a test of the launching operation from within the boat.


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[APPENDIX 1

ADULT REFERENCE TEST DEVICE (RTD)

DESIGN AND CONSTRUCTION 2.1.3 Buoyancy. The total design buoyancy of the device is 155,6 149.0 N. Table A.3 specifies the foam characteristics, the buoyancy for each insert and its tolerances and the overall buoyancy distribution to be verified when using the RTD for certification testing.

APPENDIX

ADULT REFERENCE TEST DEVICE � BUOYANCY TRACKING AND VERIFICATION

Table 1 -- SOLAS Adult RTD Buoyancy and Tolerance

Limit / Units Front Buoyancy1

Back Buoyancy

Total Buoyancy Buoyancy Distribution2

Design / N 103 103.5 46 46.5 149 150 69% in front Maximum / N 107 48 155 70.5% in front Minimum / N 100 45 145 67.5% in front 1 Values at or corrected to standard temperature and pressure. 2 Buoyancy distribution is calculated by dividing the front buoyancy by the total buoyancy. ]

Table 2 � SOLAS Adult RTD Insert Design Buoyancies Combined Left Front &

Inside Front 1 Combined Right Front &

Inside Front 1 Back Collar

Design (N) 34 + 17.5 17.75 = 51.5 51.75

34 + 17.5 17.75 = 51.5 51.75

18 18.5 28

S/N ____ Date:

1 Plus make-up inserts, if used

_______________

inconsistencies in imo instruments … in imo instruments regarding requirements for ......

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