- Y Diweddaraf sydd Ar Gael (Diwygiedig)
- Gwreiddiol (Fel y’i mabwysiadwyd gan yr UE)
Commission Directive 2008/126/EC of 19 December 2008 amending Directive 2006/87/EC of the European Parliament and of the Council laying down technical requirements for inland waterway vessels
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Appendix II to Annex II to Directive 2006/87/EC is replaced by the following:
:
Requirements relating to the capacity for taking evasive action and turning capacity
:
Requirements concerning prescribed (forward) speed, stopping capacity and capacity for going astern
:
Requirements for coupling systems and coupling devices for craft suitable for propelling or being propelled in a rigid assembly
:
Left void
:
Noise measurements
:
Left void
:
Special anchors with reduced mass
:
Strength of watertight windows
:
Requirements for automatic pressurised water sprinklers
:
Left void
:
Completion of the Community Certificate
:
Fuel tanks on floating equipment
:
Minimum hull thickness of barges
:
Left void
:
Steerageway under vessel's own power
:
Left void
:
Appropriate fire alarm system
:
Proof of buoyancy, trim and stability of the separated parts of a vessel
:
Left void
:
Equipment for vessels to be operated according to standards S1 and S2
:
Requirements for low-location lighting
:
Specific safety needs of persons with reduced mobility
:
Left void
:
Suitable gas warning equipment
:
Electrical cables
In accordance with Article 5(7) of the Directive, for subjects covered by Annex IV, each Member State may allow less stringent requirements for the respective values indicated in the following Administrative instructions for craft operating exclusively on Zone 3 and Zone 4 waterways within its territory.
In accordance with Article 5(1) and (3) of the Directive, for subjects covered by Annex III, each Member State may adopt more stringent requirements for the respective values indicated in the following Administrative instructions for craft operating on Zone 1 and Zone 2 waterways within its territory.
During tests the requirements of Section 2 shall be complied with keeping a keel clearance of at least 20 % of the draught, but not less than 0,50 m.
(Diagram in Annex 1)
With the vessel or convoy under way at a constant speed of V0 = 13 km/h in relation to the water, at the start of the manoeuvre (time t0 = 0 s, turning speed r = 0°/min, rudder angle δ0 = 0°, engine speed kept constant), evasive action to port or starboard is to be initiated by putting across the helm. The rudder shall be set to an angle δ, or the steering unit to an angle δa in the case of an active steering device, at the start of the manoeuvre, in accordance with the indications given in point 2.3. The rudder angle δ (e.g. 20° to starboard) shall be maintained until the value r1 of the turning speed referred to in point 2.2 for the corresponding dimensions of the vessel or convoy is reached. When the turning speed r1 is reached, the time t1 shall be recorded and the rudder set to the same angle on the opposite side (e.g. 20° to port) so as to stop the turn and commence turning in the opposite direction, i.e., to reduce the turning speed to r2 = 0 and let it to rise again to the value given in point 2.2. When the turning speed r2 = 0 is reached, the time t2 shall be recorded. When the turning speed r3 given in point 2.2 is reached, the rudder shall be set in the opposite direction to the same angle δ, so as to stop the turning movement. The time t3 shall be recorded. When the turning speed r4 = 0 is reached, the time t4 shall be recorded and the vessel or convoy shall be returned to its original course.
a In accordance with the decision of the nautical expert. | ||||||
Dimensions of vessels or convoysL × B | Required turning speedr1 = r3 (°/min) | Limit values for the time t4 (s) in shallow and deep water | ||||
---|---|---|---|---|---|---|
δ = 20° | δ = 45° | 1,2 ≤ h/T ≤ 1,4 | 1,4 < h/T < 2 | h/T > 2 | ||
1 | All motor vessels; single-in-line convoys ≤ 110 × 11,45 | 20°/min | 28°/min | 150 s | 110 s | 110 s |
2 | Single-in-line convoys up to 193 × 11,45 or two-abreast convoys up to 110 × 22,90 | 12°/min | 18°/min | 180 s | 130 s | 110 s |
3 | Two-abreast convoys ≤ 193 × 22,90 | 8°/min | 12°/min | 180 s | 130 s | 110 s |
4 | Two-abreast convoys up to 270 × 22,90 or three-abreast convoys up to 193 × 34,35 | 6°/min | 8°/min | a | a | a |
The times t1, t2, t3 and t4 required to reach turning speeds r1, r2, r3 and r4 shall be recorded in the measurements report in Annex 2. The t4 values shall not exceed the limits given in the table.
one to starboard with a rudder angle δ = 20°
one to port with a rudder angle δ = 20°
one to starboard with a rudder angle δ = 45°
one to port with a rudder angle δ = 45°.
If necessary (e.g. in the case of uncertainty about the values measured or of unsatisfactory manoeuvres), the evasive action manoeuvres shall be repeated. The turning speeds given in point 2.2 and the time limits shall be complied with. For active steering devices or special types of rudder, a position δa of the steering unit or rudder angle δa other than δ = 20° and δ = 45° may be selected, according to the expert’s assessment, depending on the type of steering system.
The procedure for evasive action manoeuvres and the terms used are shown in a diagram in Annex 1.
The turning capacity of vessels and convoys whose length (L) does not exceed 86 m and width (B) does not exceed 22,90 m shall be considered sufficient under Article 5.10, in conjunction with Article 5.02(1) when during an upstream turning manoeuvre with an initial speed in relation to the water of 13 km/h, the limit values for stopping facing downstream established in Administrative instruction No 2 are complied with. The keel clearance conditions according to Section 1.1 shall be complied with.
for manually controlled steering systems, a single turn of the wheel shall correspond to a rudder angle of at least 3°;
for powered steering systems, when the rudder is at maximum immersion, it shall be possible to achieve an average angular velocity of 4°/s over the rudder’s entire turning range.
This requirement shall also be checked, with the vessel at full speed, for moving the rudder over a range from 35° port to 35° starboard. In addition, it shall be checked whether the rudder keeps the position of maximum angle at maximum propulsion power. For active steering systems or special types of rudder, this provision applies mutatis mutandis.
‘Flanking rudders(1)/bow steering systems(1)/other equipment(1) referred to under item 34 is(1)/are(1) necessary to comply with the manoeuvrability requirements of chapter 5.’
The measurements, reports and recording of data shall be carried out according to the procedure set out in Annex 2.
=
Start of evasive action manoeuvre
=
Time to reach turning speed r1
=
Time to reach turning speed r2 = 0
=
Time to reach turning speed r3
=
Time to reach turning speed r4 = 0 (end of evasive action manoeuvre)
=
Rudder angle [°]
=
Turning speed [°/min]
Inspection body: …
Date: …
Name: …
Name of craft: …
Owner: …
Type of craft: … | Test area: … |
or convoy: … | Relevant water level [m]: … |
L × B [m × m]: … | Depth of water h [m]: … |
Ttest [m]: … | h/T: … |
Speed of the current [m/s]:
Load: … % of maximum …
(during test) [t]: … deadweight: …
Rate-of turn indicator
Type: …
Type of rudder construction: normal construction/special constructiona
Active steering system: yes/noa
Results of evasive action manoeuvres:
a Delete as appropriate. | |||||
Timet1 to t4 required for the evasive action | Rudder angle δ or δa a at which evasive action commencesand turning speed to be complied with r1 = r3 | Comments | |||
---|---|---|---|---|---|
δ = 20° STARa | δ = 20° PORTa | δ = 45° STARa | δ = 45° PORTa | ||
δa = … STARa | δa = … PORTa | δa = … STARa | δa = … PORTa | ||
r1 = r3 = … °/min | r1 = r3 = … °/min | ||||
t1 [s] | |||||
t2 [s] | |||||
t3 [s] | |||||
t4 [s] | |||||
Limit value t4 according to 2.2 | Limit value t4 = … [s] |
Geographic position at start of turning manoeuvre … km
Geographic position at end of turning manoeuvre … km
Type of operation: manual/powereda
Rudder angle for each turn of the wheela: … °
Angular velocity of the rudder over the whole rangea: … °/s
Angular velocity of the rudder over the range 35° Port to 35° Starboarda: … °/s
The speed in relation to the water is satisfactory in accordance with Article 5.06(1) when it reaches at least 13 km/h. During tests, the following conditions shall be met in the same way as for the stopping test:
the keel clearance set out in point 2.1 shall be complied with;
the measuring, recording, registration and evaluation of test data shall be carried out.
In flowing water (current velocity of 1,5 m/s), stopping in relation to the water shall be demonstrated over a maximum distance measured in relation to the ground of:
550 m for vessels and convoys of:
length L > 110 m or
width B > 11,45 m,
or
480 m for vessels and convoys of:
length L ≤ 110 m and
width B ≤ 11,45 m.
The stopping manoeuvre is completed on coming to a stop in relation to the ground.
In standing water (current velocity of less than 0,2 m/s), stopping in relation to the water shall be demonstrated over a maximum distance, measured in relation to the ground of:
350 m for vessels and convoys of:
length L > 110 m or
width B > 11,45 m,
or
305 m for vessels and convoys of:
length L ≤ 110 m and
width B ≤ 11,45 m.
In standing water, a test shall also be performed to demonstrate that a speed of not less than 6,5 km/h can be reached when going astern.
The measuring, recording and registration of the test data referred to in (a) or (b) shall be carried out in accordance with the procedure set out in Appendix 1.
Throughout the entire test, the vessel or the convoy shall have adequate manoeuvrability.
The permitted deviation of the initial speed of 13 km/h shall be not more than +1 km/h, and the current velocity in flowing water shall be between 1,3 and 2,2 m/s, otherwise the tests shall be repeated.
The vessels and convoys referred to in Chapter 5 shall carry out a test in flowing water or in standing water, in a test area, to prove that they are capable of stopping facing downstream only with their propulsion system without the use of anchors. The stopping manoeuvre shall, in principle, be carried out in accordance with figure 1. It begins when the vessel is travelling at a constant speed of as near as possible to 13 km/h in relation to the water by reversing the engines from “ahead” to “astern” (point A of the order “stop”) and is completed when the vessel is stationary in relation to the ground (point E: v = 0 in relation to the ground or point D: = point E: v = 0 in relation to the water and in relation to the ground if the stopping manoeuvre is carried out in standing water).
When stopping manoeuvres are carried out in flowing water, the position and the moment of stopping in relation to the water shall also be recorded (the vessel moves at the speed of the current; point D: v = 0 in relation to the water).
The data measured shall be entered in a report as shown in the diagram of table 1. Before the stopping manoeuvre is carried out, the unchanging data shall be entered at the top of the form.
The average current velocity (vSTR ) in the fairway shall be determined, if available, based on the reading of an established water level gauge, or by measuring the movement of a floating body and shall be entered in the report.
In principle, the use of current metres is permitted to determine the speed of the vessel in relation to the water during the stopping manoeuvre, if it is possible to record the movement and the required data in accordance with the procedure above.
For the stopping manoeuvre, first of all the initial speed in relation to the water shall be determined. This can be done by measuring the time taken to travel between two markers on land. In flowing water, the average current velocity shall be taken into account.
The stopping manoeuvre is initiated by the order “stop”A, given on passing a marker on land. Passing the land marker shall be recorded perpendicularly to the axis of the vessel and shall be entered in the report. Passing all other land markers during the stopping manoeuvre shall be similarly recorded and each marker (e.g. kilometre post) and the time of passing shall be noted in the report.
The values measured shall, if possible, be recorded at intervals of 50 m. In each case, note should be taken of the time when points B and C — if possible — as well as when points D and E are reached and the respective position shall be estimated. The data concerning the engine speed need not be recorded in the report, but should be noted to permit more accurate control of the initial speed.
The stopping manoeuvre according to figure 1 shall be presented in the form of a diagram. First of all, the time-traverse diagram shall be plotted using the measurements entered in the test report and points A to E shall be indicated. It will then be possible to determine the average speed between two measurement points and to plot the speed/time diagram.
This is done as follows (see figure 1):
By determining the quotient of the difference of position over the difference in time Δs/Δt, the average speed of the vessel for this period can be calculated.
During the interval between 0 sec. and 10 sec., the distance from 0 m to 50 m is covered.
Δs/Δt = 50 m/10 s = 5,0 m/s = 18,0 km/h
This value is entered as the average speed at the 5 sec. abscissa-position. During the second interval, from 10 sec. to 20 sec., a distance of 45 m is covered.
Δs/Δt = 45 m/10 s = 4,5 m/s = 16,2 km/h
At marker D, the vessel has stopped in relation to the water i.e. current velocity is approximately 5 km/h.
Key to symbols in figure 1
“stop” order
propeller stopped
propeller in reverse
v = 0 in relation to the water
v = 0 in relation to the ground
speed of vessel
v in relation to the ground
distance covered in relation to the ground
measured time
Report of the stopping manoeuvre
Inspection Body: | … | Type of vessel or convoy: | … | Test area: | … | |
L × B [m]: | … | Water level gauge reading | [m]: | … | ||
Date: | … | T at test [m]: | … | Water depth | [m]: | … |
Name: | … | Load at Test [t]: | … | Gradient | [m/km]: | … |
Test run No: | … | % of maximum deadweight | … | VSTR | [km/h]: | … |
Power of propulsion engines PB[kW] | … | [m/s]: | … | |||
Propulsion system according to Annex 2, table 2: | … | Max. displacement | [m3]: | … |
Position[river-km] | Time[sec.] | Δs[m] | Δt[sec.] | vIL[km/h] | Engine speed n[min–1] | Observations |
---|---|---|---|---|---|---|
Formula 2.1:
Limit value in accordance with point 2.1(a) or (b) of Administrative instruction No 2
When the stopping manoeuvre has been carried out with a load of 70-100 % of the maximum deadweight in accordance with point 2.2 of Administrative instruction No 2 in order to calculate Sstandard the displacement (Dreference = Dactual ) corresponding to the load at the time of the test shall be used for the determination of Sreference and Sactual .
When in determining Sstandard according to formula 2.1, the limit value in question is exceeded or not reached, the value of Sreference shall be reduced or increased by variation of Dreference so that the limit value is complied with (Sstandard = limit value in question). The maximum displacement permitted in downstream navigation shall be set accordingly.
Phase I (“Full ahead” reversed to “full astern”): SI
and
Phase II (End of reversal until vessel stops in relation to the water): SII
shall be calculated (see figure 1). The total stopping distance is then:
Formula 3.1:
The particular stopping distances shall be calculated as follows:
In formulae 4.1 to 4.7:
vL | Speed in relation to the ground at the start of reversal | (m/s) |
tI | Reversal time | (s) |
vII | Speed in relation to the water at the end of reversal | (m/s) |
D | Displacement | (m3) |
FPOR | Bollard pull in reverse | (kN) |
PB | Power of propulsion engine | (kW) |
RTmII | Average resistance during phase II, to be determined using the diagram for determining RT/v2 | (kN) |
RG | Gradient resistance | (kN) |
i | Gradient in m/km (if missing to be taken as 0,16) | (m/km) |
vSTR | Average current velocity | (m/s) |
g | Acceleration due to gravity (9,81) | (m/s2) |
ρ | Density of water, ρ fresh water = 1 000 | (kg/m3) |
T | Maximum draught (of vessel or convoy) | (m) |
h | Water depth | (m) |
B | Width | (m) |
L | Length | (m) |
The coefficients for the formulae 4.1, 4.2, 4.3, 4.4, 4.5, 4.6 and 4.7 can be taken from the tables below.
Motor vessels and single file convoys
Two-abreast convoys
Three-abreast convoys
Propulsion system | f | Units |
---|---|---|
Modern nozzles with rounded rear edge | 0,118 | kN/kW |
Old nozzles with sharp rear edge | 0,112 | kN/kW |
Propellers without nozzle | 0,096 | kN/kW |
Rudder propellers with nozzles (generally sharp rear edge) | 0,157 | kN/kW |
Rudder propellers without nozzles | 0,113 | kN/kW |
To determine the value of RT/v2 in relation to D1/3 [B + 2T]:
Formation: ordinary motor vessel with a (Europa IIa) lighter coupled abreast
a Dwt = deadweight. | ||||||
Propulsion system of the motor vessel: modern nozzles with rounded rear edge | ||||||
L [m] | B [m] | T max [m] | Dwta max [t] | D max [m3] | PB [kW] | |
---|---|---|---|---|---|---|
Motor vessel | 110 | 11,4 | 3,5 | 2 900 | 3 731 | 1 500 |
Lighter | 76,5 | 11,4 | 3,7 | 2 600 | 2 743 | — |
Convoy | 110 | 22,8 | 3,7 | 5 500 | 6 474 | 1 500 |
Current velocity: | vSTRactual | = | 1,4 m/s | ≈ | 5,1 km/h |
Speed of vessel (in relation to the water): | VSactual | = | 3,5 m/s | ≈ | 12,5 km/h |
Speed of vessel (in relation to the ground): | VLactual | = | 4,9 m/s | ≈ | 17,6 km/h |
Reversal time (measured) (point A to C): | tI | = | 16 s | ||
Stopping distance in relation to the water (point A to D): | SMEASURED | = | 340 m | ||
Load condition (possibly estimated): | Dactual | = | 5 179m3 | ≈ | 0,8 D max |
Actual draught of convoy: | Tactual | = | 2,96 m | ≈ | 0,8 T max |
Since B > 11,45 m and since the convoy is in flowing water, the following is applicable for this convoy under 2.1(a):
Sstandard < 550 m
Measured value according to Appendix 1 (see point 2)
smeasured = 340 m
to be calculated:
sactual as the sum of
(according to formula 4.1 of Appendix 2 with vLactual )
and
(according to formulae 4.2, 4.3, 4.4, 4.5 and 4.6 of Appendix 2 with actual speeds vIIactual , vSTRactual , Dactual )
sreference as the sum of
(according to formula 4.1 of Appendix 2 with vLreference )
and
(according to formulae 4.2 to 4.6 of Appendix 2 with the reference speeds according to 2.1 of the Administrative instruction and given that the load condition is greater than 70 % of the maximum load (≈ 80 %): Dreference = Dactual and Treference = Tactual )
to be checked:
Table 1
for sIactual and sIreference | k1 | = | 0,95 |
for sIIactual and sIIreference | k2 | = | 0,12 |
k3 | = | 1,15 | |
k4 | = | 0,48 | |
k6 | = | 0,85 | |
k7 | = | 0,55 |
Table 2 (for modern nozzles with rounded rear edge)
f = 0,118
Calculation of RTmIIactual according to table 3 and formula 4.3 of Appendix 2
Calculation of total distance according to formula 3.1
Note: The term (RtmII — RG ), which is a function of D, with an actual value of 20,67 kN is obviously relatively small compared to k3 · FPOR with an actual value of 203,55 kN, so for simplification purposes, sII can be taken as proportional to D, i.e. sII = Constant · D.
Initial values
Resistance due to gradient RG as in point 4.2
FPOR as in point 4.2.
Calculation of sIIreference using formula (b) and the result from (c) to (f)
according to formula 2.1 of Appendix 2
Conclusion:
The permissible limit value is far from being reached, i.e.:
admission to downstream navigation is possible without problems for the actual load condition (0,8 · D max ),
a higher load condition is possible and may be calculated according to point 5 below.
With s IIreference = Constant reference · D according to the note under point 4.2
Hence
From this follows that:
Since (D reference ) Limit > D max (8 756 > 6 474) this formation (see point 1) may be permitted in downstream navigation with full load.
Formation: large motor vessel propelling
2 lighters side-by-side in front and
1 lighter coupled side-by-side
a Dwt = deadweight. | ||||||
Propulsion system of the self-propelled vessel: modern nozzles with rounded rear edge. | ||||||
L [m] | B [m] | T max [m] | Dwta max [t] | D max [m3] | PB [kW] | |
---|---|---|---|---|---|---|
Motor vessel | 110 | 11,4 | 3,5 | 2 900 | 3 731 | 1 500 |
Each lighter | 76,5 | 11,4 | 3,7 | 2 600 | 2 743 | — |
Convoy | 186,5 | 22,8 | 3,7 | 10 700 | 11 960 | 1 500 |
Current velocity: | vSTRactual | = | 1,4 m/s | ≈ | 5,1 km/h |
Speed of vessel (in relation to the water): | VSactual | = | 3,5 m/s | ≈ | 12,5 km/h |
Speed of vessel (in relation to the bank): | VLactual | = | 4,9 m/s | ≈ | 17,6 km/h |
Reversal time (measured) (point A to C): | tI | = | 16 sec | ||
Stopping distance in relation to the water (point A to D): | smeasured | = | 580 m | ||
Load condition (possibly estimated): | Dactual | = | 9 568 m 3 | ≈ | 0,8 D max |
Actual draught of convoy: | Tactual | = | 2,96 m | ≈ | 0,8 T max |
Since B > 11,45 and the convoy is in flowing water, the following applies for this convoy under point 2.1(a):
sstandard ≤ 550 m
Measured value:
smeasured = 340 m
calculations to be made:
sactual as the sum of
(according to formula 4.1 of Appendix 2 with VLactual )
and
(according to formulae 4.2, 4.3, 4.4, 4.5 and 4.6 of Appendix 2 with real speeds vLactual (see under 2 above) and Dactual )
(according to formulae 4.1 to 4.6 of Appendix 2 with reference speeds and in conformity of Appendix 2, because the load condition > 70 % of maximum, where Dreference = Dactual and Treference = Tactual )
to be verified:
calculate:
s* standard = 550 m by reduction of Dactual to D*
Table 1
for sIactual and sIreference | k1 | = | 0,95 |
for sIactual and sIreference | k2 | = | 0,12 |
k3 | = | 1,15 | |
k4 | = | 0,48 | |
k5 | = | 0,85 | |
k7 | = | 0,55 |
Table 2 (for modern nozzles with rounded rear edge)
f = 0,118
sIactual Using the values measured during the stopping manoeuvres
sIactual = k1 · vLactual · tIactual
sIactual = 0,95 · 4,8 · 16 = 73 m
Calculation of sIIactual using formula (b) and the result of (c), (d), (e) and (f)
SIIactual = 402 m
Calculation of the total distance according to formula 3.1
sactual = 73 + 402 = 475 m
Initial values:
according to formula 2.1 of Appendix 2
Conclusion: The limit value has clearly been exceeded; admission to downstream navigation is possible only with a load restriction. This restricted load can be determined in conformity with No 5 below.
Therefore:
Consequence: Since in downstream navigation the permissible displacement is only 7 950 m3, the permissible deadweight (perm. Dwt.) in this formation is approximately:
Permissible deadweight (see point 1)
In addition to the requirements of Chapter 16 of Annex II, the relevant provisions of the navigational authority regulations in force in the Member States shall be observed.
The coupling devices of convoys and formations of vessels to be authorised shall be dimensioned so as to guarantee sufficient safety levels. This condition is deemed to be fulfilled if the coupling forces determined according to points 2.1, 2.2 and 2.3 are assumed to be the tensile strength for the dimensioning of the longitudinal coupling components.
A value of 1 200 kN is deemed to be sufficient for the maximum coupling force for a pushing craft at the coupling point between the first pushed craft and the craft coupled ahead of it, even if formula in point 2.3 produces a higher value.
For the coupling points of all other longitudinal connections between pushed craft, the dimensioning of the coupling devices shall be based on the coupling force determined according to formula in point 2.3.
Where:
Coupling force of the longitudinal connection;
Installed power of the propulsion engine;
Distance from the stern of the pusher or pushing craft to the coupling point;
Distance from the stern of the pushing craft to the coupling point between the first pushed craft and the craft coupled ahead of it;
Respective lever arm of the longitudinal connection;
Width of the pushing craft;
Empirically established values for the conversion of installed power to thrust while ensuring adequate levels of safety.
The tensile strength of the cables shall be selected according to the foreseen number of windings. There shall be no more than three windings at the coupling point. Cables shall be selected according to their intended use.
Articulated couplings shall be designed so as to also ensure a rigid coupling between craft. Compliance with the requirements of Chapter 5 shall be checked during navigation tests with a rigid convoy in accordance with Article 16.06.
The drive unit of the articulated coupling shall enable a satisfactory return from the articulated position. The requirements of Articles 6.02 to 6.04 shall be applied mutatis mutandis, hence when a powered drive unit is used, a second independent drive unit and energy source shall be available in the event of failure.
It shall be possible to operate and monitor the articulated coupling (its articulated movement, at least) from the wheelhouse, the requirements of Articles 7.03 and 7.05 shall be applied mutatis mutandis.
(Left void)
In order to check the maximum sound pressure levels given in Annex II, measured values, measurement procedures and conditions for the quantitative, reproducible recording of sound pressure levels in accordance with points 2 and 3 shall be established.
The measuring instrument shall meet the requirements of class 1 according to EN 60651:1994.
Before and after each set of measurements, a class 1 calibrator according to EN 60942:1998 shall be placed on the microphone in order to calibrate the measurement system. The compliance of the calibrator with the requirements of EN 60942:1998 shall be checked once per year. The compliance of the measuring equipment with the requirements of EN 60651:1994 shall be checked every two years.
Measurements shall be carried out in accordance with ISO 2923:2003 Sections 5 to 8 measuring only A-weighted sound pressure levels.
Noise emissions from craft on inland waterways and in ports are determined by means of measurements in accordance with EN ISO 22922:2000, Sections 7 to 11. Doors and windows of engine rooms shall be closed during measurements
Measurements shall be recorded according to the “Noise Measurement Report” (Annex).
on board craft in accordance with ISO 2923:2003
air noise emitted from craft in accordance with EN ISO 2922:2000(2)
Unique European vessel identification number:
Main propulsion system:
Number | Manufacturer | Type | Year of construction | Power (kW) | Engine speed(min–1) | Two-stroke/four-stroke | Turbo-chargedyes/no |
---|---|---|---|---|---|---|---|
1 | |||||||
2 |
Manufacturer: … Type: … Gear reduction: 1: …
Number: … Number of blades: … Diameter: … mm … Nozzle: yes/no(2)
Type:
Number | Propulsion of | Manufacturer | Type | Year of construction | Power (kW) | Engine speed (min–1) |
---|---|---|---|---|---|---|
1 | ||||||
2 | ||||||
3 | ||||||
4 | ||||||
5 |
Manufacturer: … Type: … Latest check: …
Manufacturer: … Type: … Latest check: …
Manufacturer: … Type: … Latest check: …
Noise measurements on board craft:
Number | Measurement point | Doors | Windows | Measured valuein dB(A) | Observations | ||
---|---|---|---|---|---|---|---|
open | closed | open | closed | ||||
Measurement of air noise emitted from craft:
Number | Measurement point | Measured valuesin dB(A) | Observations |
---|---|---|---|
(Left void)
Special anchors with reduced mass authorised by the competent authorities in accordance with Article 10.01(5) are presented in the following table.
an outline of the dimensions and mass of the special anchor, giving the main dimensions and type designation for each available anchor size;
a braking force diagram for the reference anchor A (in accordance with point 2.2) and the special anchor B to be authorised which has been prepared and assessed by an institution designated by the competent authority.
A tolerance of ±5 % applies to the dimensions and mass given. However, the surface area of each fluke must be at least 0,15 m2.
Where
the percentage of reduction of anchor mass of special anchor B in relation to reference anchor A;
the mass of reference anchor A;
the mass of special anchor B;
holding force of reference anchor A at v = 0,5 km/h;
holding force of special anchor B at v = 0,5 km/h;
the surface area on the braking force diagram defined by:
same definition as for AA except that the braking force curve for special anchor B is used.
According to Article 15.02(16) of Annex II, watertight windows may be situated below the margin line if they are watertight, cannot be opened, possess sufficient strength and conform to Article 15.06(14).
The requirements of Article 15.02(16) of Annex II are deemed to be fulfilled if the construction of watertight windows complies with the following provisions.
Suitable automatic pressurised water sprinklers as in Article 10.03a(1) shall meet the following requirements:
The automatic pressurised water sprinkler shall be ready for service at all times when there are persons on board. No additional action by crew members shall be required to trigger operation.
The system shall be permanently maintained at the necessary pressure. The pipes shall be filled with water up to the spray nozzles at all times. The system shall have a continuously working water supply. It shall not be possible for impurities harmful to operation to enter the system. Appropriate display instruments and test systems (e.g. pressure gauges, pressure-tank water level indicators, pump test piping) shall be installed for monitoring and checking the system.
The pump for the water supply to the spray nozzles shall be activated automatically by a pressure drop in the system. The pump shall be dimensioned so that it can continuously provide a sufficient water supply at the necessary pressure if all the spray nozzles necessary for covering the area of the largest room to be protected are activated simultaneously. The pump shall supply the automatic pressurised water sprinkler exclusively. In the event of pump failure, it shall be possible to provide the spray nozzles with a sufficient water supply from another on-board pump.
The system shall be divided into sections, each with no more than 50 spray nozzles.
The number and the layout of spray nozzles shall ensure effective distribution of water in the rooms to be protected.
Spray nozzles shall be triggered at a temperature between 68 °C and 79 °C.
The installation of components of automatic pressurised water sprinklers within the rooms to be protected shall be limited to the necessary minimum. No such system components shall be installed in main engine rooms.
Visual and acoustic indicators shall be provided in one or more suitable locations, at least one of which must be permanently manned, displaying activation of automatic pressurised water sprinklers for each section.
The energy supply of the installation of automatic pressurised water sprinklers shall be provided by two independent energy sources that shall not be installed in the same location. Each energy source shall be capable of supplying the entire system unassisted.
An installation plan of the automatic pressurised water sprinkler shall be presented to the inspection body for examination before installation of the system. The plan shall indicate the types and performance data of the machines and equipment used. An installation tested and certified by an approved classification society which complies at least with the above prescriptions can be authorised without further testing.
The presence of an automatic pressurised water sprinkler shall be entered in the Community Certificate under item 43.
(Left void)
For completion of the Community Certificate only forms authorised by the competent authority shall be used. Forms shall be filled in on one side only.
When issuing a new Community Certificate, all pages 1 to 13 shall be included, even if some pages have no entries.
Entries on the Community Certificate shall be typewritten or computer-printed. Hand written entries may only be made in exceptional cases. The entries shall be indelible. Font colours shall be black or blue only. Deletions shall be made in red.
Where entries are marked with(3) those which are not appropriate shall be deleted.
If, for any of the items 1 to 48, no entry is either necessary or possible, a line shall be drawn across the entire field.
If no additional pages are required after page 13 (see point 3.2.3), the words “continued on page”(3) at the bottom of page 13 shall be deleted.
A page can be amended once only, however, several amendments may be made at that time. A red line shall be drawn through any details to be amended. A previously deleted alternative (see point 2.1) or an item previously without entry (see point 2.3) shall be underlined in red. The new details shall not be entered in the amended field, but on the same page under the heading “Amendments”, the line “This page has been replaced” shall be deleted.
For further amendments the page shall be replaced and the necessary amendments as well as any earlier amendments shall be entered directly under the appropriate items. Under the heading “Amendments” the line “amendments to item(s)” shall be deleted.
The old page shall be retained by the inspection body which originally issued the Community Certificate.
In case of amendments by electronic data processing, the page shall be replaced and the necessary amendments as well as any earlier amendments shall be entered directly under the appropriate items. Under the heading “Amendments” the line “amendments to item(s)” shall be deleted.
The old page shall be retained by the inspection body which originally issued the Community Certificate.
Pasting over of entries or pasting in further details added to an item is not allowed.
Page 1 of the Community Certificate shall never be replaced. For replacing other pages the procedures outlined in point 2.4.2 or point 2.4.3 shall be applied.
If there is insufficient space for further entries on pages 10, 12 or 13 of the Community Certificate, additional pages may be attached.
If further extension is necessary when the certificate has already been extended six times, the words “Continued on page 10a” shall be added at the bottom of page 10, and a further page 10 shall be marked as page 10a and inserted after page 10. The respective entry is then made under item 49 at the top of page 10a. At the bottom of page 10a the entry “Continued on page 11” shall be made.
A similar procedure to point 3.2.1 shall be applied, with page 12a inserted after page 12.
At the bottom of page 13 the words “End of the Community Certificate” shall be deleted in red, the deleted words “Continued on page(3)” shall be underlined in red and behind that the page number 13a shall be entered. This amendment shall carry an official stamp. A further page 13 shall be marked as page 13a and inserted after page 13. The provisions of points 2.2 and 2.3 apply to page 13a mutatis mutandis.
The same procedure shall be applied for any further annexes (pages 13b, 13c, etc.).
Self-explanatory items are not mentioned below.
If applicable, insert terms as per Article 1.01. Other vessel types shall be entered with their commonly accepted designation.
This section shall only be completed for craft for which at least one of the properties 1.1 or 1.2 or 3 in item 14 is not deleted, otherwise the entire table shall be deleted.
In the column “formation figure” of the table the number(s) of the formations depicted shall be entered. Lines without entry shall be struck through.
Further formations may be drawn under “Other formations” and shall be designated 18, 19, 20, etc.
If it is not apparent from the property “fit to push” in the previous ship certificate which formations are authorised, the entry from the previous ship certificate may be transferred to item 52. “See item 52” shall be entered in line 1 of the table “Authorised formations”.
Couplings
Only the details of the coupling between the pushing craft and the pushed section of the convoy shall be entered.
Details according to the tonnage certificate items 17-19 to two decimal places and item 20 without decimal places. Length overall and breadth overall give the maximum dimensions of the craft, including all projecting fixed parts. Length L and Breadth B give the maximum hull dimensions (see also Article 1.01 Definitions).
Dead weight tonnage for cargo vessels in t according to the tonnage certificate for the maximum draught according to item 19.
Displacement for all other craft in m3. If no tonnage certificate is available, calculate the displacement from the product of the block coefficient and length LWL, breadth BWL and mean draught at maximum immersion.
Number of passenger berths available (including folding beds and similar).
Only watertight transverse bulkheads extending from one side of the vessel to the other shall be taken into consideration.
If applicable, the following terms shall be used:
manually operated hatch covers,
manually operated rolling hatch covers,
manually operated sliding hatch covers,
mechanically operated sliding hatch covers,
mechanically operated hatch covers.
Other types of hatch covers shall be entered with their commonly accepted designation.
Any holds which do not have a hatch cover shall be listed, e.g. under item 52.
Figure without decimal place.
Every winch housing shall be counted as one winch, regardless of the number of anchors or towing cables connected to it.
Under “Other installations” systems which do not use rudder blades (e.g. rudder-propeller, cycloidal-propeller, bow-thruster systems) shall be entered.
Enter also any electrical auxiliary engines for manual actuation.
With bow-thruster systems, “remote-controlled” refers only to remote controls operated from the steering position in the wheelhouse.
Only the theoretical values according to Article 8.08(2) and (3), Article 15.01(1)(c), and Article 15.08(5) shall be entered, and then only for craft whose keels were laid down after 31 December 1984.
A sketch may be necessary for clarification.
Only the theoretical values without reduction according to Article 10.01(1)-(4) shall be entered.
Only the minimum lengths according to Article 10.01(10) and the minimum tensile strength according to Article 10.01(11) shall be entered.
Only the minimum lengths and minimum tensile strength values recalculated according to Article 10.02(2) shall be entered.
The inspection body may add items to the list of necessary equipment. These shall be justified as essential to ship safety for the respective vessel type or its operational area. Additions shall be entered under item 52.
Left column, row 3 and 4: for passenger vessels the first mentioned item shall be crossed out and under the second mentioned item the length of the gangway as established by the inspection body shall be entered. For all other vessels the second mentioned item shall be crossed out completely respectively, if the inspection body has allowed a shorter length than what is foreseen by Article 10.02(2)(d), only the first half shall be crossed out and the length of the gangway entered.
Left column, row 6: here the number of the prescribed first aid kits according to Article 10.02(2)(f) and Article 15.08(9) shall be entered.
Left column, row 10: here the number of the prescribed fire proof receptacles according to Article 10.02(1)(d) to (f) shall be entered.
Portable fire extinguishers required by other safety regulations, e.g. the regulation for the carriage of dangerous substances on the Rhine (ADNR), are not included here.
Row 3: in Community Certificates to be extended before 1.1.2010, or 1.1.2025 where Chapter 24a is applicable, the item “according to EN 395:1998 or 396:1998” shall be crossed if no life vests according to this standard are onboard.
Row 4: when Community Certificates are extended after 1.1.2015, or 1.1.2030 where Chapter 24a is applicable, or if a new dinghy is taken onboard, the item “with a set of oars, one mooring line and a baler” shall be crossed. The item “according to EN 1914:1997” shall be crossed if no dinghy according to this standard is onboard.
As a general rule, continuous operation shall not be inserted if there is a lack of berths or if there are excessive noise levels.
The expert shall sign only if he has completed page 11 himself.
Here any additional restrictions, exemptions and explanations, or similar, applying to entries under individual items can be given.
With the exception of Article 2.09(2), no further extensions to existing Community Certificates shall be granted.
After a periodical inspection of a vessel which does not yet have a Community Certificate in line with the model in Annex V Part 1, a Community Certificate shall be issued. Article 2.09(4) and Article 2.17 shall apply.
According to Article 8.05(1), fuel tanks shall form an integral part of the hull or shall be firmly attached to it.
Fuel tanks for engines of working gear on floating equipment do not have to form an integral part of the hull or be firmly attached to it. Mobile tanks may be used, provided that they comply with the following conditions:
The capacity of these tanks shall not exceed 1 000 litres.
It shall be possible to attach the tanks sufficiently firmly and to earth them.
The tanks shall be made from steel of a sufficient wall thickness and shall be installed in a drip tray. The latter shall be designed to prevent leaking fuel contaminating the waterways. The drip tray may be dispensed with if double-skin tanks with a leak protection or leakage warning system are used and which are filled only via an automatic delivery valve. The provisions of point 3 shall be deemed to be fulfilled if the construction of a tank has been certified and approved according to the regulations of a Member State.
An appropriate entry shall be made in the Community Certificate.
During periodical inspections in accordance with Article 2.09 of barges which are exclusively towed, the inspection body may allow minor deviations from Article 3.02(1)(b) with respect to the minimum thickness of the shell plating of the hull. The deviation shall not be more than 10 %, and the minimum hull thickness shall not be less than 3 mm.
The deviations shall be entered in the Community Certificate.
Under item 14 of the Community Certificate, only property No 6.2 “Towed as a craft with no motive power of its own” shall apply.
Properties No 1 to 5.3 and 6.1 shall be deleted.
(Left void)
Steerageway under a vessel’s own power in accordance with Articles 10.03b(2)(a), 15.07(1) and 22a.05(1)(a) is deemed to be sufficient if — when using the bow thruster — the vessel or the formation propelled by the vessel attains a speed of 6,5 km/h in relation to the water and a rate-of-turn of 20°/min can be induced and maintained while under way at a speed of 6,5 km/h in relation to the water.
On verifying the minimum requirements Articles 5.03 and 5.04 shall be complied with.
(Left void)
Fire alarm systems are considered to be appropriate if they meet the following conditions.
fire detection system,
fire indicator system,
control panel,
as well as the external power supply.
heat detectors;
smoke detectors;
ion detectors;
flame detectors;
combination detectors (fire detectors combining two or more of the detectors listed in (a) to (d)).
Fire detectors which respond to other factors indicating the onset of a fire may be approved by the inspection body provided that they are no less sensitive than the detectors referred to under (a) to (e).
with or
without
individual identification.
In order to avoid delays in detecting the origin of the fire, the number of enclosed spaces included in each fire detection zone shall be limited. There shall not be more than fifty enclosed spaces in one fire detection zone.
Where the fire detection system has remote identification of individual fire detectors, the fire detection zones may monitor several decks and any number of enclosed spaces.
With higher rates of temperature increase, the heat detector shall respond within temperature limits where under- or over-sensitivity of the heat detector is avoided.
Type of fire detector | Maximum floor surface area per fire detector | Maximum distance between fire detectors | Maximum distance of fire detectors from bulkheads |
---|---|---|---|
Heat | 37 m2 | 9 m | 4,5 m |
Smoke | 74 m2 | 11 m | 5,5 m |
The inspection body may stipulate or approve other distances on the basis of tests which prove the characteristics of the detectors.
after installation;
regularly, but at least every two years.
In the case of engine rooms and boiler rooms these tests shall be carried out under varying operational and ventilation conditions.
metacentric height MG shall be not less than 0,50 m,
there shall be a residual safety clearance of 100 mm,
the speed to be taken into account shall be 7 km/h,
the wind pressure shall be taken to be 0,01 t/m2.
The heeling lever resulting from the free surfaces of liquids shall be taken into account in accordance with the formula given in Article 22.02(1)(e).
(Left void)
According to Article 23.09(1) of Annex II, vessels which are intended to be operated according to standards S1 and S2 shall comply with the provisions of this Article. According to Article 23.09(1) the inspection body shall confirm in the Community Certificate that the vessel complies with these provisions.
These provisions are supplementary equipment requirements which apply in addition to the requirements with which a vessel has to comply for the Community Certificate to be issued. Provisions of Article 23.09 which might be interpreted in different ways will be clarified in this Administrative instruction. Accordingly, the provisions of Article 23.09(1) of Annex II shall be interpreted as follows:
If a vessel is fitted with a directly reversible main engine, the compressed air system which is required to reverse the direction of thrust shall:
be kept permanently pressurised by an automatically adjusting compressor; or
when an alarm is triggered in the wheelhouse be pressurised by means of an auxiliary engine which can be started from the steering position. If the auxiliary engine has its own fuel tank, there shall — in accordance with Article 8.05(13) — be a warning device in the wheelhouse to indicate if the level of filling is not sufficient to ensure further safe operation.
If a bow steering system is necessary to comply with the manoeuvring requirements of Chapter 5, the room containing the bow steering system shall be deemed to be a main engine room.
its contents shall be sufficient to ensure an operation period of the propulsion system of 24 hours, assuming a consumption of 0,25 litres per kW per hour;
the fuel supply pump for refilling the daily-supply tank shall be operated continuously; or
the fuel supply pump shall be fitted with:
a switch that automatically switches on the fuel supply pump when the daily-supply tank reaches a certain low level, and
a switch that automatically switches off the fuel supply pump when the daily-supply tank is full.
Hydraulically operated steering systems fulfil this requirement. Manually operated steering systems shall not require a force of more than 160 N in order to be operated.
Visual signs do not include cylinders, balls, cones or double cones required under navigational authority regulations of the Member States.
direct visual contact is possible between the wheelhouse and the control positions for the winches and bollards on the fore section or the stern of the vessel and in addition the distance from the wheelhouse to these control positions is not more than 35 m; and
the accommodation is directly accessible from the wheelhouse.
These include:
manually operated anchor winches (the maximum force required shall be deemed to be that when the anchors are hanging freely);
cranks for lifting hatches;
cranks on mast and funnel winches.
These do not include:
warping and coupling winches;
cranks on cranes, unless intended for ship’s boats.
The provisions are deemed to be fulfilled if:
the wheelhouse is arranged in accordance with European Standard EN 1864:2008; or
the wheelhouse is designed for radar navigation by one person; or
the wheelhouse meets the following requirements:
the control units and monitoring instruments are in the forward field of vision and within an arc of not more than 180° (90° to starboard and 90° to port), including the floor and ceiling. They shall be clearly legible and visible from the normal position of the helmsman;
the main control units such as the steering wheel or steering lever, the engine controls, the radio controls, and the controls for the acoustic signals and the warning and manoeuvring signals required under national or international navigational authority regulations, as appropriate, shall be arranged in such a way that the distance between the controls on the starboard side and those on the port side is not more than 3 m. The helmsman shall be able to operate the engines without letting go of the controls for the steering system and while still being able to operate the other controls such as the radio system, the controls for the acoustic signals and the warning and manoeuvring signals required under national or international navigational authority regulations, as appropriate;
the warning and manoeuvring signals required under national or international navigational authority regulations, as appropriate, are operated electrically, pneumatically, hydraulically or mechanically. By way of derogation, it may be operated by means of a tension wire only if safe operation from the steering position is possible in this way.
Motor vessels which according to the Community Certificate are also suitable for pushing but which:
do not have hydraulically or electrically operated coupling winches; or
whose hydraulically or electrically operated coupling winches do not meet the requirements of point 3.3 of this Administrative instruction,
shall be given the standard S2 as motor vessel operating separately.
The entry “Standard S2 does not apply to the motor vessel when pushing” shall be entered under item 47 of the Community Certificate.
Motor vessels which according to their Community Certificate are suitable for pushing and are fitted with hydraulically or electrically operated coupling winches that fulfil the requirements of point 3.3 of this Administrative instruction but which do not have their own bow thruster shall be given the standard S2 as motor vessel pushing a convoy. The entry “Standard S2 does not apply to the motor vessel when operating separately” shall be entered under item 47 of the Community Certificate.
The coupling devices required are the minimum equipment specified in accordance with Article 16.01(2) which, according to points 2.1 and 2.2 of Administrative instruction No 3 (longitudinal connections), serve to take up the coupling forces and which meet the following requirements:
the device shall provide the tensioning force required for the coupling only by mechanical means;
the controls for the device shall be located on the device itself. By way of derogation, remote control is permitted provided that:
the person operating the device has an unobstructed direct view of the device from the control position,
there is a device at the control position to prevent unintentional operation,
the device has an emergency stop;
the device shall have a braking device which acts immediately if the controls are released or the motive force fails;
it shall be possible for the coupling cable to be released manually if the motive force fails.
The control for operating the bow thruster shall be permanently installed in the wheelhouse. The requirements of Article 7.04(8) shall be complied with. The electric cabling to operate the bow thruster shall be permanently installed up to the fore section of the pushing motor vessel or the pusher.
Equivalent manoeuvrability is ensured by a propulsion system consisting of:
a multi-propeller drive and at least two independent propulsion systems with similar power output;
at least one cycloidal propeller;
at least one rudder propeller; or
at least one 360° water-jet propulsion system.
the active parts of electrically powered systems shall have a minimum luminance of 10 cd/m2;
the point sources of miniature incandescent lamps shall provide not less than 150 mcd mean spherical intensity with a spacing of not more than 0,1 m between lamps;
the point sources of light-emitting-diode systems shall have a minimum peak intensity of 35 mcd. The angle of half-intensity cone shall be appropriate to the likely track directions of approach and viewing. Spacing between lamps shall be no more than 0,3 m; and
for electroluminescent systems, these shall function for 30 minutes from the instant when the main power supply to which it was required to be connected by Section 7.1 fails.
LLL systems shall have their luminance tested by an expert at least once every five years. A test certificate shall be signed by the expert, indicating the date of the test. If the luminance for a particular reading does not meet the requirements of this Administrative instruction, readings shall be taken in at least ten locations equally spaced apart. If more than 30 % of the readings do not meet the requirements of this Administrative instruction, the LLL shall be replaced. If between 20 % and 30 % of the readings do not meet the requirements of this Administrative instruction, the LLL shall be checked again within one year.
Persons with reduced mobility have safety needs exceeding those of other passengers. These needs are taken into account in the requirements of Chapter 15, which are explained as follows.
These requirements are intended to ensure that persons with reduced mobility can stay and move safely on board vessels. In addition, in an emergency such persons should have the same level of safety as other passengers.
It is not necessary that all passenger areas fulfil the specific safety requirements of persons with reduced mobility. Therefore those requirements apply only to certain areas. However, the persons in question must be given the opportunity of being informed of the areas specially adapted for them in view of safety, so that they can organise their stay on board accordingly. It is the responsibility of the ship-owner to make the corresponding areas available, make them known and communicate them to persons with reduced mobility.
The provisions concerning persons with reduced mobility make reference to:
Directive 2003/24/EC of the European Parliament and of the Council of 14 April 2003 amending Council Directive 98/18/EC on safety rules and standards for passenger ships, and
the guide for the adaptation of inland waterway passenger vessels to people with disabilities in accordance with Resolution No 25 of the United Nations Economic Commission for Europe.
The definition of the term “persons with reduced mobility” used in Annex II is largely identical to that of the Directive and most of the technical requirements are based on the guide. In cases of doubt, therefore, both can be referred to when taking decisions. In general, the requirements of the Directive and guide go beyond those of Annex II.
The requirements of Annex II do not concern berths and similar installations. These are subject to national provisions.
“Persons with reduced mobility” means anyone who, as a result of physical impairments, cannot move or distinguish their surroundings in the same way as other passengers. This definition includes persons with impaired eyesight or hearing or persons accompanying children in buggies or being carried. However, for the purposes of these provisions, persons with reduced mobility do not include anyone with psychic impairments.
Areas provided for use by persons with reduced mobility range from, in the simplest case, the entrance area to the places from which an evacuation will take place in an emergency. They shall include:
a place where life-saving equipment is stowed or issued in an emergency,
seats,
a suitably-adapted toilet (No 10 of these guidelines), and
connecting corridors.
The number of seats corresponds at least approximately to the number of persons with reduced mobility that — over a lengthy period — are most frequently onboard simultaneously. The number should be determined by the ship-owner on the basis of experience, as this is beyond the knowledge of the competent authority.
On cabin vessels consideration shall also be given to connecting corridors to passenger cabins used by persons with reduced mobility. The number of such cabins is to be determined by the ship-owner in the same way as the number of seats. With the exception of the width of doors, no requirements are imposed for the special arrangement of cabins. It is the responsibility of the owner to make any further necessary arrangements.
Sentence 2 is identical to Article 24.04(4), taking into account the special safety requirements of persons with reduced mobility. It shall therefore be applied likewise. Should the recommendations require alternative measures, these may in particular be of organisational nature.
With regard to the requirements concerning the width of connecting corridors, exits and openings in bulwarks or guard rails intended for use by persons with reduced mobility or usually used for the embarkation or disembarkation of persons with reduced mobility, consideration shall be given to buggies and the fact that people may be dependent on various types of walking aids or wheelchairs. In the case of exits or openings for embarkation or disembarkation account shall also be taken of the additional space needed for any assisting staff.
The requirements regarding the arrangement of the area surrounding doors intended for use by persons with reduced mobility shall ensure that persons dependent for example on walking aids can open such doors safely.
See point 4 of this Administrative instruction.
The requirements for the arrangement of stairways shall, in addition to possible reduced mobility, also take into account eyesight impediments.
The requirements for bulwarks and guard rails of decks intended for use by persons with reduced mobility shall provide for a greater height since such persons are more likely to lose their balance or be unable to hold on by themselves.
See also point 4 of this Administrative instruction.
For various reasons, persons with reduced mobility need to support themselves or hold on more frequently, so walls in traffic areas intended for use by persons with reduced mobility shall be equipped with handrails at an appropriate height.
See also point 4 of this Administrative instruction
Persons with reduced mobility shall also be able to stay and move safely in toilets, so at least one toilet shall be adapted accordingly.
Persons with reduced mobility are more likely to encounter situations in which they are dependent on the help of others. In rooms in which, as a general rule, they cannot be seen by crew members, on-board personnel or passengers, the possibility of triggering an alarm should therefore be provided for. This applies to toilets intended for use by persons with reduced mobility.
Persons with reduced mobility include persons with impaired eyesight or hearing. Consequently, at least in areas intended for use by persons with reduced mobility, the passenger alarm system shall provide suitable visual and audible alarms.
Persons with reduced mobility also include persons with impaired eyesight. Sufficient lighting in areas intended for use by persons with reduced mobility is therefore essential and shall meet higher requirements than lighting for other passenger areas.
The special safety measures necessary for persons with reduced mobility to be taken into consideration in the safety rota shall take into account both the possibility of reduced mobility and impaired hearing and eyesight. For such persons measures for normal operation shall be taken into account in addition to measures in the event of emergencies.
The areas covered by point 3 of this Administrative instruction shall be designated.
At least the copies of the safety rota and the safety plan displayed in the areas intended for use by persons with reduced mobility shall be such that they can, where possible, also be read by persons with impaired eyesight. This can be achieved for example by appropriate use of contrast and character size.
In addition, the plans shall be displayed at a height so that wheelchair users can read them as well.
Point 15 of this Administrative instruction applies accordingly
(Left void)
The gas warning equipment consists of sensors, equipment and pipes and shall be considered suitable if it at least meets the following prescribed requirements:
Requirements to be met by the system (sensors, equipment, pipes):
10 % lower explosion limit (LEL) of a propane-air mixture; and
30 ppm CO (carbon monoxide).
Requirements to be met by the equipment:
Requirements to be met by the sensors/sampling devices:
Requirements to be met by the installation:
local ventilation systems;
structural arrangements (design of walls, partitions etc.) facilitating or complicating the accumulation of gases; and
prevention of adverse effects due to mechanical damage, water or heat damage.
Calibration/inspection of the equipment
Marking
name and address of the manufacturer;
legal marking;
designation of series and type;
if possible, serial number;
if required, any advice indispensable for safe use; and
for each sensor the indication of the calibration gas.
complete instructions, drawings and diagrams concerning the safe and proper operation as well as the installation, starting-up and maintenance of the gas warning equipment;
operating instructions containing at least:
measures to be taken in the case of an alarm or error indication;
safety measures in the case of non-availability (e.g. calibration, inspection, interruption); and
persons responsible for installation and maintenance;
instructions for calibration before the starting-up, and for routine calibration, including time intervals to be followed;
supply voltage;
type and meaning of the alarms and displays (e.g. special status);
information concerning the detection of operating difficulties and the removal of faults;
type and scope of the replacement of components with limited lifespan; and
type, scope and time interval of the inspections.
the cables are run in such a manner as to avoid being rendered unserviceable by heating of the bulkheads and decks that may be caused by a fire in an adjacent space;
where the cables supply equipment located within high fire risk areas, the cable runs within such areas must avoid routes which pass over or near the top of diesel engines and oil-fired equipment, or near to hot surfaces e.g. diesel engine exhaust systems. Where there is no alternative route, cables must be protected from heat and fire damage. Such fire protection could be in the form of a steel plate or trunk;
the cables and associated equipment supplied from the emergency source of power should, as far as practicable, be kept within the safe area;
cable systems are arranged so that fire in any area bounded by Type A partitions as shown in Article 15.11, Section 2 will not interfere with services essential for safety in any other such area. This requirement will be met if main and emergency cables do not pass through the same area. If they pass through the same area, the requirement will be met if:
they are separated as wide as is practicable; or
the emergency cable is of the fire resistant type.
Delete as appropriate.
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Y Diweddaraf sydd Ar Gael (diwygiedig):Y fersiwn ddiweddaraf sydd ar gael o’r ddeddfwriaeth yn cynnwys newidiadau a wnaed gan ddeddfwriaeth ddilynol ac wedi eu gweithredu gan ein tîm golygyddol. Gellir gweld y newidiadau nad ydym wedi eu gweithredu i’r testun eto yn yr ardal ‘Newidiadau i Ddeddfwriaeth’.
Gwreiddiol (Fel y’i mabwysiadwyd gan yr UE): Mae'r wreiddiol version of the legislation as it stood when it was first adopted in the EU. No changes have been applied to the text.
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Dangos Llinell Amser Newidiadau: See how this legislation has or could change over time. Turning this feature on will show extra navigation options to go to these specific points in time. Return to the latest available version by using the controls above in the What Version box.
Gallwch wneud defnydd o ddogfennau atodol hanfodol a gwybodaeth ar gyfer yr eitem ddeddfwriaeth o’r tab hwn. Yn ddibynnol ar yr eitem ddeddfwriaeth sydd i’w gweld, gallai hyn gynnwys:
Mae’r llinell amser yma yn dangos y fersiynau gwahanol a gymerwyd o EUR-Lex yn ogystal ag unrhyw fersiynau dilynol a grëwyd ar ôl y diwrnod ymadael o ganlyniad i newidiadau a wnaed gan ddeddfwriaeth y Deyrnas Unedig.
Cymerir dyddiadau fersiynau’r UE o ddyddiadau’r dogfennau ar EUR-Lex ac efallai na fyddant yn cyfateb â’r adeg pan ddaeth y newidiadau i rym ar gyfer y ddogfen.
Ar gyfer unrhyw fersiynau a grëwyd ar ôl y diwrnod ymadael o ganlyniad i newidiadau a wnaed gan ddeddfwriaeth y Deyrnas Unedig, bydd y dyddiad yn cyd-fynd â’r dyddiad cynharaf y daeth y newid (e.e. ychwanegiad, diddymiad neu gyfnewidiad) a weithredwyd i rym. Am ragor o wybodaeth gweler ein canllaw i ddeddfwriaeth ddiwygiedig ar Ddeall Deddfwriaeth.
Defnyddiwch y ddewislen hon i agor dogfennau hanfodol sy’n cyd-fynd â’r ddeddfwriaeth a gwybodaeth am yr eitem hon o ddeddfwriaeth. Gan ddibynnu ar yr eitem o ddeddfwriaeth sy’n cael ei gweld gall hyn gynnwys:
liciwch ‘Gweld Mwy’ neu ddewis ‘Rhagor o Adnoddau’ am wybodaeth ychwanegol gan gynnwys