RESOLUTION MSC.226(82)
(adopted on 8 December
2006)
ADOPTION OF AMENDMENTS TO THE REVISED RECOMMENDATION ON TESTING OF
LIFE-SAVING APPLIANCES, AS AMENDED
THE MARITIME SAFETY COMMITTEE,
RECALLING Article 28(b) of the Convention on the International
Maritime Organization concerning the functions of the Committee,
RECALLING ALSO resolution A.689(17) on Testing of life-saving
appliances, by which the Assembly, at its seventeenth session, adopted the
Recommendation on testing of life-saving appliances,
RECALLING FURTHER that the Assembly, when adopting resolution
A.689(17), authorized the Committee to keep the Recommendation on testing of
life-saving appliances under review and to adopt, when appropriate, amendments
thereto,
NOTING resolution MSC.81(70), by
which, at its seventieth session, it adopted the Revised recommendation on
testing of life-saving appliances, recognizing the need to introduce more
precise provisions for the testing of life-saving appliances based on the
requirements of the International Life-Saving Appliances (LSA) Code,
BEING DESIROUS to appropriately address inconsistencies which have
been identified between the LSA Code and the Revised recommendation on testing
of life-saving appliances,
HAVING CONSIDERED, at its eighty-second session, amendments to the
Revised recommendation on testing of life-saving appliances, prepared by the
Sub-Committee on Fire Protection, at its fiftieth session,
1. ADOPTS amendments
to the Revised recommendation on testing of life-saving appliances, as amended,
the text of which is set out in the Annex to the present resolution;
2. RECOMMENDS
Governments to apply the annexed amendments when testing life-saving
appliances;
3. DETERMINES that
the above-said amendments should become effective on 1 July 2008.
ANNEX
AMENDMENTS
TO THE REVISED RECOMMENDATION ON TESTING OF LIFE-SAVING APPLIANCES,
AS AMENDED
INTRODUCTION
1 In the paragraph,
change the year “1999” by “2010”.
PART 1
PROTOTYPE TESTS FOR LIFE-SAVING APPLIANCES
1 LIFEBUOYS
2 Paragraph 1.3 is
replaced by the following:
“1.3 Drop test
Each lifebuoy 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 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 onto a concrete floor, without suffering damage.”
2 LIFEJACKETS
3 The following
words are added at the end of paragraph 2.10.1.1:
“Each lifejacket should then be subjected to the tests in
paragraphs 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 until each compartment has been tested in the
uninflated condition. For the fire test in paragraph 2.3, one lifejacket should
be inflated and one uninflated.”
4 In paragraph
2.10.4.6.2, the term “1°” is replaced by the term “5°”.
5 In paragraph
2.10.4.7.2, the word “sprays” is replaced by the words “spray nozzles” and the
words “a pressure of 0.3 kPa – 0.4 kPa,” are deleted.
3 IMMERSION SUITS,
ANTI-EXPOSURE SUITS AND THERMAL PROTECTIVE AIDS
6 In paragraph
3.1.3, in the second sentence, the words “inflate any orally inflated chambers
if fitted, and don” are inserted between the words “clothing,” and “and a
lifejacket”; and the word “and” before the words “a lifejacket” is deleted.
7 In paragraph
3.1.4, in the first sentence, the words “a reasonable time” are replaced by “5
min”.
8 In paragraph
3.1.7, the following new sentence is inserted between the existing first and
second sentences:
“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 mm.”
9 In paragraph
3.3.2, the word “conductivity” is replaced by the word “conductance”; and the
term “0.25 W/(m K)” is replaced by the term “7,800 W/(m2 K)”.
4 PYROTECHNICS –
ROCKET PARACHUTE FLARES, HAND FLARES AND BUOYANT SMOKE SIGNALS
10 In paragraphs 4.2.2
and 4.2.3, the words “at that temperature” are replaced by the words
“immediately upon removal from the cold chamber” and “immediately upon removal
from the hot chamber” respectively.
11 Paragraph 4.6.2 is
replaced by the following:
“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 with CIE co-ordinates x = 0.61 to 0.69 and y = 0.3 to 0.39, or
computed from these co-ordinates: a wavelength of 608 ± 11 nm.”
12 Paragraph 4.7.2 is
replaced by the following:
“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
with CIE co-ordinates x = 0.61 to 0.69 and y = 0.3 to 0.39, or computed from
these co-ordinates: a wavelength of 608 ± 11 nm.”
13 Paragraph 4.8.3 is
replaced by the following and the existing footnote is deleted:
“4.8.3 The smoke density and
colour of the smoke signal should be determined by laboratory testing conducted
at 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 10 cd 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.”
5 LIFERAFTS – RIGID
AND INFLATABLE
14 In paragraph 5.12,
the third sentence is replaced by the following:
“The accumulation of water inside the liferaft should not exceed 4
l.”
15 Paragraph 5.17.8 is
replaced by the following:
“5.17.8 The
measurement of pressure drop due to leakage can be started when it has been
assumed that compartment material has completed stretching due to the inflation
pressure and achieved equilibrium.”
16 In paragraph
5.17.13.2.2.10.1, the words “100 g weight should not be lifted” are replaced by
the words “fabric should exhibit no blocking”.
17 In paragraph
5.17.13.2.2.10.2, the words “the temperature of test should be 70°± 2°C and”
are deleted.
6 LIFEBOATS
18 In paragraph 6.4.3,
the words “remainder of the” are inserted between the words “The” and “weights”
in the second sentence; and the following new sentence is inserted between the
existing first and second sentences:
“Included in this loading should be a weight of 100 kg loaded in
one of each type of seat installed in the lifeboat.”
19 Paragraph 6.8.2 is
replaced by the following:
“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.”
20 Subparagraph .1 of
paragraph 6.9.4 is replaced by the following:
“.1 a force equal to
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;”
21 Subparagraph .3 of
paragraph 6.9.4 is replaced by the following:
“.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) 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.”
22 Paragraph 6.10.1 is
replaced by the following:
“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. 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 be operated ahead at full speed for a period of at least 2 min,
and the towing force measured and recorded. There should 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.”
23 Paragraph 6.15 is
replaced by the following:
“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 to the design air
pressure. The engine should then be run at revolutions necessary to achieve
full speed with the fully loaded boat including all persons and with the
sprinkler system in use 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. The internal air pressure should never fall below
the outside atmospheric pressure, nor should it exceed outside atmospheric
pressure by more than 20 hPa 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 a dangerous underpressure of
more than 20 hPa being developed within the lifeboat.”
7 RESCUE BOATS AND
FAST RESCUE BOATS
24 Paragraph 7.1.2 is
replaced by the following:
“7.1.2 The maximum towing
force of the rescue boat should be determined. 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 be secured to a
stationary object by a tow rope. The engine should be operated ahead at full
speed for a period of at least 2 min, and the towing force measured and recorded.
There should 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.”
25 In paragraph 7.1.3,
in the second sentence, the words “on a stretcher of similar dimensions to
those shown in figure 4” are inserted between the words “lie down” and “and the
others” and the following figure is inserted after the paragraph:
Figure 4 – Stretcher
dimensions (mm)
26 In paragraph 7.1.7,
the word “rigid” in the first sentence is deleted and the following text is
added at the end of the paragraph:
“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.”
27 In the chapeau of
paragraph 7.2.14, the words “to the satisfaction of the Administration” are
replaced by the following:
“and comply with the requirements of an international standard
acceptable to the Organization*:”
_____________
* 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.
28 The following text
is added at the end of paragraph 7.4.1:
“In the case of open fast rescue boats, 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.”
29 The following new
paragraph 7.7.11 is added after existing paragraph 7.7.10:
“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 at 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 6.14.7.1 through 6.14.7.13, 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.”
8 LAUNCHING AND
EMBARKATION APPLIANCES
30 In paragraph 8.1.1,
the following new sentence is inserted between the existing fifth and sixth
sentences:
“The launching ramp and its connection to the release mechanism
should be subjected to a static proof load of 2.2 times the maximum working
load.”
10 POSITION-INDICATING LIGHTS FOR LIFE-SAVING
APPLIANCES