IMO Fire Standards for Yacht and Superyacht Interiors: A Guide for Interior Designers

Applicable standard: IMO 2010 FTP Code — not BS 5852 Crib 5
Upholstery: Part 8 / Curtains: Part 7 / Bedding: Part 9 — certificates are not interchangeable between parts
BS 5852 Crib 5 is not accepted as an equivalent to IMO Part 8 by classification societies or the MCA
UK flag state: MCA Large Commercial Yacht Code — topical FR treatment must comply with MGN 580

Applicable standard: IMO 2010 FTP Code — not BS 5852 Crib 5
Upholstery: Part 8 / Curtains: Part 7 / Bedding: Part 9 — certificates are not interchangeable between parts
BS 5852 Crib 5 is not accepted as an equivalent to IMO Part 8 by classification societies or the MCA
UK flag state: MCA Large Commercial Yacht Code — topical FR treatment must comply with MGN 580

Specifying fabric for a yacht or superyacht interior is fundamentally different from specifying for a hotel or residential project. The fire safety framework at sea is governed by the International Maritime Organization, not by British Standards. A fabric with a BS 5852 Crib 5 certificate, which represents the benchmark for most UK contract upholstery, does not automatically qualify for use on a commercial vessel. The IMO and BS standards use different test methodologies and the certifications are not legally interchangeable. This guide explains the IMO fire testing framework, which standards apply to which applications onboard, how UK flag state requirements work through the MCA, and what questions to ask before specifying fabric for a marine project.

For the UK land-based fire standards referenced in comparison throughout this guide, see our complete guide to BS 5852 Crib 5.

How to Specify Fabric for a Marine Project: Fast Path

Before researching specific fabrics, confirm the answers to these questions in order. They determine which standards apply and what documentation you will need.

Is the vessel commercial, meaning used for charter or commercial purposes under LY3 or equivalent? If yes, IMO FTP Code certification is required. If no, land-based or residential standards may be sufficient, though many private owners specify to IMO standards voluntarily.

What is the application onboard? Upholstered seating and sofas require IMO FTP Code Part 8. Curtains and vertically hanging textiles require Part 7. Bedding components require Part 9. A certificate for one part does not substitute for another.

Is the fabric inherently fire resistant or does it require topical treatment? Inherently fire-resistant fabrics proceed directly to certification verification. Topically treated fabrics require confirmation of the treatment route, including whether the treatment provider operates under MCA-recognised procedures for UK-flagged vessels.

What foam will be used in the installation? The IMO Part 8 certificate is valid only for the specific fabric and filling combination tested. Confirm foam compatibility with the test certificate before ordering fabric.

What are the UV exposure conditions and cleaning regime onboard? These determine the light fastness grade required and whether the fabric’s cleaning code is compatible with the vessel’s maintenance routine.

IMO Compliance Sits in the Assembly, Not the Fabric

The single most important principle in marine fabric specification is this. IMO compliance does not sit in the fabric alone. It sits in the tested assembly of fabric, filling, and construction as they will be installed on the vessel. A fabric is not “IMO compliant” in isolation. It is compliant when tested as part of a specific configuration.

The practical consequence is that a certificate obtained by a fabric manufacturer for their standard foam configuration may not cover the project’s foam. If the foam specified by the upholsterer or the shipyard differs from the foam used in the test, the certificate does not apply. You must either use the foam specified in the certificate or commission new testing with the intended foam.

This is the most common source of certification problems on yacht projects and the point most frequently misunderstood by designers coming to marine specification from land-based contract work.

Common Failure Points in Marine Fabric Specification

The following failures occur regularly on yacht and superyacht projects and are largely preventable with the right questions asked at the right time.

Fabric approved to BS standards rejected by classification society. A designer specifies a fabric with a BS 5852 Crib 5 certificate, assuming it satisfies the fire requirement. The classification society requires IMO FTP Code Part 8. The fabric may well pass if tested, but it must be tested independently to the IMO standard. The project is delayed while the fabric is re-tested.

Certificate invalid because the project foam differs from the test foam. The fabric holds an IMO Part 8 certificate, but the certificate was obtained using a standard foam the manufacturer supplies. The shipyard uses a different foam. The certificate does not cover the actual installation. New testing is required at late stage in the project.

FR treatment rejected because the provider is not recognised under MGN 580. A fabric requires topical treatment for a UK-flagged commercial yacht. The treatment is carried out by a provider experienced in land-based contract work but not operating under MCA-recognised procedures. The classification society does not accept the treatment documentation. The fabric must be re-treated or replaced.

Curtain fabric passes BS 5867 but is rejected under IMO Part 7. The designer has specified curtain fabrics with full BS 5867 Part 2 Type B certification. The standards are not interchangeable. The curtain fabric must be tested to IMO Part 7 before it can be accepted.

Light fastness not specified. Fabric is installed in a sun-exposed saloon on a Mediterranean charter yacht. Within one season, fading is visible. The designer specified for fire and durability but did not confirm the light fastness grade. The fabric was grade 4, insufficient for sustained UV exposure at sea.

S-coded fabric specified for a charter vessel. A velvet with a solvent-only cleaning code is installed in a high-use saloon. The charter cleaning team uses water-based products as standard. The fabric watermarks and the pile distorts within the first charter season. There is no dry-cleaning service available at the vessel’s typical berth locations.

Responsibility in a Marine Project

Marine specification involves a chain of responsibility that is different from land-based contract work. Understanding who approves what prevents misunderstandings about which party is accountable for compliance.

The interior designer selects materials and is responsible for requesting the correct certificates and confirming that the specification is appropriate for the intended use. The designer is not responsible for testing and cannot self-certify compliance.

The contractor or shipyard installs the materials and is responsible for ensuring that installation follows the configuration under which the materials were tested. Substituting materials without re-testing invalidates the certificate.

The classification society reviews documentation and approves compliance. The classification society’s approval is the operative confirmation that the vessel meets the required standard. A supplier’s claim of compliance, or a designer’s belief that a material is suitable, does not substitute for classification society approval.

The flag state authority, which for UK and Red Ensign Group flagged vessels is the MCA, enforces the regulation and can require inspection at any time. Final responsibility for the vessel’s compliance sits with the flag state and the vessel owner, not the designer or supplier.

Which Vessels Require IMO Fire Certification

The IMO’s fire safety requirements apply to international commercial ships under the International Convention for the Safety of Life at Sea (SOLAS). In practice, the framework extends to large commercial yachts and superyachts used for charter or commercial purposes, as well as passenger vessels and cruise ships.

In the United Kingdom, the relevant regulatory authority is the Maritime and Coastguard Agency (MCA). Under the MCA Large Commercial Yacht Code (LY3), vessels of 24 metres in length and above used for commercial purposes, including charter, must comply with fire safety requirements through the LY3 code and the applicable classification society, with those requirements referencing the IMO Fire Test Procedures Code. Similar requirements generally apply across Red Ensign Group registries under equivalent yacht codes, though the specific provisions of individual registries such as the Cayman Islands or Isle of Man should be confirmed separately for any project outside direct MCA jurisdiction.

Private yachts not used for commercial purposes are not subject to the same mandatory requirements, though many owners and designers specify to IMO standards voluntarily for safety and resale value reasons. When in doubt about whether a specific vessel falls within scope, the classification society managing the vessel’s certification or the flag state authority should be consulted before specifying fabric.

The IMO 2010 FTP Code

The IMO 2010 Fire Test Procedures Code, adopted by Resolution MSC.307(88), is the definitive framework for fire testing of materials used on international vessels. It replaced the earlier 1996 FTP Code and has been mandatory for new vessels since 2012. The code comprises eleven parts, each covering a specific type of material or application.

For interior designers specifying soft furnishing fabrics, three parts are directly relevant. Part 7 governs vertically suspended textiles and films, which covers curtains, drapes, and hanging textiles. Part 8 governs upholstered furniture, which covers seating, sofas, and upholstered panels. Part 9 governs bedding components, which covers mattresses, pillows, blankets, and bedspreads. Each part uses different ignition sources and pass criteria. A certificate for one part does not confer compliance with another. A fabric certified to Part 7 for curtains is not automatically certified for use as upholstery under Part 8.

IMO FTP Code Part 8: Upholstered Furniture

Part 8 is the most relevant standard for interior designers specifying seating, sofas, headboards, and any upholstered surface on a commercial vessel. The test assesses whether a fabric and filling composite resists ignition and flame propagation when exposed to the ignition sources most likely to occur onboard.

The test uses two ignition sources applied to a test rig assembled from the actual cover fabric and filling materials to be used in the finished piece. The cigarette test places a lit cigarette at the junction between the seat and the back of the test assembly. The assembly must show no progressive smouldering after one hour. The burner tube test applies a propane flame for 20 seconds at the same junction. No flaming or progressive smouldering is permitted to continue for more than 120 seconds after the flame is removed.

The test is a composite test. The cover fabric and the filling foam must both be present and both must be the materials that will actually be used in the finished installation. A certificate issued for a specific fabric over a specific foam is valid only for that combination. If the foam specification changes, the certificate is no longer valid for the new assembly.

Where topical FR treatment has been applied to a fabric before testing, Part 8 may require pre-conditioning including repeated cleaning cycles, particularly for topically treated fabrics. This is more demanding than the pre-conditioning used in many land-based standards, and it means that a topically treated fabric must demonstrate that its FR properties survive the cleaning conditions used onboard the vessel.

IMO FTP Code Part 7: Vertically Supported Textiles

Part 7 applies to curtains, drapes, and any other fabric suspended vertically onboard a vessel. The test involves two ignition modes applied to a vertically suspended fabric specimen: a surface ignition with a propane flame applied perpendicular to the fabric surface for five seconds, and an edge ignition with the flame applied to the bottom edge of the fabric for fifteen seconds.

To pass, the fabric must not show an afterflame time greater than five seconds, must not burn through to any edge of the specimen, must not ignite cotton wool placed below the specimen to catch flaming droplets, must not exhibit an average char length exceeding 150mm, and must not show a surface flash propagating more than 100mm from the ignition point.

Part 7 is the maritime equivalent of BS 5867 Part 2 Type B for land-based contract curtains. The test principles are similar but the standards are not legally interchangeable. A BS 5867 certificate does not satisfy the IMO Part 7 requirement.

IMO FTP Code Part 9: Bedding Components

Part 9 covers mattresses, pillows, blankets, quilts, and bedspreads on commercial vessels. The test uses a cigarette ignition source and a propane flame applied to the bedding assembly. No progressive smouldering or flaming ignition is permitted. This standard is relevant for yacht designers specifying guest cabin bedding on commercial charter vessels.

BS 5852 Crib 5 and IMO Part 8: Not Interchangeable

This is the most commercially significant point in the guide. BS 5852 Crib 5 and IMO FTP Code Part 8 are not legally interchangeable standards. A fabric with a full BS 5852 Crib 5 certificate, regardless of how stringent that test is, cannot be used on a commercial vessel in place of an IMO Part 8 certificate. Classification societies and the MCA explicitly do not accept BS or EN standards as alternatives to IMO certification for vessels within scope.

The technical reason is that the two tests use different ignition sources, different test rigs, different pass criteria, and different pre-conditioning requirements. The IMO Part 8 test does not include the large wooden crib ignition source used in Crib 5. It uses a cigarette and a propane flame. The Crib 5 crib uses a larger ignition source, but the tests are not directly comparable in terms of severity — they assess different aspects of fire behaviour in different configurations. What matters is that the legal basis for each standard is entirely separate.

If a fabric has been tested to BS 5852 Crib 5 for land-based contract use, it must be independently tested to IMO FTP Code Part 8 for marine commercial use. The same fabric may well pass both, but it must be tested to both to hold both certificates.

The MCA Large Commercial Yacht Code and MGN 580

For UK-flagged and Red Ensign Group vessels under the MCA Large Commercial Yacht Code, the relevant guidance is Marine Guidance Note 580 (MGN 580), which governs the equivalence of topical FR treatment to inherently fire-retardant materials onboard these vessels.

The practical implication of MGN 580 is as follows. Where a fabric is not inherently fire retardant, the topical FR treatment must be applied and certified in accordance with MCA-recognised procedures, typically involving approved or verified treatment providers overseen by a recognised organisation or classification society. The treatment must be tested to the relevant parts of the 2010 IMO FTP Code, including the pre-conditioning requirements. Treatment carried out without recognition under MGN 580, or tested to BS or EN standards rather than IMO standards, is not accepted as compliant.

Inherently fire-retardant materials, meaning fabrics whose fire resistance is a property of the fibre rather than an applied coating, must comply with the relevant 2010 IMO FTP Code standards directly, without the additional treatment approval requirement. This is a significant practical advantage for inherently fire-resistant fabrics on marine projects.

BS and EN standards, including BS 5852 Crib 5, are not accepted as equivalents for compliance with IMO requirements for vessels within the scope of MGN 580. This has been the case since the original MCA guidance came into effect in 2012 and was reinforced by the MGN 580 amendment effective from January 2020.

Inherent vs Topical FR for Marine Projects

The distinction between inherent and topical fire resistance carries greater practical weight in marine specification than in land-based contract work, for three reasons.

First, the pre-conditioning requirement. IMO Part 8 requires ten full cleaning cycles before fire testing of topically treated fabrics. A fabric whose treatment begins to degrade after several cleaning cycles may pass the test at the point of certification but perform less well in service on a vessel where cleaning is frequent. An inherently fire-resistant fabric is not subject to the same degradation risk through cleaning.

Second, the treatment supply chain. MGN 580 requires that topical FR treatment is applied by an MCA-approved provider. The number of such approved providers in the UK is limited. Specifying an inherently fire-resistant fabric removes the requirement to source and commission an approved treatment provider and reduces the risk of certification delays.

Third, the documentation chain. Marine projects operated by classification societies involve rigorous documentation review. An inherently certified fabric with a single clear test certificate is simpler to document than a topically treated fabric requiring a Declaration of Conformity from the treatment provider alongside the test certificate from an IMO-approved laboratory.

Marine Environmental Considerations Beyond Fire

Fire certification is the primary regulatory requirement for marine fabric specification, but the marine environment introduces additional performance considerations that do not arise in land-based contract work.

UV exposure. A superyacht in the Mediterranean or Caribbean receives sustained, intense UV exposure, particularly in deck-level saloons and cockpit areas with large glazed panels. Upholstery fabrics in these locations need a light fastness grade of at least 6 to ISO 105-B02, and specialist outdoor-rated fabrics should be considered for any semi-outdoor or cockpit application. For full guidance on light fastness grades, see our light fastness and Blue Wool Scale guide.

Deck and cockpit fabric: solution-dyed acrylic. For fully exposed deck-level seating, cockpit cushions, and flybridge upholstery, solution-dyed acrylic is the standard specification. The dye is incorporated into the fibre during extrusion rather than applied to the surface, producing light fastness grades of 7 to 8 to ISO 105-B02 that interior upholstery fabrics cannot match. Solution-dyed acrylic is also water-repellent, mould and mildew resistant, and dimensionally stable under repeated wetting and drying — essential properties for fabric exposed to salt spray, rain, and constant humidity variation. For covered deck areas and enclosed cockpits where direct weathering is reduced, outdoor-rated faux leather offers a more premium aesthetic alongside comparable UV and moisture resistance. For the full specification of outdoor and semi-outdoor fabric applications including the parallel requirements for hotel terraces, see our outdoor terrace and semi-outdoor fabric guide.

Salt air and humidity. The marine environment accelerates degradation of certain fabric finishes and dye systems. Salt air can cause colour shift in some fabrics over time. High humidity below deck creates conditions that can encourage mould growth on natural-fibre fabrics if ventilation is inadequate. Synthetic fabrics and PVC or PU faux leathers are generally more resistant to these conditions than natural-fibre upholstery fabrics.

Cleaning agents. Vessels in charter service use commercial cleaning products that may be more aggressive than standard hotel housekeeping products. Confirm the cleaning regime with the captain or vessel manager before specifying and ensure the fabric’s cleaning code is compatible. Fabrics coded S, meaning solvent-only cleaning, can be difficult to maintain in a charter environment where professional dry cleaning services are not always accessible.

Weight and drape. In sailing yachts, fabric weight can occasionally be a minor consideration for curtains and lightweight furnishings, primarily for racing or performance sailing vessels rather than large motor yachts or superyachts where this is rarely a practical factor.

What to Ask Your Fabric Supplier

When specifying for a commercial marine project, ask the following questions of any fabric supplier before ordering samples.

Does the fabric hold an IMO FTP Code Part 8 certificate for upholstered furniture? If so, which foam was used in the test, and is that foam available for the project? If the certificate was obtained with a specific foam that is not available or not appropriate for the project, the certificate may not cover the actual installation.

For curtain fabrics, does the fabric hold an IMO FTP Code Part 7 certificate? If it requires treatment, is the treatment provider MCA-approved under MGN 580 for UK-flagged vessels?

Is the fabric inherently fire resistant or does it require topical treatment? If it requires topical treatment, is there an MCA-approved treatment provider available, and what is the lead time for treatment and certification?

What is the fabric’s light fastness grade to ISO 105-B02? For use in sun-exposed areas on a superyacht, this is as important as the fire certificate.

What cleaning code does the fabric carry and is it compatible with the cleaning products used on the vessel?

Kothea Fabrics for Marine Applications

Kothea’s Faux Leather 3 (a high-specification PVC leather — for a full comparison of PVC, PU and silicone leather types see our faux leather types compared guide) achieves in excess of 100,000 Martindale rubs with a Crib 5 fire rating and a wipe-clean surface compatible with marine cleaning regimes. Its PVC-based construction offers good resistance to humidity and salt air. For commercial marine projects requiring IMO Part 8 certification, the fabric would need to be independently tested to that standard with the specific foam to be used in the installation. Contact Kothea to discuss this requirement for a specific project.

Mohair velvet from Kothea achieves Martindale rub counts of 80,000 to 100,000 — for guidance on rub count requirements see our Martindale rub test guide — and carries independently certified Crib 5 passes achieved without topical treatment on the tested ranges. For private yacht use where IMO certification is not a mandatory requirement, mohair velvet is an appropriate specification for interior saloon seating. For commercial vessels requiring IMO Part 8 certification, independent testing to the IMO standard with the specific foam to be used would be required.

For any marine project with specific IMO certification requirements, contact Kothea to discuss the certification status and testing options for the relevant ranges before specifying.

Frequently Asked Questions

Does BS 5852 Crib 5 certification qualify a fabric for use on a commercial yacht?

No. BS 5852 Crib 5 and IMO FTP Code Part 8 are separate standards with different test methodologies and different legal bases. Classification societies and the MCA do not accept BS 5852 as an equivalent to IMO FTP Code Part 8 for vessels within the scope of SOLAS or the MCA Large Commercial Yacht Code. A fabric specified for commercial marine use must hold an independent IMO FTP Code Part 8 certificate obtained from an IMO-approved laboratory. A Crib 5 certificate from land-based contract testing does not substitute for this.

What is the IMO FTP Code Part 8 test for upholstered furniture?

IMO FTP Code Part 8 tests upholstered furniture assembled from the actual cover fabric and filling to be used in the finished piece. Two ignition sources are applied at the junction between the seat and the backrest: a smouldering cigarette, after which no progressive smouldering is permitted after one hour, and a propane burner flame applied for 20 seconds, after which no flaming or progressive smouldering is permitted for more than 120 seconds. Where the fabric has been topically treated with FR chemicals, the assembly must undergo ten full cleaning cycles before the fire test is conducted. The certificate is valid only for the specific fabric and filling combination tested.

What is MGN 580 and when does it apply?

MGN 580 is a Marine Guidance Note issued by the Maritime and Coastguard Agency that governs topical FR treatment as an equivalent to inherently fire-retardant materials on UK and Red Ensign Group flagged vessels certified under the MCA Large Commercial Yacht Code. It requires that FR treatment is applied by an MCA-approved treatment provider monitored by a Notified Body, and that the treatment is tested to the relevant parts of the 2010 IMO FTP Code. BS and EN standards are explicitly not accepted as equivalents under MGN 580. It has applied since 2012 and was updated by amendment effective January 2020.

Does a curtain fabric certified to BS 5867 qualify for marine use?

No. BS 5867 Part 2 Type B is the UK land-based standard for contract curtains. IMO FTP Code Part 7 is the marine equivalent for vertically suspended textiles. The test principles are broadly similar but the standards are not legally interchangeable. A curtain fabric for a commercial vessel must hold an IMO FTP Code Part 7 certificate from an IMO-approved laboratory.

Is mohair velvet suitable for yacht interiors?

For private yachts where IMO certification is not a mandatory requirement, mohair velvet is suitable for interior saloon seating and is a common specification choice in superyacht design. Its durability of 80,000 to 100,000 Martindale rubs, natural fire-resistant properties, and aesthetic qualities make it well suited to high-end marine interiors. For commercial charter vessels requiring IMO FTP Code Part 8 certification, independent testing to the IMO standard with the specific foam to be used in the installation would be required. Confirm the certification requirement with the flag state authority or classification society before specifying.

What light fastness grade should I specify for a superyacht in the Mediterranean?

For interior saloon areas with large glazed panels and significant sun exposure, specify a minimum of ISO 105-B02 grade 6. For semi-outdoor or cockpit seating areas, specify grade 7 to 8 and use specialist outdoor-rated fabrics rather than standard interior upholstery fabric. Superyachts in Mediterranean and Caribbean deployment receive sustained and intense UV exposure, and the light fastness specification is as commercially significant as the fire certification for fabric longevity. For full guidance see our light fastness guide.

What is the difference between IMO Part 7, Part 8, and Part 9?

IMO FTP Code Part 7 applies to vertically suspended textiles such as curtains and drapes. Part 8 applies to upholstered furniture including seating, sofas, and upholstered panels. Part 9 applies to bedding components including mattresses, pillows, and blankets. Each part uses different ignition sources and pass criteria. A certificate for one part does not confer compliance with another. A fabric must be tested independently under each part applicable to its intended use onboard the vessel.

For hotel and hospitality fabric specification, see our hotel fabric specification guide.

For guidance on which fabrics are unsuitable for outdoor and semi-outdoor environments including yacht deck areas, see our when not to use velvet guide.

A downloadable yacht interior fabric specification checklist is available as a PDF: Yacht Interior Fabric Specification Checklist (PDF).

For the surface spread of flame standard applicable to wall lining materials, see our BS 476 Part 7 guide.

For hotel terrace and semi-outdoor fabric specification — covering the same fabric types used in yacht deck applications — see our outdoor terrace fabric specification guide.

To discuss fabric specification for a yacht or marine project, contact Kothea directly.