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AMENDMENTS TO THE INTERNATIONAL CONVENTION FOR THE SAFETY OF LIFEAT SEA, 1974
AMENDMENTS TO THE INTERNATIONAL CONVENTION FOR THE SAFETY OF LIFEAT SEA, 1974
[Adopted on 20 November 1981 by Resolution MSC .1 (XLV)]
Whole document
TABLE OF CONTENTS
CHAPTER II-1 CONSTRUCTION-SUBDIVISION AND STABILITY,
MACHINERY AND ELECTRICAL
INSTALLATIONS (Replacement)
PART A GENERAL
1 Application
2 Definitions
3 Definitions relating to Parts C, D and E
PART B SUBDIVISION AND STABILITY
4 Floodable length in passenger ships
5 Permeability in passenger ships
6 Permissible length of compartments in passenger ships
7 Special requirements concerning passenger ship subdivision
8 Stability of passenger ships in damaged condition
9 Ballasting of passenger ships
10 Peak and machinery space bulkheads, shaft tunnels, etc. in passenger
ships
11 Collision bulkheads in cargo ships
12 Double bottoms in passenger ships
13 Assigning, marking and recording of subdivision load lines
for passenger ships
14 Construction and initial testing of watertight bulkheads, etc.,
in passenger ships and cargo ships
15 Openings in watertight bulkheads in passenger ships
16 Passenger ships carrying goods vehicles and accompanying personnel
17 Openings in the shell plating of passenger ships below the margin
line
18 Construction and initial tests of watertight doors, sidescuttles,
etc., in passenger ships and cargo ships
19 Construction and initial tests of watertight decks, trunks, etc.
in passenger ships and cargo ships
20 Watertight integrity of passenger ships above the margin line
21 Bilge pumping arrangements
22 Stability information for passenger ships and cargo ships
23 Damage control plans in passenger ships
24 Marking, periodical operation and inspection of watertight doors,
etc., in passenger ships
25 Entries in log of passenger ships
PART C MACHINERY INSTALLATIONS
26 General
27 Machinery
28 Means of going astern
29 Steering gear
30 Additional requirements for electric and electro-hydraulic steering
gear
31 Machinery controls
32 Steam boilers and boiler feed systems
33 Steam pipe systems
34 Air pressure systems
35 Ventilating systems in machinery spaces
36 Protection against noise
37 Communication between navigating bridge and machinery space
38 Engineers' alarm
39 Location of emergency installations in passenger ships
PART D ELECTRICAL INSTALLATIONS
40 General
41 Main source of electrical power and lighting systems
42 Emergency source of electrical power in passenger ships
43 Emergency source of electrical power in cargo ships
44 Starting arrangements for emergency generating sets
45 Precautions against shock, fire and other hazards of electrical
origin
PART E ADDITIONAL REQUIREMENTS FOR PERIODICALLY UNATTENDED MACHINERY
SPACES
46 General
47 Fire precautions
48 Protection against flooding
49 Control of propulsion machinery from the navigating bridge
50 Communication
51 Alarm system
52 Safety systems
53 Special requirements for machinery, boiler and electrical
installations
54 Special consideration in respect of passenger ships
CHAPTER II-2 CONSTRUCTION-FIRE PROTECTION, FIRE DETECTION AND FIRE
EXTINCTION (Replacement)
PART A GENERAL
1 Application
2 Basic principles
3 Definitions
4 Fire pumps, fire mains, hydrants and hoses
5 Fixed gas fire-extinguishing systems
6 Fire extinguishers
7 Fire-extinguishing arrangements in machinery spaces
8 Fixed low-expansion foam fire-extinguishing systems in machinery
spaces
9 Fixed high-expansion foam fire-extinguishing systems in machinery
spaces
10 Fixed pressure water-spraying fire-extinguishing systems
in machinery spaces
11 Special arrangements in machinery spaces
12 Automatic sprinkler, fire detection and fire alarm systems
13 Fixed fire detection and fire alarm systems
14 Fixed fire detection and fire alarm systems for periodically
unattended machinery spaces
15 Arrangements for oil fuel, lubricating oil and other flammable oils
16 Ventilation systems in ships other than passenger ships carrying more
than 36 passengers
17 Fireman's outfit
18 Miscellaneous items
19 International shore connexion
20 Fire control plans
21 Ready availability of fire-extinguishing appliances
22 Acceptance of substitutes
PART B FIRE SAFETY MEASURES FOR PASSENGER SHIPS
23 Structure
24 Main vertical zones and horizontal zones
25 Bulkheads within a main vertical zone
26 Fire integrity of bulkheads and decks in ships carrying more than 36
passengers
27 Fire integrity of bulkheads and decks in ships carrying not more than
36 passengers
28 Means of escape
29 Protection of stairways and lifts in accommodation and service spaces
30 Openings in "A" class divisions
31 Openings in "B" class divisions
32 Ventilation systems
33 Windows and sidescuttles
34 Restricted use of combustible materials
35 Details of construction
36 Automatic sprinkler, fire detection and fire alarm systems or
automatic fire detection and fire alarm systems
37 Protection of special category spaces
38 Protection of cargo spaces, other than special category spaces,
intended for the carriage of motor vehicles with fuel in their tanks for
their own propulsion
39 Fixed fire-extinguishing arrangements in cargo spaces
40 Fire patrols, detection, alarms and public address systems
41 Special requirements for ships carrying dangerous goods
PART C FIRE SAFETY MEASURES FOR CARGO SHIPS
42 Structure
43 Bulkheads within the accommodation and service spaces
44 Fire integrity of bulkheads and decks
45 Means of escape
46 Protection of stairways and lift trunks in accommodation spaces,
service spaces and control stations
47 Doors in fire resisting divisions
48 Ventilation systems
49 Restricted use of combustible materials
50 Details of construction
51 Arrangements for gaseous fuel for domestic purposes
52 Fixed fire detection and fire alarm systems, automatic sprinkler,
fire detection and fire alarm systems
53 Fire protection arrangements in cargo spaces
54 Special requirements for ships carrying dangerous goods
PART D FIRE SAFETY MEASURES FOR TANKERS
55 Application
56 Location and separation of spaces
57 Structure, bulkheads within accommodation and service spaces and
details of construction
58 Fire integrity of bulkheads and decks
59 Venting, purging, gas freeing and ventilation
60 Cargo tank protection
61 Fixed deck foam systems
62 Inert gas systems
63 Cargo pump rooms
CHAPTER III LIFE-SAVING APPLIANCES, ETC
Amendment to Regulation 1 Application
Amendment to Regulation 27 Lifeboats, liferafts and buoyant apparatus
Amendment to Regulation 30 Lighting for deck, lifeboats, liferafts, etc
Amendment to Regulation 38 Emergency lighting
CHAPTER IV RADIOTELEGRAPHY AND RADIOTELEPHONY
Addition of new Regulation 4-1 VHF radiotelephone installation
Replacement of Regulation 7 Watches-radiotelephone
Replacement of Regulation 8 Watches-VHF radiotelephone
Amendment to Regulation 10 Radiotelegraph installations
Amendment to Regulation 16 Radiotelephone installations
Replacement of Regulation 17 VHF radiotelephone installation
Amendment to Regulation 19 Radio logs
CHAPTER V SAFETY OF NAVIGATION
Replacement of Regulation 12 Shipborne navigational equipment
Amendment to Regulation 16 Life-saving signals
Deletion of Regulation 18 VHF radiotelephones
Amendment of Regulation 19 Use of the automatic pilot
Addition of new Regulation 19-1 Operation of steering gear
Addition of new Regulation 19-2 Steering gear-testing and drills
CHAPTER VI CARRIAGE OF GRAIN
Replacement of Regulation 1 Application
Amendments to Part B Calculation of assumed heeling moments,
section V (A) and (B)
CHAPTER II-1 CONSTRUCTION-SUBDIVISION AND STABILITY, MACHINERY ANDELECTRICAL INSTALLATIONS
The existing text of Chapter II-1 is replaced by the following:
PART A GENERAL
Regulation 1 Application
1.1 Unless expressly provided otherwise, this Chapter shall apply to
ships the keels of which are laid or which are at a similar stage of
construction on or after 1 September 1984.
1.2 For the purpose of this Chapter, the term "a similar stage of
construction" means the stage at which:
.1 construction identifiable with a specific ship begins; and
.2 assembly of that ship has commenced comprising at least 50
tonnes or one per cent of the estimated mass of all structural material,
whichever is less.
1.3 For the purpose of this Chapter:
.1 the expression "ships constructed" means "ships the keels of
which are laid or which are at a similar stage of construction";
.2 the expression "all ships" means "ships constructed before, on
or after 1 September 1984";
.3 a cargo ship, whenever built, which is converted to a passenger
ship shall be treated as a passenger ship constructed on the date on which
such a conversion commences.
2 Unless expressly provided otherwise:
.1 for ships constructed before 1 September 1984, the
Administration shall ensure that subject to the provisions of paragraph
2.2 the requirements which are applicable under Chapter II-1 of the
International Convention for the Safety of Life at Sea, 1974*, to new or
existing ships as defined in that Chapter are complied with;
[* The text as adopted by the International Conference on Safety of
Life as Sea, 1974.]
.2 for tankers constructed before 1 September 1984, the
Administration shall ensure that the requirements which are applicable
under Chapter II-1 of the Annex to the Protocol of 1978 relating to the
International Convention for the Safety of Life at Sea, 1974, as amended
in 1981 to new or existing ships as defined in that Chapter are complied
with.
3 All ships which undergo repairs, alterations, modifications and
outfitting related thereto shall continue to comply with at least the
requirements previously applicable to these ships. Such ships if
constructed before 1 September 1984 shall, as a rule, comply with the
requirements for ships constructed on or after that date to at least the
same extent as they did before undergoing such repairs, alterations,
modifications or outfitting. Repairs, alterations and modifications of a
major character and outfitting related thereto shall meet the requirements
for ships constructed on or after 1 September 1984 in so far as the
Administration deems reasonable and practicable.
4 The Administration of a State may, if it considers that the
sheltered nature and conditions of the voyage are such as to render the
application of any specific requirements of this Chapter unreasonable or
unnecessary, exempt from those requirements individual ships or classes of
ships entitled to fly the flag of that State which, in the course of their
voyage, do not proceed more than 20 miles from the nearest land.
5 Any passenger ship which is permitted under Regulation III/27 (c) to
carry a number of persons in excess of the lifeboat capacity provided,
shall comply with the special standards of subdivision set out in
Regulation 6.5, and the associated special provisions regarding
permeability in Regulation 5.4, unless the Administration is satisfied
that, having regard to the nature and conditions of the voyage, compliance
with the other provisions of the Regulations of this Chapter and Chapter
II-2 is sufficient.
6 In the case of passenger ships which are employed in special trades
for the carriage of large numbers of special trade passengers, such as the
pilgrim trade, the Administration of the State whose flag such ships are
entitled to fly, if satisfied that it is impracticable to enforce
compliance with the requirements of this Chapter, may exempt such ships
from those requirements, provided that they comply fully with the
provisions of:
.1 the Rules annexed to the Special Trade Passenger Ships
Agreement, 1971; and
.2 the Rules annexed to the Protocol on Space Requirements for
Special Trade Passenger Ships, 1973.
Regulation 2 Definitions
For the purpose of this Chapter, unless expressly provided otherwise:
1.1 "Subdivisions load line" is a water-line used in determining the
subdivision of the ship.
1.2 "Deepest subdivision load line" is the water-line which
corresponds to the greatest draught permitted by the subdivision
requirements which are applicable.
2 "Length of the ship" is the length measured between perpendiculars
taken at the extremities of the deepest subdivision load line.
3 "Breadth of the ship" is the extreme width from outside of frame to
outside of frame at or below the deepest subdivision load line.
4 "Draught" is the vertical distance from the moulded base line
amidships to the subdivision load line in question.
5 "Bulkhead deck" is the uppermost deck up to which the transverse
watertight bulkheads are carried.
6 "Margin line" is a line drawn at least 76 mm below the upper surface
of the bulkhead deck at side.
7 "Permeability of a space" is the percentage of that space which can
be occupied by water. The volume of a space which extends above the margin
line shall be measured only to the height of that line.
8 "Machinery space" is to be taken as extending from the moulded base
line to the margin line and between the extreme main transverse watertight
bulkheads, bounding the spaces containing the main and auxiliary
propulsion machinery, boilers serving the needs of propulsion, and all
permanent coal bunkers. In the case of unusual arrangements, the
Administration may define the limits of the machinery spaces.
9 "Passenger spaces" are those spaces which are provided for the
accommodation and use of passengers, excluding baggage, store, provision
and mail rooms. For the purposes of Regulations 5 and 6, spaces provided
below the margin line for the accommodation and use of the crew shall be
regarded as passenger spaces.
10 In all cases volumes and areas shall be calculated to moulded
lines.
11 "Weathertight" means that in any sea conditions water will not
penetrate into the ship.
Regulation 3 Definitions relating to Parts C, D and E
For the purpose of Parts C, D and E, unless expressly provided
otherwise:
1 "Steering gear control system" is the equipment by which orders are
transmitted from the navigating bridge to the steering gear power units.
Steering gear control systems comprise transmitters, receivers, hydraulic
control pumps and their associated motors, motor controllers, piping and
cables.
2 "Main steering gear" is the machinery, rudder actuators, steering
gear power units, if any, and ancillary equipment and the means of
applying torque to the rudder stock (e.g. tiller or quadrant) necessary
for effecting movement of the rudder for the purpose of steering the ship
under normal service conditions.
3 "Steering gear power unit" is:
.1 in the case of electric steering gear, an electric motor and
its associated electrical equipment;
.2 in the case of electro-hydraulic steering gear, an electric
motor and its associated electrical equipment and connected pump;
.3 in the case of other hydraulic steering gear, a driving engine
and connected pump.
4 "Auxiliary steering gear" is the equipment other than any part of
the main steering gear necessary to steer the ship in the event of failure
of the main steering gear but not including the tiller, quadrant or
components serving the same purpose.
5 "Normal operational and habitable condition" is a condition under
which the ship as a whole, the machinery, services, means and aids
ensuring propulsion, ability to steer, safe navigation, fire and flooding
safety, internal and external communications and signals, means of
escape, and emergency boat winches, as well as the designed comfortable
conditions of habitability are in working order and functioning normally.
6 "Emergency condition" is a condition under which any services needed
for normal operational and habitable conditions are not in working order
due to failure of the main source of electrical power.
7 "Main source of electrical power" is a source intended to supply
electrical power to the main switchboard for distribution to all services
necessary for maintaining the ship in normal operational and habitable
conditions.
8 "Dead ship condition" is the condition under which the main
propulsion plant, boilers and auxiliaries are not in operation due to the
absence of power.
9 "Main generating station" is the space in which the main source of
electrical power is situated.
10 "Main switchboard" is a switchboard which is directly supplied by
the main source of electrical power and is intended to distribute
electrical energy to the ship's services.
11 "Emergency switchboard" is a switchboard which in the event of
failure of the main electrical power supply system is directly supplied by
the emergency source of electrical power or the transitional source of
emergency power and is intended to distribute electrical energy to the
emergency services.
12 "Emergency source of electrical power" is a source of electrical
power, intended to supply the emergency switchboard in the event of
failure of the supply from the main source of electrical power.
13 "Power actuating system" is the hydraulic equipment provided for
supplying power to turn the rudder stock, comprising a steering gear power
unit or units, together with the associated pipes and fittings, and a
rudder actuator. The power actuating systems may share common mechanical
components, i.e., tiller, quadrant and rudder stock, or components serving
the same purpose.
14 "Maximum ahead service speed" is the greatest speed which the ship
is designed to maintain in service at sea at the deepest sea-going
draught.
15 "Maximum astern speed" is the speed which it is estimated the ship
can attain at the designed maximum astern power at the deepest sea-going
draught.
16 "Machinery spaces" are all machinery spaces of category A and all
other spaces containing propelling machinery, boilers, oil fuel units,
steam and internal combustion engines, generators and major electrical
machinery, oil filling stations, refrigerating, stabilising, ventilation
and air conditioning machinery, and similar spaces, and trunks to such
spaces.
17 "Machinery spaces of category A" are those spaces and trunks to
such spaces which contain:
.1 internal combustion machinery used for main propulsion; or
.2 internal combustion machinery used for purposes other than main
propulsion where such machinery has in the aggregate a total power output
of not less than 375 kW; or
.3 any oil-fired boiler or oil fuel unit.
18 "Control stations" are those spaces in which the ship's radio or
main navigating equipment or the emergency source of power is located or
where the fire recording or fire control equipment is centralised.
19 "Chemical tanker" is a cargo ship constructed or adapted and used
for the carriage in bulk of any liquid product listed in the summary of
minimum requirements of the Code for the Construction and Equipment of
Ships Carrying Dangerous Chemicals in Bulk to be adopted by the Maritime
Safety Committee under the authority of the Assembly of the Organization
conferred by resolution A. 490 (XII), hereinafter referred to as "Bulk
Chemical Code", as may be amended by the Organization, or any liquid
substance listed or provisionally assessed as category A, B or C in
Appendix II to Annex II of the International Convention for the Prevention
of Pollution from Ships in force.
20 "Gas carrier" is a cargo ship constructed or adapted and used for
the carriage in bulk of any liquefied gas or other substance listed in
Chapter XIX of the Code for the Construction and Equipment of Ships
Carrying Liquefied Gases in Bulk adopted by the Assembly of the
Organization by resolution A. 328 (IX), hereinafter referred to as "Gas
Carrier Code" as has been or may be amended by the Organization.
21 "Dead-weight" is the difference in tonnes between the displacement
of a ship in water of a specific gravity of 1.025 at the load water-line
corresponding to the assigned summer freeboard and the lightweight of the
ship.
22 "Lightweight" is the displacement of a ship in tonnes without
cargo, fuel, lubricating oil, ballast water, fresh water and feedwater in
tanks, consumable stores, and passengers and crew and their effects.
PART B SUBDIVISION AND STABILITY*
[* Instead of the requirements in this Part, the Regulations on
Subdivision and Stability of Passenger Ship as an Equivalent to part B of
Chapter II of the International Convention for the Safety of Life at Sea,
1960, adopted by the Organization by resolution A. 265 (VIII), may be
used, if applied in their entirety.
(Part B applies to passenger ships and to cargo ships, as indicated in the
Regulations)
Regulation 4 Floodable length in passenger ships
1 The floodable length at any point of the length of a ship shall be
determined by a method of calculation which takes into consideration the
form, draught and other characteristics of the ship in question.
2 In a ship with a continuous bulkhead deck, the foldable length at a
given point is the maximum portion of the length of the ship, having its
centre at the point in question, which can be flooded under the definite
assumptions set forth in Regulation 5 without the ship being submerged
beyond the margin line.
3.1 In the case of a ship not having a continuous bulkhead deck, the
foldable length at any point may be determined to an assumed continuous
margin line which at no point is less than 76 mm below the top of the deck
(at side) to which the bulkheads concerned and the shell are carried
watertight.
3.2 Where a portion of an assumed margin line is appreciably below the
deck to which bulkheads are carried, the Administration may permit a
limited relaxation in the watertightness of those portions of the
bulkheads which are above the margin line and immediately under the higher
deck.
Regulation 5 Permeability in passenger ships
1.1 The definite assumptions referred to in Regulation 4 relate to the
permeabilities of the spaces below the margin line.
1.2 In determining the foldable length, a uniform average permeability
shall be used throughout the whole length of each of the following
portions of the ship below the margin line:
.1 the machinery space as defined in Regulation 2;
.2 the portion forward of the machinery space; and
.3 the portion abaft the machinery space.
2.1 The uniform average permeability throughout the machinery space
shall be determined from the formula:
a-c
85+10(---)
v
where:
a = the volume of the passenger spaces, as defined in Regulation
2, which are situated below the margin line within the limits of the
machinery space;
c = the volume of between deck spaces below the margin line within
the limits of the machinery space which are appropriated to cargo, coal or
stores;
v = the whole volume of the machinery space below the margin line.
2.2 Where it is shown to the satisfaction of the Administration that
the average permeability as determined by detailed calculation is less
than that given by the formula, the detailed calculated value may be used.
For the purpose of such calculation, the permeability of passenger spaces,
as defined in Regulation 2, shall be taken as 95, that of all cargo, coal
and store spaces as 60, and that of double bottom, oil fuel and other
tanks at such value as may be approved in each case.
3 Except as provided in paragraph 4, the uniform average permeability
throughout the portion of the ship forward of or abaft the machinery space
shall be determined from the formula:
a
63+35 --
v
where:
a = the volume of the passenger spaces, as defined in Regulation
2, which are situated below the margin line, forward of or abaft the
machinery space; and
v = the whole volume of the portion of the ship below the margin
line forward of or abaft the machinery space.
4.1 In the case of a ship which is permitted under Regulation III/27
(c) to carry a number of persons on board in excess of the lifeboat
capacity provided, and is required under Regulation 1.5 to comply with
special provisions, the uniform average permeability throughout the
portion of the ship forward of or abaft the machinery space shall be
determined from the formula:
b
95-35 --
v
where:
b = the volume of the spaces below the margin line and above the
tops of floors, inner bottom, or peak tanks, as the case may be, which are
appropriated to and used as cargo spaces, coal or oil fuel bunkers,
store-rooms, baggage and mail rooms, chain lockers and fresh water tanks,
forward of or abaft the machinery space; and
v = the whole volume of the portion of the ship below the margin
line forward of or abaft the machinery space.
4.2 In the case of ships engaged on services where the cargo holds are
not generally occupied by any substantial quantities of cargo, no part of
the cargo spaces is to be included in calculating "b".
5 In the case of unusual arrangements the Administration may allow, or
require, a detailed calculation of average permeability for the portions
forward of or abaft the machinery space. For the purpose of such
calculation, the permeability of passenger spaces as defined in Regulation
2 shall be taken as 95, that of spaces containing machinery as 85, that of
all cargo, coal and store spaces as 60, and that of double bottom, oil
fuel and other tanks at such value as may be approved in each case.
6 Where a between deck compartment between two watertight transverse
bulkheads contains any passenger or crew space, the whole of that
compartment, less any space completely enclosed within permanent steel
bulkheads and appropriated to other purposes, shall be regarded as
passenger space. Where, however, the passenger or crew space in question
is completely enclosed within permanent steel bulkheads, only the space so
enclosed need be considered as passenger space.
Regulation 6 Permissible length of compartments in passenger ships
1 Ships shall be as efficiently subdivided as is possible having
regard to the nature of the service for which they are intended. The
degree of subdivision shall vary with the length of the ship and with the
service, in such manner that the highest degree of subdivision corresponds
with the ships of greatest length, primarily engaged in the carriage of
passengers.
2 Factor of subdivision
2.1 The maximum permissible length of a compartment having its centre
at any point in the ship's length is obtained from the foldable length by
multiplying the latter by an appropriate factor called the factor of
subdivision.
2.2 The factor of subdivision shall depend on the length of the ship,
and for a given length shall vary according to the nature of the service
for which the ship is intended. It shall decrease in a regular and
continuous manner:
.1 as the length of the ship increases, and
.2 from a factor A, applicable to ships primarily engaged in the
carriage of cargo, to a factor B, applicable to ships primarily engaged in
the carriage of passengers.
2.3 The variations of the factors A and B shall be expressed by the
following formulae (1) and (2) where L is the length of the ship as
defined in Regulation 2:
58.2
A = --- + .18 (L=131 m and upwards)...........................(1)
L-60
30.3
B = --- + .18 (L=79 m and upwards)............................(2)
L-42
3. Criterion of service
3.1 For a ship of given length the appropriate factor of subdivision
shall be determined by the criterion of service numeral (hereinafter
called the criterion numeral) as given by the following formulae (3) and
(4) where:
|---|
| C | = the criterion numeral;
| s |
|---|
L = the length of the ship (metres), as defined in Regulation 2;
M = the volume of the machinery space (cubic metres), as defined
in Regulation 2; with the addition thereto of the volume of any permanent
oil fuel bunkers which may be situated above the inner bottom and forward
of or abaft the machinery space;
P = the whole volume of the passenger spaces below the margin line
(cubic metres), as defined in Regulation 2;
V = the whole volume of the ship below the margin line (cubic
metres);
|---|
| P | = KN.
| 1 |
|---|
where:
N = the number of passengers for which the ship is to be
certified, and
K=0.056L
3.2 Where the value of KN. is greater than the sum of P and the whole
volume of the actual passenger spaces above the margin line, the figure to
be taken as P is that sum or two-thirds KN., whichever is the greater.
1
................................................................
When P is greater than P-
1
................................................................
|------|
| M+2P |
| 1 |
| C =72 -- | .........................................(3)
| s |
| V+P -P |
| 1 |
|------|
..................................................................
and in other cases-
M+2P
C =72 -- ..........................................(4)
s
V
....................................................................
3.3 For ships not having a continuous bulkhead deck the volumes are to
be taken up to the actual margin lines used in determining the foldable
lengths.
4 Rules for subdivision of ships other than those covered by paragraph
5
4.1 The subdivision abaft the forepeak of ships of 131 m in length and
upwards having a criterion numeral of 23 or less shall be governed by the
factor A given by formula (1); of those having a criterion numeral of 123
or more by the factor B given by formula (2); and of those having a
criterion numeral between 23 and 123 by the factor F obtained by linear
interpolation between the factors A and B, using the formula:
|-------|
| (A-B)(C -23) |
| s |
| F = A - -----| ................................(5)
| 100 |
|-------|
Nevertheless, where the criterion numeral is equal to 45 or more and
simultaneously the computed factor of subdivision as given by formula (5)
is .65 or less, but more than .50, the subdivision abaft the forepeak
shall be governed by the factor .50.
4.2 Where the factor F is less than .40 and it is shown to the
satisfaction of the Administration to be impracticable to comply with the
factor F in a machinery compartment of the ship, the subdivision of such
compartment may be governed by an increased factor, which, however, shall
not exceed .40.
4.3 The subdivision abaft the forepeak of ships of less than 131 m but
not less than 79 m in length having a criterion numeral equal to S, where:
3,574-25L
S=-----
13
shall be governed by the factor unity; of those having a criterion
numeral of 123 or more by the factor B given by the formula (2); of those
having a criterion numeral between S and 123 by the factor F obtained by
linear interpolation between unity and the factor B using the formula:
|-------|
| (1-B)(C -S) |
| s |
| F=1- ----- | .....................................(6)
| 123-S |
|-------|
4.4 The subdivision abaft the forepeak of ships of less than 131 m but
not less than 79 m in length and having a criterion numeral less than S,
and of ships of less than 79 m in length shall be governed by the factor
unity, unless, in either case, it is shown to the satisfaction of the
Administration to be impracticable to comply with this factor in any part
of the ship, in which case the Administration may allow such relaxation as
may appear to be justified, having regard to all the circumstances.
4.5 The provisions of paragraph 4.4 shall apply also to ships of
whatever length, which are to be certified to carry a number of passengers
exceeding 12 but not exceeding
2
L
---, or 50, whichever is the less.
650
5 Special standards of subdivision for ships which are permitted under
Regulation III/27 (c) to carry a number of persons on board in excess of
the lifeboat capacity provided and are required under Regulation 1.5 to
comply with special provisions
5.1.1 In the case of ships primarily engaged in the carriage of
passengers, the subdivision abaft the forepeak shall be governed by a
factor of .50 or by the factor determined according to paragraphs 3 and 4,
if less than .50.
5.1.2 In the case of such ships of less than 91.5 m in length, if the
Administration is satisfied that compliance with such factor would be
impracticable in a compartment, it may allow the length of that
compartment to be governed by a higher factor provided the factor used is
the lowest that is practicable and reasonable in the circumstances.
5.2 Where, in the case of any ship whether of less than 91.5 m or not,
the necessity of carrying appreciable quantities of cargo makes it
impracticable to require the subdivision abaft the forepeak to be governed
by a factor not exceeding .50, the standard of subdivision to be applied
shall be determined in accordance with the following sub-paragraphs .1 to
.5, subject to the condition that where the Administration is satisfied
that insistence on strict compliance in any respect would be unreasonable,
it may allow such alternative arrangement of the watertight bulkheads as
appears to be justified on merits and will not diminish the general
effectiveness of the subdivision.
.1 The provisions of paragraph 3 relating to the criterion numeral
shall apply with the exception that in calculating the value of P for
1 berthed
passengers K is to have the value defined in paragraph 3, or 3.5 cubic m ,
whichever is the greater, and for unberthed passengers K is to have the
value 3.5 cubic m.
.2 The factor B in paragraph 2 shall be replaced by the factor BB
determined by the following formula:
17.6
BB = ---- + .20 (L = 55 m and upwards)
L-33
.3 The subdivision abaft the forepeak of ships of 131 m in length
and upwards having a criterion numeral of 23 or less shall be governed by
the factor A given by formula (1) in paragraph 2.3; of those having a
criterion numeral of 123 or more by the factor BB given by the formula in
paragraph 5.2.2; and of those having a criterion numeral between 23 and
123 by the factor F obtained by linear interpolation between the factors A
and BB, using the formula:
|---------|
| (A - BB)(C - 23) |
| s |
| F = A - ------ |
| 100 |
|---------|
except that if the factor F so obtained is less than .50 the factor to
be used shall be either .50 or the factor calculated according to the
provisions of paragraph 4.1, whichever is the smaller.
.4 The subdivision abaft the forepeak of ships of less than 131 m
but not less than 55 m in length having a criterion numeral equal to S
where 1
|------|
| 3,712-25L |
| S = ---- |
| 1 |
| 19 |
|------|
shall be governed by the factor unity; of those having a criterion
numeral of 123 or more by the factor BB given by the formula in paragraph
5.2.2; of those having a
criterion numeral between S and 123 by the factor F obtained by linear
1 interpolation between unity and the factor
BB using the formula:
|---------|
| (1-BB)(C - S ) |
| s 1 |
| F=1- ----- |
| 123-S |
| 1 |
|---------|
except that in either of the two latter cases if the factor so
obtained is less than .50 the subdivision may be governed by a factor not
exceeding .50.
.5 The subdivision abaft the forepeak of ships of less than 131m
but not less than 55m in length and having a criterion numeral less than S
and of ships of less than 55m in length shall be governed by the
1 factor unity, unless it is shown to the satisfaction of the
Administration to be impracticable to comply with this factor in
particular compartments, in which event the Administration may allow such
relaxation in respect of those compartments as appear to be justified,
having regard to all the circumstances, provided that the aftermost
compartment and as many as possible of the forward compartments (between
the forepeak and the after end of the machinery space) shall be kept
within the foldable length.
Regulation 7 Special requirements concerning passenger ship sub-division
1 Where in a portion or portions of a ship the watertight bulkheads
are carried to a higher deck than in the remainder of the ship and it is
desired to take advantage of this higher extension of the bulkheads in
calculating the foldable length, separate margin lines may be used for
each such portion of the ship provided that:
.1 the sides of the ship are extended throughout the ship's length
to the deck corresponding to the upper margin line and all openings in the
shell plating below this deck throughout the length of the ship are
treated as being below a margin line, for the purposes of Regulation 17;
and
.2 the two compartments adjacent to the "step" in the bulkhead
deck are each within the permissible length corresponding to their
respective margin lines, and, in addition, their combined length does not
exceed twice the permissible length based on the lower margin line.
2.1 A compartment may exceed the permissible length determined by the
rules of Regulation 6 provided the combined length of each pair of
adjacent compartments to which the compartment in question is common does
not exceed either the foldable length or twice the permissible length,
whichever is the less.
2.2 If one of the two adjacent compartments is situated inside the
machinery space, and the second is situated outside the machinery space,
and the average permeability of the portion of the ship in which the
second is situated differs from that of the machinery space, the combined
length of the two compartments shall be adjusted to the mean average
permeability of the two portions of the ship in which the compartments are
situated.
2.3 Where the two adjacent compartments have different factors of
subdivision, the combined length of the two compartments shall be
determined proportionately.
3 In ships of 100 m in length and upwards, one of the main transverse
bulkheads abaft the forepeak shall be fitted at a distance from the
forward perpendicular which is not greater than the permissible length.
4 A main transverse bulkhead may be recessed provided that all parts
of the recess lie inboard of vertical surfaces on both sides of the ship,
situated at a distance from the shell plating equal to one-fifth the
breadth of the ship, as defined in Regulation 2, and measured at right
angles to the centre line at the level of the deepest subdivision load
line. Any part of a recess which lies outside these limits shall be dealt
with as a step in accordance with paragraph 5.
5 A main transverse bulkhead may be stepped provided that it meets one
of the following conditions:
.1 the combined length of the two compartments, separated by the
bulkhead in question, does not exceed either 90 per cent of the foldable
length or twice the permissible length, except that, in ships having a
factor of subdivision greater than .9, the combined length of the two
compartments in question shall not exceed the permissible length;
.2 additional subdivision is provided in way of the step to
maintain the same measure of safety as that secured by a plane bulkhead;
.3 the compartment over which the step extends does not exceed the
permissible length corresponding to a margin line taken 76 mm below the
step.
6 Where a main transverse bulkhead is recessed or stepped, an
equivalent plane bulkhead shall be used in determining the subdivision.
7 If the distance between two adjacent main transverse bulkheads, or
their equivalent plane bulkheads, or the distance between the transverse
planes passing through the nearest stepped portions of the bulkheads, is
less than 3.0 m plus 3 per cent of the length of the ship, or 11.0 m
whichever is the less, only one of these bulkheads shall be regarded as
forming part of the subdivision of the ship in accordance with the
provisions of Regulation 6.
8 Where a main transverse watertight compartment contains local
subdivision and it can be shown to the satisfaction of the Administration
that, after any assumed side damage extending over a length of 3.0 m plus
3 per cent of the length of the ship, or 11.0 m whichever is the less, the
whole volume of the main compartment will not be flooded, a proportionate
allowance may be made in the permissible length otherwise required for
such compartment. In such a case the volume of effective buoyancy assumed
on the undamaged side shall not be greater than that assumed on the
damaged side.
9 Where the required factor of subdivision is .50 or less, the
combined length of any two adjacent compartments shall not exceed the
foldable length.
Regulation 8 Stability of passenger ships in damaged condition
1.1 Sufficient intact stability shall be provided in all service
conditions so as to enable the ship to withstand the final stage of
flooding of any one main compartment which is required to be within the
foldable length.
1.2 Where two adjacent main compartments are separated by a bulkhead
which is stepped under the conditions of Regulation 7.5.1 the intact
stability shall be adequate to withstand the flooding of those two
adjacent main compartments.
1.3 Where the required factor of subdivision is .50 or less but more
than .33 intact stability shall be adequate to withstand the flooding of
any two adjacent main compartments.
1.4 Where the required factor of subdivision is .33 or less the intact
stability shall be adequate to withstand the flooding of any three
adjacent main compartments.
2.1 The requirements of paragraph 1 shall be determined by
calculations which are in accordance with paragraphs 3, 4 and 6 and which
take into consideration the proportions and design characteristics of the
ship and the arrangement and configuration of the damaged compartments. In
making these calculations the ship is to be assumed in the worst
anticipated service condition as regards stability.
2.2 Where it is proposed to fit decks, inner skins or longitudinal
bulkheads of sufficient tightness to seriously restrict the flow of water,
the Administration shall be satisfied that proper consideration is given
to such restrictions in the calculations.
2.3 In cases where the Administration considers the range of stability
in the damaged condition to be doubtful, it may require investigation
thereof.
3 For the purpose of making damage stability calculations the volume
and surface permeabilities shall be in general as follows:
|-------------------
| Spaces Permeability |
|-------------------|
|Appropriated to cargo, coal or stores 60 |
|
|Occupied by accommodation 95 |
|
|Occupied by machinery 85 |
|
|Intended for liquids 0 or 95* |
|-------------------
* Whichever results in the more severe requirements.
Higher surface permeability's are to be assumed in respect of spaces
which, in the vicinity of the damage water-plane, contain no substantial
quantity of accommodation or machinery and spaces which are not generally
occupied by any substantial quantity of cargo or stores.
4 Assumed extent of damage shall be as follows:
.1 longitudinal extent: 3.0 m plus 3 per cent of the length of the
ship, or 11.0 m whichever is the less. Where the required factor of
subdivision is .33 or less the assumed longitudinal extent of damage shall
be increased as necessary so as to include any two consecutive main
transverse watertight bulkheads;
.2 transverse extent (measured inboard from the ship's side, at
right angles to the centre line at the level of the deepest subdivision
load line): a distance of one-fifth of the breadth of the ship, as defined
in Regulation 2; and
.3 vertical extent: from the base line upwards without limit;
.4 if any damage of lesser extent than that indicated in
paragraphs 4.1, 4.2 and 4.3 would result in a more severe condition
regarding heel or loss of metacentric height, such damage shall be assumed
in the calculations.
5 Unsymmetrical flooding is to be kept to a minimum consistent with
efficient arrangements. Where it is necessary to correct large angles of
heel, the means adopted shall, where practicable, be self-acting, but in
any case where controls to cross-flooding fittings are provided they shall
be operable from above the bulkhead deck. These fittings together with
their controls as well as the maximum heel before equalisation shall be
acceptable to the Administration. Where cross-flooding fittings are
required the time for equalisation shall not exceed 15 minutes. Suitable
information concerning the use of cross-flooding fittings shall be
supplied to the master of the ship.*
[* Reference is made to the Recommendation on a Standard Method for
Establishing compliance with the Requirements for Cross-Flooding
Arrangements in Passenger Ships, adopted by the Organization by resolution
A. 266 (VIII).
6 The final conditions of the ship after damage and, in the case of
unsymmetrical flooding, after equalisation measures have been taken shall
be as follows:
.1 in the case of symmetrical flooding there shall be a positive
residual metacentric height of at least 50 mm as calculated by the
constant displacement method;
.2 in the case of unsymmetrical flooding the total heel shall not
exceed 7¡ã, except that, in special cases, the Administration may allow
additional heel due to the unsymmetrical moment, but in no case shall the
final heel exceed 15¡ã;
.3 in no case shall the margin line be submerged in the final
stage of flooding. If it is considered that the margin line may become
submerged during an intermediate stage of flooding, the Administration may
require such investigations and arrangements as it considers necessary for
the safety of the ship.
7 The master of the ship shall be supplied with the data necessary to
maintain sufficient intact stability under service conditions to enable
the ship to withstand the critical damage. In the case of ships requiring
cross-flooding the master of the ship shall be informed of the conditions
of stability on which the calculations of heel are based and be warned
that excessive heeling might result should the ship sustain damage when in
a less favourable condition.
8.1 No relaxation from the requirements for damage stability may be
considered by the Administration unless it is shown that the intact
metacentric height in any service condition necessary to meet these
requirements is excessive for the service intended.
8.2 Relaxation from the requirements for damage stability shall be
permitted only in exceptional cases and subject to the condition that the
Administration is to be satisfied that the proportions, arrangements and
other characteristics of the ship are the most favourable to stability
after damage which can practically and reasonably be adopted in the
particular circumstances.
Regulation 9 Ballasting of passenger ships
1 Water ballast should not in general be carried in tanks intended for
oil fuel. In ships in which it is not practicable to avoid putting water
in oil fuel tanks, oily-water separating equipment to the satisfaction of
the Administration shall be fitted, or other alternative means, such as
discharge to shore facilities, acceptable to the Administration shall be
provided for disposing of the oily-water ballast.
2 The provisions of this Regulation are without prejudice to the
provisions of the International Convention for the Prevention of Pollution
from Ships in force.
Regulation 10 Peak and machinery space bulkheads, shaft tunnels,etc. in passenger ships
1 A forepeak or collision bulkhead shall be fitted which shall be
watertight up to the bulkhead deck. This bulkhead shall be located at a
distance from the forward perpendicular of not less than 5 per cent of the
length of the ship and not more than 3 m plus 5 per cent of the length of
the ship.
2 Where any part of the ship below the water-line extends forwards of
the forward perpendicular, e.g. a bulbous bow, the distances stipulated
in paragraph 1 shall be measured from a point either:
.1 at the mid-length of such extension; or
.2 at a distance 1.5 per cent of the length of the ship forward of
the forward perpendicular; or
.3 at a distance 3 m forward of the forward perpendicular;
whichever gives the smallest measurement.
3 Where a long forward superstructure is fitted, the forepeak or
collision bulkhead shall be extended weathertight to the deck next above
the bulkhead deck. The extension need not be fitted directly above the
bulkhead below provided it is located within the limits specified in
paragraph 1 or 2 with the exemption permitted by paragraph 4 and the part
of the deck which forms the step is made effectively weathertight.
4 Where bow doors are fitted and a sloping loading ramp forms part of
the extension of the collision bulkhead above the bulkhead deck the part
of the ramp which is more than 2.3 m above the bulkhead deck may extend
forward of the limit specified in paragraphs 1 and 2. The ramp shall be
weathertight over its complete length.
5 An afterpeak bulkhead, and bulkheads dividing the machinery space,
as defined in Regulation 2, from the cargo and passenger spaces forward
and aft, shall also be fitted and made watertight up to the bulkhead deck.
The afterpeak bulkhead may, however, be stepped below the bulkhead deck,
provided the degree of safety of the ship as regards subdivision is not
thereby diminished.
6 In all cases stern tubes shall be enclosed in watertight spaces of
moderate volume. The stern gland shall be situated in a watertight shaft
tunnel or other watertight space separate from the stern tube compartment
and of such volume that, if flooded by leakage through the stern gland,
the margin line will not be submerged.
Regulation 11 Collision bulkheads in cargo ships
1 For the purpose of this Regulation "freeboard deck", "length of
ship" and "forward perpendicular" have the meanings as defined in the
International Convention on Load Lines in force.
2 A collision bulkhead shall be fitted which shall be watertight up to
the freeboard deck. This bulkhead shall be located at a distance from the
forward perpendicular of not less than 5 per cent of the length of the
ship or 10 m, whichever is the less, and, except as may be permitted by
the Administration, not more than 8 per cent of the length of the ship.
3 Where any part of the ship below the water-line extends forwards of
the forward perpendicular, e.g. a bulbous bow, the distances stipulated
in paragraph 2 shall be measured from a point either:
.1 at the mid-length of such extension; or
.2 at a distance 1.5 per cent of the length of the ship forward of
the forward perpendicular; or
.3 at a distance 3 m forward of the forward perpendicular;
whichever gives the smallest measurement.
4 The bulkhead may have steps or recesses provided they are within the
limits prescribed in paragraph 2 or 3. Pipes piercing the collision
bulkhead shall be fitted with suitable valves operable from above the
freeboard deck and the valve chest shall be secured at the bulkhead inside
the forepeak. the valves may be fitted on the after side of the collision
bulkhead provided that the valves are readily accessible under all service
conditions and the space in which they are located is not a cargo space.
All valves shall be of steel, bronze or other approved ductile material.
Valves of ordinary cast iron or similar material are not acceptable. No
door, manhole, ventilation duct or any other opening shall be fitted in
this bulkhead.
5 Where a long forward superstructure is fitted the collision bulkhead
shall be extended weathertight to the deck next above the freeboard deck.
The extension need not be fitted directly above the bulkhead below
provided it is located within the limits prescribed in paragraph 2 or 3
with the exemption permitted by paragraph 6 and the part of the deck which
forms the step is made effectively weathertight.
6 Where bow doors are fitted and a sloping loading ramp forms part of
the extension of the collision bulkhead above the freeboard deck the part
of the ramp which is more than 2.3 m above the freeboard deck may extend
forward of the limit specified in paragraph 2 or 3. The ramp shall be
weathertight over its complete length.
7 The number of openings in the extension of the collision bulkhead
above the freeboard deck shall be restricted to the minimum compatible
with the design and normal operation of the ship. All such openings shall
be capable of being closed weathertight.
Regulation 12 Double bottoms in passenger ships
1 A double bottom shall be fitted extending from the forepeak bulkhead
to the afterpeak bulkhead as far as this is practicable and compatible
with the design and proper working of the ship.
.1 In ships of 50 m and upwards but less than 61 m in length a
double bottom shall be fitted at least from the machinery space to the
forepeak bulkhead, or as near thereto as practicable.
.2 In ships of 61 m and upwards but less than 76 m in length a
double bottom shall be fitted at least outside the machinery space, and
shall extend to the fore and after peak bulkheads, or as near thereto as
practicable.
.3 In ships of 76 m in length and upwards, a double bottom shall
be fitted amidships, and shall extend to the fore and after peak
bulkheads, or as near thereto as practicable.
2 Where a double bottom is required to be fitted its depth shall be to
the satisfaction of the Administration and the inner bottom shall be
continued out to the ship's sides in such a manner as to protect the
bottom to the turn of the bilge. Such protection will be deemed
satisfactory if the line of intersection of the outer edge of the margin
plate with the bilge plating is not lower at any part than a horizontal
plane passing through the point of intersection with the frame line
amidships of a transverse diagonal line inclined at 25¡ãto the base line
and cutting it at a point one-half the ship's moulded breadth from the
middle line.
3 Small wells constructed in the double bottom in connexion with
drainage arrangements of holds, etc., shall not extend downwards more than
necessary. The depth of the well shall in no case be more than the depth
less 460 mm of the double bottom at the centre line, nor shall the well
extend below the horizontal plane referred to in paragraph 2. A well
extending to the outer bottom is, however, permitted at the after end of
the shaft tunnel. Other wells (e. g., for lubricating oil under main
engines) may be permitted by the Administration if satisfied that the
arrangements give protection equivalent to that afforded by a double
bottom complying with this Regulation.
4 A double bottom need not be fitted in way of watertight compartments
of moderate size used exclusively for the carriage of liquids, provided
the safety of the ship, in the event of bottom or side damage, is not, in
the opinion of the Administration, thereby impaired.
5 In the case of ships to which the provisions of Regulation 1.5 apply
and which are engaged on regular service within the limits of a short
international voyage as defined in Regulation III/2, the Administration
may permit a double bottom to be dispensed with in any part of the ship
which is subdivided by a factor not exceeding .50, if satisfied that the
fitting of a double bottom in that part would not be compatible with the
design and proper working of the ship.
Regulation 13 Assigning, marking and recording of subdivision loadlines for passenger ships
1 In order that the required degree of subdivision shall be
maintained, a load line corresponding to the approved subdivision draught
shall be assigned and marked on the ship's sides. A ship having spaces
which are specially adapted for the accommodation of passengers and the
carriage of cargo alternatively may, if the owners desire, have one or
more additional load lines assigned and marked to correspond with the
subdivision draughts which the Administration may approve for the
alternative service conditions.
2 The subdivision load lines assigned and marked shall be recorded in
the Passenger Ship Safety Certificate, and shall be distinguished by the
notation C.1 for the principal passenger condition, and C.2, C.3, etc. for
the alternative conditions.
3 The freeboard corresponding to each of these load lines shall be
measured at the same position and from the same deck line as the
freeboards determined in accordance with the International Convention on
Load Lines in force.
4 The freeboard corresponding to each approved subdivision load line
and the conditions of service for which it is approved, shall be clearly
indicated on the Passenger Ship Safety Certificate.
5 In no case shall any subdivision load line mark be placed above the
deepest load line in salt water as determined by the strength of the ship
or the International Convention on Load Lines in force.
6 Whatever may be the position of the subdivision load line marks, a
ship shall in no case be loaded so as to submerge the load line mark
appropriate to the season and locality as determined in accordance with
the International Convention on Load Lines in force.
7 A ship shall in no case be so loaded that when it is in salt water
the subdivision load line mark appropriate to the particular voyage and
condition of service is submerged.
Regulation 14 Construction and initial testing of watertight bulk-heads, etc., in passenger ships and cargo ships
1 Each watertight subdivision bulkhead, whether transverse or
longitudinal, shall be constructed in such a manner that it shall be
capable of supporting, with a proper margin of resistance, the pressure
due to the maximum head of water which it might have to sustain in the
event of damage to the ship but at least the pressure due to a head of
water up to the margin line. The construction of these bulkheads shall be
to the satisfaction of the Administration.
2.1 Steps and recesses in bulkheads shall be watertight and as strong
as the bulkhead at the place where each occurs.
2.2 Where frames or beams pass through a watertight deck or bulkhead,
such deck or bulkhead shall be made structurally watertight without the
use of wood or cement.
3 Testing main compartments by filling them with water is not
compulsory. When testing by filling with water is not carried out, a hose
test is compulsory; this test shall be carried out in the most advanced
stage of the fitting out of the ship. In any case, a thorough inspection
of the watertight bulkheads shall be carried out.
4 The forepeak, double bottoms (including duct keels) and inner skins
shall be tested with water to a head corresponding to the requirements of
paragraph 1.
5 Tanks which are intended to hold liquids, and which form part of the
subdivision of the ship, shall be tested for tightness with water to a
head up to the deepest subdivision load line or to a head corresponding to
two-thirds of the depth from the top of keel to the margin line in way of
the tanks, whichever is the greater; provided that in no case shall the
test head be less than 0.9 m above the top of the tank.
6 The tests referred to in paragraphs 4 and 5 are for the purpose of
ensuring that the subdivision structural arrangements are watertight and
are not to be regarded as a test of the fitness of any compartment for the
storage of oil fuel or for other special purposes for which a test of a
superior character may be required depending on the height to which the
liquid has access in the tank or its connexions.
Regulation 15 Openings in watertight bulkheads in passenger ships
1 The number of openings in watertight bulkheads shall be reduced to
the minimum compatible with the design and proper working of the ship;
satisfactory means shall be provided for closing these openings.
2.1 Where pipes, scuppers, electric cables, etc. are carried through
watertight subdivision bulkheads, arrangements shall be made to ensure the
watertight integrity of the bulkheads.
2.2 Valves not forming part of a piping system shall not be permitted
in watertight subdivision bulkheads.
2.3 Lead or other heat sensitive materials shall not be used in
systems which penetrate watertight subdivision bulkheads, where
deterioration of such systems in the event of fire would impair the
watertight integrity of the bulkheads.
3.1 No doors, manholes, or access openings are permitted:
.1 in the collision bulkhead below the margin line;
.2 in watertight transverse bulkheads dividing a cargo space from
an adjoining cargo space or from a permanent or reserve bulkier, except as
provided in paragraph 12 and in Regulation 16.
3.2 Except as provided in paragraph 3.3 the collision bulkhead may be
pierced below the margin line by not more than one pipe for dealing with
fluid in the forepeak tank, provided that the pipe is fitted with a
screw-down valve capable of being operated from above the bulkhead deck,
the valve chest being secured inside the forepeak to the collision
bulkhead.
3.3 If the forepeak is divided to hold two different kinds of liquids
the Administration may allow the collision bulkhead to be pierced below
the margin line by two pipes, each of which is fitted as required by
paragraph 3.2, provided the Administration is satisfied that there is no
practical alternative to the fitting of such a second pipe and that,
having regard to the additional subdivision provided in the forepeak, the
safety of the ship is maintained.
4.1 Watertight doors fitted in bulkheads between permanent and reserve
bunkers shall be always accessible, except as provided in paragraph 11.2
for between deck bunker doors.
4.2 Satisfactory arrangements shall be made by means of screen or
otherwise to prevent the coal from interfering with the closing of
watertight bunker doors.
5 Within spaces containing the main and auxiliary propulsion machinery
including boilers serving the needs of propulsion and all permanent
bunkers, not more than one door apart from the doors to bunkers and shaft
tunnels may be fitted in each main transverse bulkhead. Where two or more
shafts are fitted the tunnels shall be connected by an inter-communicating
passage. There shall be only one door between the machinery space and the
tunnel spaces where two shafts are fitted and only two doors where there
are more than two shafts. All these doors shall be of the sliding type and
shall be so located as to have their sills as high as practicable. The
hand gear for operating these doors from above the bulkhead deck shall be
situated outside the spaces containing the machinery if this is consistent
with a satisfactory arrangement of the necessary gearing.
6.1 Watertight doors shall be sliding doors or hinged doors or doors
of an equivalent type. Plate doors secured only by bolts and doors
required to be closed by dropping or by the action of a dropping weight
are not permitted.
6.2 Sliding doors may be either:
Hand-operated only, or
power-operated as well as hand-operated.
6.3 Authorized watertight doors may therefore be divided into three
classes:
Class 1 - hinged doors;
Class 2 - hand-operated sliding doors;
Class 3 - sliding doors which are power-operated as well as
hand-operated.
6.4 The means of operation of any watertight door whether
power-operated or not shall be capable of closing the door with the ship
listed to 15 ¡ãeither way.
6.5 In all classes of watertight doors indicators shall be fitted
which show, at all operating stations from which the doors are not
visible, whether the doors are open or closed. If any of the watertight
doors, of whatever class, is not fitted so as to enable it to be closed
from a central control station, it shall be provided with a mechanical,
electrical, telephonic, or any other suitable direct means of
communication, enabling the officer of the watch promptly to contact the
person who is responsible for closing the door in question, under previous
orders.
7 Hinged doors (class 1) shall be fitted with quick action closing
devices, such as catches, workable from each side of the bulkhead.
8 Hand-operated sliding doors (class 2) may have a horizontal or
vertical motion. It shall be possible to operate the mechanism at the door
itself from either side, and in addition, from an accessible position
above the bulkhead deck, with an all round crank motion, or some other
movement providing the same guarantee of safety and of an approved type.
Departures from the requirement of operation on both sides may be allowed,
if this requirement is impossible owing to the layout of the spaces. When
operating a hand gear the time necessary for the complete closure of the
door with the vessel upright, shall not exceed 90 seconds.
9.1 Power-operated sliding doors (class 3) may have a vertical or
horizontal motion. If a door is required to be power-operated from a
central control, the gearing shall be so arranged that the door can be
operated by power also at the door itself from both sides. The arrangement
shall be such that the door will close automatically if opened by local
control after being closed from the central control, and also such that
any door can be kept closed by local systems which will prevent the door
from being opened from the upper control. Local control handles in
connexion with the power gear shall be provided each side of the bulkhead
and shall be so arranged as to enable persons passing through the doorway
to hold both handles in the open position without being able to set the
closing mechanism in operation accidentally. Power-operated sliding doors
shall be provided with hand gear workable at the door itself on either
side and from an accessible position above the bulkhead deck, with an all
round crank motion or some other movement providing the same guarantee of
safety and of an approved type. Provision shall be made to give warnings
by sound signal that the door has begun to close and will continue to move
until it is completely closed. The door shall take a sufficient time to
close to ensure safety.
9.2 There shall be at least two independent power sources capable of
opening and closing all the doors under control, each of them capable of
operating all the doors simultaneously. The two power sources shall be
controlled from the central station on the navigating bridge provided with
all the necessary indicators for checking that each of the two power
sources is capable of giving the required service satisfactorily.
9.3 In the case of hydraulic operation, each power source shall
consist of a pump capable of closing all doors in not more than 60
seconds. In addition, there shall be for the whole installation hydraulic
accumulators of sufficient capacity to operate all the doors at least
three times, i.e., closed-open-closed. The fluid used shall be one which
does not freeze at any of the temperatures liable to be encountered by the
ship during its service.
10.1 Hinged watertight doors (class 1) in passenger, crew and working
spaces are only permitted above a deck the underside of which, at its
lowest point at side, is at least 2.0 m above the deepest subdivision load
line.
10.2 Watertight doors, the sills of which are above the deepest load
line and below the line specified in paragraph 10.1 shall be sliding doors
and may be hand-operated (class 2), except in vessels engaged on short
international voyages and required to have a factor of subdivision of .50
or less in which all such doors shall be power-operated. When trunk-ways
in connexion with refrigerated cargo and ventilation or forced draught
ducts are carried through more than one main watertight subdivision
bulkhead, the doors at such openings shall be operated by power.
11.1 Watertight doors which may sometimes be opened at sea, and the
sills of which are below the deepest subdivision load line shall be
sliding doors. The following rules shall apply:
.1 when the number of such doors (excluding doors at entrances to
shaft tunnels) exceeds five, all of these doors and those at the entrance
to shaft tunnels or ventilation or forced draught ducts, shall be
power-operated (class 3) and shall be capable of being simultaneously
closed from a central station situated on the navigating bridge;
.2 when the number of such doors (excluding doors at entrances to
shaft tunnels) is greater than one, but does not exceed five,
.2.1 where the ship has no passenger spaces below the bulkhead
deck, all the above-mentioned doors may be hand-operated (class 2);
.2.2 where the ship has passenger spaces below the bulkhead deck
all the above-mentioned doors shall be power-operated (class 3) and shall
be capable of being simultaneously closed from a central station situated
on the navigating bridge;
.3 in any ship where there are only two such watertight doors and
they are situated in the machinery space or in the bulkheads bounding such
space, the Administration may allow these two doors to be hand-operated
only (class 2).
11.2 If sliding watertight doors which have sometimes to be open at
sea for the purpose of trimming coal are fitted between bunkers in the
between decks below the bulkhead deck, these doors shall be operated by
power. The opening and closing of these doors shall be recorded in such
log book as may be prescribed by the Administration.
12.1 If the Administration is satisfied that such doors are essential,
watertight doors of satisfactory construction may be fitted in watertight
bulkheads dividing cargo between deck spaces. Such doors may be hinged,
rolling or sliding doors but shall not be remotely controlled. They shall
be fitted at the highest level and as far from the shell plating as
practicable, but in no case shall the outboard vertical edges be situated
at a distance from the shell plating which is less than one-fifth of the
breadth of the ship, as defined in Regulation 2, such distance being
measured at right angles to the centre line of the ship at the level of
the deepest subdivision load line.
12.2 Such doors shall be closed before the voyage commences and shall
be kept closed during navigation; the time of opening such doors in port
and of closing them before the ship leaves port shall be entered in the
log book. Should any of the doors be accessible during the voyage, they
shall be fitted with a device which prevents unauthorised opening. When it
is proposed to fit such doors, the number and arrangements shall receive
the special consideration of the Administration.
13 Portable plates on bulkheads shall not be permitted except in
machinery spaces. Such plates shall always be in place before the ship
leaves port, and shall not be removed during navigation except in case of
urgent necessity. The necessary precautions shall be taken in replacing
them to ensure that the joints shall be watertight.
14 All watertight doors shall be kept closed during navigation except
when necessarily opened for the working of the ship, in which case they
shall always be ready to be immediately closed.
15.1 Where trunk-ways or tunnels for access from crew accommodation to
the stokehold, for piping, or for any other purpose are carried through
main transverse watertight bulkheads, they shall be watertight and in
accordance with the requirements of Regulation 19. The access to at least
one end of each such tunnel or trunk-way, if used as a passage at sea,
shall be through a trunk extending watertight to a height sufficient to
permit access above the margin line. The access to the other end of the
trunk-way or tunnel may be through a watertight door of the type required
by its location in the slip. Such trunk-ways or tunnels shall not extend
through the first subdivision bulkhead abaft the collision bulkhead.
15.2 Where it is proposed to fit tunnels or trunk-ways for forced
draught, piercing main transverse watertight bulkheads, these shall
receive the special consideration of the Administration.
Regulation 16 Passenger ships carrying goods vehicles and accom-panying personnel
1 This Regulation applies to passenger ships regardless of the date of
construction designed or adapted for the carriage of goods vehicles and
accompanying personnel where the total number of persons on board, other
than those specified in Regulation I/2 (e) (i) and (ii), exceeds 12.
2 If in such a ship the total number of passengers which include
personnel accompanying vehicles does not exceed N=12+A/25, where A = total
deck area (square metres) of spaces available for the stowage of goods
vehicles and where the clear height at the stowage position and at the
entrance to such spaces is not less than 4 m, the provisions of Regulation
15.12 in respect of watertight doors apply except that the doors may be
fitted at any level in watertight bulkheads dividing cargo spaces.
Additionally, indicators are required on the navigating bridge to show
automatically when each door is closed and all door fastenings are
secured.
3 When applying the provisions of this Chapter to such a ship, N shall
be taken as the maximum number of passengers for which the ship may be
certified in accordance with this Regulation.
4 In applying Regulation 8 for the worst operating conditions, the
permeability for cargo spaces intended for the stowage of goods vehicles
and containers shall be derived by calculation in which the goods vehicles
and containers shall be assumed to be non-watertight and their
permeability taken as 65. For ships engaged in dedicated services the
actual value of permeability for goods vehicles or containers may be
applied. In no case shall the permeability of the cargo spaces in which
the goods vehicles and containers are carried be taken as less than 60.
Regulation 17 Openings in the shell plating of passenger shipsbelow the margin line
1 The number of openings in the shell plating shall be reduced to the
minimum compatible with the design and proper working of the ship.
2 The arrangement and efficiency of the means for closing any opening
in the shell plating shall be consistent with its intended purpose and the
position in which it is fitted and generally to the satisfaction of the
Administration.
3.1 Subject to the requirements of the International Convention on
Load Lines in force, no side-scuttles shall be fitted in such a position
that its sill is below a line drawn parallel to the bulkhead deck at side
and having its lowest point 2.5 per cent of the breadth of the ship above
the deepest subdivision load line, or 500 mm, whichever is the greater.
3.2 All sidescuttles the sills of which are below the margin line, as
permitted by paragraph 3.1 shall be of such construction as will
effectively prevent any person opening them without the consent of the
master of the ship.
3.3.1 Where in a between decks, the sills of any of the sidescuttles
referred to in paragraph 3.2 are below a line drawn parallel to the
bulkhead deck at side and having its lowest point 1.4 m plus 2.5 per cent
of the breadth of the ship above the water when the ship departs from any
port, all the sidescuttles in that between decks shall be closed
watertight and locked before the ship leaves port, and they shall not be
opened before the ship arrives at the next port. In the application of
this paragraph the appropriate allowance for fresh water may be made when
applicable.
3.3.2 The time of opening such sidescuttles in port and of closing and
locking them before the ship leaves port shall be entered in such log book
as may be prescribed by the Administration.
3.3.3 For any ship that has one or more sidescuttles so placed that
the requirements of paragraph 3.3.1 would apply when it was floating at
its deepest subdivision load line, the Administration may indicate the
limiting mean draught at which these sidescuttles will have their sills
above the line drawn parallel to the bulkhead deck at side, and having its
lowest point 1.4 m plus 2.5 per cent of the breadth of the ship above the
water-line corresponding to the limiting mean draught, and at which it
will therefore be permissible to depart from port without previously
closing and locking them and to open them at sea on the responsibility of
the master during the voyage to the next port. In tropical zones as
defined in the International Convention on Load Lines in force, this
limiting draught may be increased by 0.3 m.
4 Efficient hinged inside deadlights so arranged that they can be
easily and effectively closed and secured watertight, shall be fitted to
all sidescuttles except that abaft one-eighth of the ship's length from
the forward perpendicular and above a line drawn parallel to the bulkhead
deck at side and having its lowest point at a height of 3.7 m plus 2.5 per
cent of the breadth of the ship above the deepest subdivision load line,
the deadlights may be portable in passenger accommodation other than that
for steerage passengers, unless the deadlights are required by the
International Convention on Load Lines in force to be permanently attached
in their proper positions. Such portable deadlights shall be stowed
adjacent to the sidescuttles they serve.
5 Sidescuttles and their deadlights which will not be accessible
during navigation shall be closed and secured before the ship leaves port.
6.1 No sidescuttles shall be fitted in any spaces which are
appropriated exclusively to the carriage of cargo or coal.
6.2 Sidescuttles may, however, be fitted in spaces appropriated
alternatively to the carriage of cargo or passengers, but they shall be of
such construction as will effectively prevent any person opening them or
their deadlights without the consent of the master.
6.3 If cargo is carried in such spaces, the sidescuttles and their
deadlights shall be closed watertight and locked before the cargo is
shipped and such closing and locking shall be recorded in such log book as
may be prescribed by the Administration.
7 Automatic ventilating sidescuttles shall not be fitted in the shell
plating below the margin line without the special sanction of the
Administration.
8 The number of scuppers, sanitary discharges and other similar
openings in the shell plating shall be reduced to the minimum either by
making each discharge serve for as many as possible of the sanitary and
other pipes, or in any other satisfactory manner.
9.1 All inlets and discharges in the shell plating shall be fitted
with efficient and accessible-arrangements for preventing the accidental
admission of water into the ship.
9.2.1 Subject to the requirements of the International Convention on
Load Lines in force, and except as provided in paragraph 9.3, each
separate discharge led through the shell plating from spaces below the
margin line shall be provided with either one automatic non-return valve
fitted with a positive means of closing it from above the bulkhead deck or
with two automatic non-return valves without positive means of closing,
provided that the inboard valve is situated above the deepest subdivision
load line and is always accessible for examination under service
conditions. Where a valve with positive means of closing is fitted, the
operating position above the bulkhead deck shall always be readily
accessible and means shall be provided for indicating whether the valve is
open or closed.
9.2.2 The requirements of the International Convention on Load Lines
in force shall apply to discharges led through the shell plating from
spaces above the margin line.
9.3 Machinery space main and auxiliary sea inlets and discharges in
connexion with the operation of machinery shall be fitted with readily
accessible valves between the pipes and the shell plating or between the
pipes and fabricated boxes attached to the shell plating. The valves may
be controlled locally and shall be provided with indicators showing
whether they are open or closed.
9.4 All shell fittings and valves required by this Regulation shall be
of steel, bronze or other approved ductile material. Valves of ordinary
cast iron or similar material are not acceptable. All pipes to which this
Regulation refers shall be of steel or other equivalent material to the
satisfaction of the Administration.
10.1 Gangway, cargo and coaling ports fitted below the margin line
shall be of sufficient strength. They shall be effectively closed and
secured watertight before the ship leaves port, and shall be kept closed
during navigation.
10.2 Such ports shall in no case be so fitted as to have their lowest
point below the deepest subdivision load line.
11.1 The inboard opening of each ash-shoot, rubbish-shoot, etc. shall
be fitted with an efficient cover.
11.2 If the inboard opening is situated below the margin line, the
cover shall be watertight, and in addition an automatic non-return valve
shall be fitted in the shoot in an easily accessible position above the
deepest subdivision load line. When the shoot is not in use both the cover
and the valve shall be kept closed and secured.
Regulation 18 Construction and initial tests of watertight doors,sidescuttles, etc., in passenger ships and cargo ships
1 In passenger ships:
.1 the design, materials and construction of all watertight doors,
sidescuttles, gangway, cargo and coaling ports, valves, pipes,
ash-shoots and rubbish-shoots referred to in these Regulations shall be to
the satisfaction of the Administration;
.2 the frames of vertical watertight doors shall have no groove at
the bottom in which dirt might lodge and prevent the door closing
properly.
2 In passenger ships and cargo ships each watertight door shall be
tested by water pressure to a head up to the bulkhead deck or freeboard
deck respectively. The test shall be made before the ship is put into
service, either before or after the door is fitted.
Regulation 19 Construction and initial tests of watertight decks,trunks, etc. in passenger ships and cargo ships
1 Watertight decks, trunks, tunnels, duct keels and ventilators shall
be of the same strength as watertight bulkheads at corresponding levels.
The means used for making them watertight, and the arrangements adopted
for closing openings in them, shall be to the satisfaction of the
Administration. Watertight ventilators and trunks shall be carried at
least up to the bulkhead deck in passenger ships and up to the freeboard
deck in cargo ships.
2 After completion, a hose or flooding test shall be applied to
watertight decks and a hose test to watertight trunks, tunnels and
ventilators.
Regulation 20 Watertight integrity of passenger ships above themargin line
1 The Administration may require that all reasonable and practicable
measures shall be taken to limit the entry and spread of water above the
bulkhead deck. Such measures may include partial bulkheads or webs. When
partial watertight bulkheads and webs are fitted on the bulkhead deck,
above or in the immediate vicinity of main subdivision bulkheads, they
shall have watertight shell and bulkhead deck connexions so as to restrict
the flow of water along the deck when the ship is in a heeled damaged
condition. Where the partial watertight bulkhead does not line up with the
bulkhead below, the bulkhead deck between shall be made effectively
watertight.
2 The bulkhead deck or a deck above it shall be weathertight. All
openings in the exposed weather deck shall have coamings of ample height
and strength and shall be provided with efficient means for expeditiously
closing them weathertight. Freeing ports, open rails and scuppers shall be
fitted as necessary for rapidly clearing the weather deck of water under
all weather conditions.
3 Sidescuttles, gangway, cargo and coaling ports and other means for
closing openings in the shell plating above the margin line shall be of
efficient design and construction and of sufficient strength having regard
to the spaces in which they are fitted and their positions relative to the
deepest subdivision load line.
4 Efficient inside deadlights, so arranged that they can be easily and
effectively closed and secured watertight, shall be provided for all
sidescuttles to spaces below the first deck above the bulkhead deck.
Regulation 21 Bilge pumping arrangements
1 Passenger ships and cargo ships
1.1 An efficient bilge pumping system shall be provided, capable of
pumping from and draining any watertight compartment other than a space
permanently appropriated for the carriage of fresh water, water ballast,
oil fuel or liquid cargo and for which other efficient means of pumping
are provided, under all practical conditions. Efficient means shall be
provided for draining water from insulated holds.
1.2 Sanitary, ballast and general service pumps may be accepted as
independent power bilge pumps if fitted with the necessary connexions to
the bilge pumping system.
1.3 All bilge pipes used in or under coal bunkers or fuel storage
tanks or in boiler or machinery spaces, including spaces in which
oil-settling tanks or oil fuel pumping units are situated, shall be of
steel or other suitable material.
1.4 The arrangement of the bilge and ballast pumping system shall be
such as to prevent the possibility of water passing from the sea and from
water ballast spaces into the cargo and machinery spaces, or from one
compartment to another. Provision shall be made to prevent any deep tank
having bilge and ballast connexions being inadvertently flooded from the
sea when containing cargo, or being discharged through a bilge pipe when
containing water ballast.
1.5 All distribution boxes and manually operated valves in connexion
with the bilge pumping arrangements shall be in positions which are
accessible under ordinary circumstances.
2 Passenger ships
2.1 The bilge pumping system required by paragraph 1.1 shall be
capable of operation under all practicable conditions after a casualty
whether the ship is upright or listed. For this purpose wing suctions
shall generally be fitted except in narrow compartments at the end of the
ship where one suction may be sufficient. In compartments of unusual form,
additional suctions may be required. Arrangements shall be made whereby
water in the compartment may find its way to the suction pipes. Where, for
particular compartments, the Administration is satisfied that the
provision of drainage may be undesirable, it may allow such provision to
be dispensed with if calculations made in accordance with the conditions
laid down in Regulation 8.2.1 to 8.2.3 show that the survival capability
of the ship will not be impaired.
2.2 At least three power pumps shall be fitted connected to the bilge
main, one of which may be driven by the propulsion machinery. Where the
criterion numeral is 30 or more, one additional independent power pump
shall be provided.
2.3 Where practicable, the power bilge pumps shall be placed in
separate watertight compartments and so arranged or situated that these
compartments will not be flooded by the same damage. If the main
propulsion machinery, auxiliary machinery and boilers are in two or more
watertight compartments, the pumps available for bilge service shall be
distributed as far as is possible throughout these compartments.
2.4 On a ship of 91.5 m in length and upwards or having a criterion
numeral of 30 or more, the arrangements shall be such that at least one
power bilge pump shall be available for use in all flooding conditions
which the ship is required to withstand, as follows:
.1 one of the required bilge pumps shall be an emergency pump of a
reliable submersible type having a source of power situated above the
bulkhead deck; or
.2 the bilge pumps and their sources of power shall be so
distributed throughout the length of the ship that at least one pump in an
undamaged compartment will be available.
2.5 With the exception of additional pumps which may be provided for
peak compartments only, each required bilge pump shall be so arranged as
to draw water from any space required to be drained by paragraph 1.1.
2.6 Each power bilge pump shall be capable of pumping water through
the required main bilge pipe at a speed of not less than 2 m/sec.
Independent power bilge pumps situated in machinery spaces shall have
direct suctions from these spaces, except that not more than two such
suctions shall be required in any one space. Where two or more such
suctions are provided there shall be at least one on each side of the
ship. The Administration may require independent power bilge pumps
situated in other spaces to have separate direct suctions. Direct suctions
shall be suitably arranged and those in a machinery space shall be of a
diameter not less than that required for the bilge main.
2.7.1 In addition to the direct bilge suctions required by paragraph
2.6 a direct suction from the main circulating pump leading to the
drainage level of the machinery space and fitted with a non-return valve
shall be provided in the machinery space. The diameter of this direct
suction pipe shall be at least two-thirds of the diameter of the pump
inlet in the case of steamships, and of the same diameter as the pump
inlet in the case of motor-ships.
2.7.2 Where in the opinion of the Administration the main circulating
pump is not suitable for this purpose, a direct emergency bilge suction
shall be led from the largest available independent power driven pump to
the drainage level of the machinery space; the suction shall be of the
same diameter as the main inlet of the pump used. The capacity of the pump
so connected shall exceed that of a required bilge pump by an amount
deemed satisfactory by the Administration.
2.7.3 The spindles of the sea inlet and direct suction valves shall
extend well above the engine room platform.
2.8 All bilge suction piping up to the connexion to the pumps shall be
independent of other piping.
2.9 The diameter d of the bilge main shall be calculated according to
the following formula. However, the actual internal diameter of the bilge
main may be rounded off to the nearest standard size acceptable to the
Administration:
d=25+1.68 ¡ÌL(B + D)
where d is the internal diameter of the bilge main (millimetres);
L and B are the length and the breadth of the ship (metres) as
defined in Regulation 2; and
D is the moulded depth of the ship to bulkhead deck (metres).
The diameter of the bilge branch pipes shall meet the requirements
of the Administration.
2.10 Provision shall be made to prevent the compartment served by any
bilge suction pipe being flooded in the event of the pipe being severed or
otherwise damaged by collision or grounding in any other compartment. For
this purpose, where the pipe is at any part situated nearer the side of
the ship than one-fifth of the breadth of the ship (as defined in
Regulation 2 and measured at right angles to the centreline at the level
of the deepest subdivision load line), or is in a duct keel, a non-return
valve shall be fitted to the pipe in the compartment containing the open
end.
2.11 Distribution boxes, cocks and valves in connexion with the bilge
pumping system shall be so arranged that, in the event of flooding, one of
the bilge pumps may be operative on any compartment; in addition, damage
to a pump or its pipe connecting to the bilge main outboard of a line
drawn at one-fifth of the breadth of the ship shall not put the bilge
system out of action. If there is only one system of pipes common to all
the pumps, the necessary valves for controlling the bilge suctions must be
capable of being operated from above the bulkhead deck. Where in addition
to the main bilge pumping system an emergency bilge pumping system is
provided, it shall be independent of the main system and so arranged that
a pump is capable of operating on any compartment under flooding condition
as specified in paragraph 2.1; in that case only the valves necessary for
the operation of the emergency system need be capable of being operated
from above the bulkhead deck.
2.12 All cocks and valves referred to in paragraph 2.11 which can be
operated from above the bulkhead deck shall have their controls at their
place of operation clearly marked and shall be provided with means to
indicate whether they are open or closed.
3 Cargo ships
At least two power pumps connected to the main bilge system shall be
provided, one of which may be driven by the propulsion machinery. If the
Administration is satisfied that the safety of the ship is not impaired,
bilge pumping arrangements may be dispensed with in particular
compartments.
Regulation 22 Stability information for passenger ships and cargoships*
[* Reference is made to the Recommendation on Intact Stability for
Passenger and Cargo Ships under 100 metres in length, adopted by the
Organization by resolution A. 167 (ES. IV) and Amendments to this
Recommendation, adopted by the Organization by resolution A. 206 (VII).]
1 Every passenger ship regardless of size and every cargo ship having
a length, as defined in the International Convention on Load Lines in
force, of 24 m and upwards, shall be inclined upon its completion and the
elements of its stability determined. The master shall be supplied with
such information satisfactory to the Administration as is necessary to
enable him by rapid and simple processes to obtain accurate guidance as to
the stability of the ship under varying conditions of service. A copy of
the stability information shall be furnished to the Administration.
2 Where any alteration are made to a ship so as to materially affect
the stability information supplied to the master, amended stability
information shall be provided. If necessary the ship shall be re-inclined.
3 The Administration may allow the inclining test of an individual
ship to be dispensed with provided basic stability data are available from
the inclining test of a sister ship and it is shown to the satisfaction of
the Administration that reliable stability information for the exempted
ship can be obtained from such basic data.
4 The Administration may also allow the inclining test of an
individual ship or class of ships especially designed for the carriage of
liquids or ore in bulk to be dispensed with when reference to existing
data for similar ships clearly indicates that due to the ship's
proportions and arrangements more than sufficient metacentric height will
be available in all probable loading conditions.
Regulation 23 Damage control plans in passenger ships
There shall be permanently exhibited, for the guidance of the officer
in charge of the ship, plans showing clearly for each deck and hold the
boundaries of the watertight compartments, the openings therein with the
means of closure and position of any controls there of, and the
arrangements for the correction of any list due to flooding. In addition,
booklets containing the aforementioned information shall be made
available to the officers of the ship.
Regulation 24 Marking, periodical operation and inspection ofwater-tight doors, etc. in passenger ships
1 This Regulation applies to all ships.
2.1 Drills for the operating of watertight doors, sidescuttles, valves
and closing mechanisms of scuppers, ash-shoots and rubbish-shoots shall
take place weekly. In ships in which the voyage exceeds one week in
duration a complete drill shall be held before leaving port, and others
thereafter at least once a week during the voyage.
2.2 All watertight doors, both hinged and power operated, in main
transverse bulkheads, in use at sea, shall be operated daily.
3.1 The watertight doors and all mechanisms and indicators connected
therewith, all valves, the closing of which is necessary to make a
compartment watertight, and all valves the operation of which is necessary
for damage control cross connexions shall be periodically inspected at sea
at least once a week.
3.2 Such valves, doors and mechanisms shall be suitably marked to
ensure that they may be properly used to provide maximum safety.
Regulation 25 Entries in log of passenger ships
1 This Regulation applies to all ships.
2 Hinged doors, portable plates, sidescuttles, gangway, cargo and
coaling ports and other openings, which are required by these Regulations
to be kept closed during navigation, shall be closed before the ship
leaves port. The time of closing and the time of opening (if permissible
under these Regulations) shall be recorded in such log book as may be
prescribed by the Administration.
3 A record of all drills and inspections required by Regulation 24
shall be entered in the log book with an explicit record of any defects
which may be disclosed.
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