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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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