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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 PART C MACHINERY INSTALLATIONS (Except where expressly provided otherwise Part C applies to passenger ships and cargo ships) Regulation 26 General 1 The machinery, boilers and other pressure vessels, associated piping systems and fittings shall be of a design and construction adequate for the service for which they are intended and shall be so installed and protected as to reduce to a minimum any danger to persons on board, due regard being paid to moving parts, hot surfaces and other hazards. The design shall have regard to materials used in construction, the purpose for which the equipment is intended, the working conditions to which it will be subjected and the environmental conditions on board.

2 The Administration shall give special consideration to the reliability of single essential propulsion components and may require a separate source of propulsion power sufficient to give the ship a navigable speed, especially in the case of unconventional arrangements.

3 Means shall be provided whereby normal operation of propulsion machinery can be sustained or restored even though one of the essential auxiliaries becomes inoperative. Special consideration shall be given to the malfunctioning of: .1 a generating set which serves as a main source of electrical power; .2 the sources of steam supply; .3 the boiler feed water systems; .4 the fuel oil supply systems for boilers or engines; .5 the sources of lubricating oil pressure; .6 the sources of water pressure; .7 a condensate pump and the arrangements to maintain vacuum in condensers; .8 the mechanical air supply for boilers; .9 an air compressor and receiver for starting or control purposes; .10 the hydraulic, pneumatic or electrical means for control in main propulsion machinery including controllable pitch propellers.

However, the Administration, having regard to overall safety considerations, may accept a partial reduction in propulsion capability from normal operation.

4 Means shall be provided to ensure that the machinery can be brought into operation from the dead ship condition without external aid.

5 All boilers, all parts of machinery, all steam, hydraulic, pneumatic and other systems and their associated fittings which are under internal pressure shall be subjected to appropriate tests including a pressure test before being put into service for the first time.

6 Main propulsion machinery and all auxiliary machinery essential to the propulsion and the safety of the ship shall, as fitted in the ship, be designed to operate when the ship is upright and when inclined at any angle of list up to and including 15¡ã either way under static conditions and 22.5¡ã under dynamic conditions (rolling) either way and simultaneously inclined dynamically (pitching) 7.5 ¡ã by bow or stern. The Administration may permit deviation from these angles, taking into consideration the type, size and service conditions of the ship.

7 Provision shall be made to facilitate cleaning, inspection and maintenance of main propulsion and auxiliary machinery including boilers and pressure vessels.

8 Special consideration shall be given to the design, construction and installation of propulsion machinery systems so that any mode of their vibrations shall not cause undue stresses in this machinery in the normal operating ranges.

Regulation 27 Machinery 1 Where risk from overspeeding of machinery exists, means shall be provided to ensure that the safe speed is not exceeded.

2 Where main or auxiliary machinery including pressure vessels or any parts of such machinery are subject to internal pressure and may be subject to dangerous overpressure, means shall be provided where practicable to protect against such excessive pressure.

3 All gearing and every shaft and coupling used for transmission of power to machinery essential for the propulsion and safety of the ship or for the safety of persons on board shall be so designed and constructed that they will withstand the maximum working stresses to which they may be subjected in all service conditions, and due consideration shall be given to the type of engines by which they are driven or of which they form part.

4 Internal combustion engines of a cylinder diameter of 200 mm or a crankcase volume of 3 0.6 m and above shall be provided with crankcase explosion relief valves of a suitable type with sufficient relief area. The relief valves shall be arranged or provided with means to ensure that discharge from them is so directed as to minimize the possibility of injury to personnel.

5 Main turbine propulsion machinery and, where applicable, main internal combustion propulsion machinery and auxiliary machinery shall be provided with automatic shut-off arrangements in the case of failures such as lubricating oil supply failure which could lead rapidly to complete breakdown, serious damage or explosion. The Administration may permit provisions for overriding automatic shut-off devices.

Regulation 28 Means of going astern 1 Sufficient power for going astern shall be provided to secure proper control of the ship in all normal circumstances.

2 The ability of the machinery to reverse the direction of thrust of the propeller in sufficient time, and so to bring the ship to rest within a reasonable distance from maximum ahead service speed, shall be demonstrated and recorded.* [* Reference is made to the Recommendation on Information to be Included in the Manoeuvring Booklets adopted by the Organization by resolution A. 209 (VII).] 3 The stopping times, ship headings and distances recorded on trials, together with the results of trials to determine the ability of ships having multiple propellers to navigate and manoeuvre with one or more propellers inoperative, shall be available on board for the use of the master or designated personnel.* [* Reference is made to the Recommendation on Information to be Included in the Manoeuvring Booklets adopted by the Organization by resolution A. 209(VII).] 4 Where the ship is provided with supplementary means for manoeuvring or stopping, the effectiveness of such means shall be demonstrated and recorded as referred to in paragraphs 2 and 3.

Regulation 29 Steering gear 1 Unless expressly provided otherwise, every ship shall be provided with a main steering gear and an auxiliary steering gear to the satisfaction of the Administration. The main steering gear and the auxiliary steering gear shall be so arranged that the failure of one of them will not render the other one inoperative.

2.1 All the steering gear components and the rudder stock shall be of sound and reliable construction to the satisfaction of the Administration.

Special consideration shall be given to the suitability of any essential component which is not duplicated. Any such essential component shall, where appropriate, utilize anti-friction bearings such as ball bearings, roller bearings or sleeve bearings which shall be permanently lubricated or provided with lubrication fittings.

2.2 The design pressure for calculations to determine the scantlings of piping and other steering gear components subjected to internal hydraulic pressure shall be at least 1.25 times the maximum working pressure to be expected under the operational conditions specified in paragraph 3.2, taking into account any pressure which may exist in the low pressure side of the system. At the discretion of the Administration, fatigue criteria shall be applied for the design of piping and components, taking into account pulsating pressures due to dynamic loads.

2.3 Relief valves shall be fitted to any part of the hydraulic system which can be isolated and in which pressure can be generated from the power source or from external forces. The setting of the relief valves shall not exceed the design pressure. The valves shall be of adequate size and so arranged as to avoid an undue rise in pressure above the design pressure.

3 The main steering gear and rudder stock shall be: .1 of adequate strength and capable of steering the ship at maximum ahead service speed which shall be demonstrated; .2 capable of putting the rudder over from 35 ¡ã on one side to 35 ¡ã on the other side with the ship at its deepest seagoing draught and running ahead at maximum ahead service speed and, under the same conditions, from 35 ¡ã on either side to 30 ¡ã on the other side in not more than 28 seconds; .3 operated by power where necessary to meet the requirements of paragraph 3.2 and in any case when the Administration requires a rudder stock of over 120 mm diameter in way of the tiller, excluding strengthening for navigation in ice; and .4 so designed that they will not be damaged at maximum stern speed; however, this design requirement need not be proved by trials at maximum astern speed and maximum rudder angle.

4 The auxiliary steering gear shall be: .1 of adequate of strength and capable steering the ship at navigable speed and of being brought speedily into action in an emergency; .2 capable of putting the rudder over from 15 ¡ã on one side to 15 ¡ã on the other side in not more than 60 seconds with the ship at its deepest seagoing draught and running ahead at one half of the maximum ahead service speed or 7 knots, whichever is the greater; and .3 operated by power where necessary to meet the requirements of paragraph 4.2 and in any case when the Administration requires a rudder stock of over 230 mm diameter in way of the tiller, excluding strengthening for navigation in ice.

5 Main and auxiliary steering gear power units shall be: .1 arranged to re-start automatically when power is restored after a power failure; and .2 capable of being brought into operation from a position on the navigating bridge. In the event of a power failure to any one of the steering gear power units, an audible and visual alarm shall be given on the navigating bridge.

6.1 Where the main steering gear comprises two or more identical power units, an auxiliary steering gear need not be fitted, provided that: .1 in a passenger ship, the main steering gear is capable of operating the rudder as required by paragraph 3.2 while any one of the power units is out of operation; .2 in a cargo ship, the main steering gear is capable of operating the rudder as required by paragraph 3.2 while operating with all power units; .3 the main steering gear is so arranged that after a single failure in its piping system or in one of the power units the defect can be isolated so that steering capability can be maintained or speedily regained.

6.2 The Administration may, until 1 September 1986, accept the fitting of a steering gear which has a proven record of reliability but does not comply with the requirements of paragraph 6.1.3 for a hydraulic system.

6.3 Steering gears, other than of the hydraulic type, shall achieve standards equivalent to the requirements of this paragraph to the satisfaction of the Administration.

7 Steering gear control shall be provided: .1 for the main steering gear, both on the navigating bridge and in the steering gear compartment; .2 where the main steering gear is arranged in accordance with paragraph 6, by two independent control systems, both operable from the navigating bridge. This does not require duplication of the steering wheel or steering lever. Where the control system consists of an hydraulic telemotor, a second independent system need not be fitted, except in a tanker, chemical tanker or gas carrier of 10,000 tons gross tonnage and upwards; .3 for the auxiliary steering gear, in the steering gear compartment and, if power operated, it shall also be operable from the navigating bridge and shall be independent of the control system for the main steering gear.

8 Any main and auxiliary steering gear control system operable from the navigating bridge shall comply with the following: .1 if electric, it shall be served by its own separate circuit supplied from a steering gear power circuit from a point within the steering gear compartment, or directly from switchboard busbars supplying that steering gear power circuit at a point on the switchboard adjacent to the supply to the steering gear power circuit; .2 means shall be provided in the steering gear compartment for disconnecting any control system operable from the navigating bridge from the steering gear it serves; .3 the system shall be capable of being brought into operation from a position on the navigating bridge; .4 in the event of a failure of electrical power supply to the control system, an audible and visual alarm shall be given on the navigating bridge; and .5 short circuit protection only shall be provided for steering gear control supply circuits.

9 The electric power circuits and the steering gear control systems with their associated components, cables and pipes required by this Regulation and by Regulation 30 shall be separated as far as is practicable throughout their length.

10 A means of communication shall be provided between the navigating bridge and the steering gear compartment.

11 The angular position of the rudder shall: .1 if the main steering gear is power operated, be indicated on the navigating bridge. The rudder angle indication shall be independent of the steering gear control system; .2 be recognizable in the steering gear compartment.

12 Hydraulic power-operated steering gear shall be provided with the following: .1 arrangements to maintain the cleanliness of the hydraulic fluid taking into consideration the type and design of the hydraulic system; .2 a low level alarm for each hydraulic fluid reservoir to give the earliest practicable indication of hydraulic fluid leakage. Audible and visual alarms shall be given on the navigating bridge and in the machinery space where they can be readily observed; and .3 a fixed storage tank having sufficient capacity to recharge at least one power actuating system including the reservoir, where the main steering gear is required to be power operated. The storage tank shall be permanently connected by piping in such a manner that the hydraulic systems can be readily recharged from a position within the steering gear compartment and shall be provided with a contents gauge.

13 The steering gear compartment shall be: .1 readily accessible and, as far as practicable, separated from machinery spaces; and .2 provided with suitable arrangements to ensure working access to steering gear machinery and controls. These arrangements shall include handrails and gratings or other non-slip surfaces to ensure suitable working conditions in the event of hydraulic fluid leakage.

14 Where the ruddle stock is required to be over 230 mm diameter in way of the tiller, excluding strengthening for navigation in ice, an alternative power supply, sufficient at least to supply the steering gear power unit which complies with the requirements of paragraph 4.2 and also its associated control system and the rudder angle indicator, shall be provided automatically, within 45 seconds, either from the emergency source of electrical power or from an independent source of power located in the steering gear compartment. This independent source of power shall be used only for this purpose. In every ship of 10,000 tons gross tonnage and upwards, the alternative power supply shall have a capacity for at least 30 minutes of continuous operation and in any other ship for at least 10 minutes.

15 In every tanker, chemical tanker or gas carrier of 10,000 tons gross tonnage and upwards and in every other ship of 70,000 tons gross tonnage and upwards, the main steering gear shall comprise two or more identical power unit complying with the provisions of paragraph 6.

16 Every tanker, chemical tanker or gas carrier of 10,000 tons gross tonnage and upwards shall, subject to paragraph 17, comply with the following: .1 the main steering gear shall be so arranged that in the event of loss of steering capability due to a single failure in any part of one of the power actuating systems of the main steering gear, excluding the tiller, quadrant or components serving the same purpose, or seizure of the rudder actuators, steering capability shall be regained in not more than 45 seconds after the loss of one power actuating systems; .2 the main steering gear shall comprise either: .2.1 two independent and separate power actuating systems, each capable of meeting the requirements of paragraph 3.2; or .2.2 at least two identical power actuating systems which, acting simultaneously in normal operation, shall be capable of meeting the requirements of paragraph 3. 2. Where necessary to comply with this requirement, inter-connexion of hydraulic power actuating systems shall be provided. Loss of hydraulic fluid from one system shall be capable of being detected and the defective system automatically isolated so that the other actuating system or systems shall remain fully operational; .3 steering gears other than of the hydraulic type shall achieve equivalent standards.

17 For tankers, chemical tankers or gas carriers of 10,000 tons gross tonnage and upwards, but of less than 100,000 tonnes deadweight, solutions other than those set out in paragraph 16, which need not apply the single failure criterion to the rudder actuator or actuators, may be permitted provided that an equivalent safety standard is achieved and that: .1 following loss of steering capability due to a single failure of any part of the piping system or in one of the power units, steering capability shall be regained within 45 seconds; and .2 where the steering gear includes only a single rudder actuator, special consideration is given to stress analysis for the design including fatigue analysis and fracture mechanics analysis, as appropriate, to the material used, to the installation of sealing arrangements and to testing and inspection and to the provision of effective maintenance. In consideration of the foregoing, the Administration shall adopt regulations which include the provisions of the Guidelines for Acceptance of Non-Duplicated Rudder Actuators for Tankers, Chemical Tankers and Gas Carriers of 10,000 Tons Gross Tonnage and Above but Less than 100,000 Tonnes Deadweight, adopted by the Organization.* [* Reference is made to the Guidelines for Acceptance of Non-Duplicated Rudder Actuators for Tankers, Chemical Tankers and Gas Carriers of 10,000 Tons Gross Tonnage and Above but Less than 100,000 Tonnes Deadweight, adopted by the Organization by resolution A. 467 (XII).] 18 For a tanker, chemical tanker or gas carrier of 10,000 tons gross tonnage and upwards, but less than 70,000 tonnes deadweight, the Administration may, until 1 September 1986, accept a steering gear system with a proven record of reliability which does not comply with the single failure criterion required for a hydraulic system in paragraph 16.

19 Every tanker, chemical tanker or gas carrier of 10,000 tons gross tonnage and upwards, constructed before 1 September 1984, shall comply, not later than 1 September 1986, with the following: .1 the requirements of paragraphs 7.1, 8.2, 8.4, 10, 11, 12.2, 12.3 and 13.2; .2 two independent steering gear control systems shall be provided each of which can be operated from the navigating bridge. This does not require duplication of the steering wheel or steering lever; .3 if the steering gear control system in operation fails, the second system shall be capable of being brought into immediate operation from the navigating bridge; and .4 each steering gear control system, if electric, shall be served by its own separate circuit supplied from the steering gear power circuit or directly from switchboard busbars supplying that steering gear power circuit at a point on the switchboard adjacent to the supply to the steering gear power circuit.

20 In addition to the requirements of paragraph 19, in every tanker, chemical tanker or gas carrier of 40,000 tons gross tonnage and upwards, constructed before 1 September 1984, the steering gear shall, not later than 1 September 1988, be so arranged that, in the event of a single failure of the piping or of one of the power units, steering capability can be maintained or the rudder movement can be limited so that steering capability can be speedily regained. This shall be achieved by: .1 an independent means of restraining the rudder; or .2 fast acting valves which may be manually operated to isolate the actuator or actuators from the external hydraulic piping together with a means of directly refilling the actuators by a fixed independent power-operated pump and piping system; or .3 an arrangement such that, where hydraulic power systems are interconnected, loss of hydraulic fluid from one system shall be detected and the defective system isolated either automatically or from the navigating bridge so that the other system remains fully operational.

Regulation 30 Additional requirements for electric and electro-hydraulic steering gear 1 Means for indicating that the motors of electric and electrohydraulic steering gear are running shall be installed on the navigating bridge and at a suitable main machinery control position.

2 Each electric or electrohydraulic steering gear comprising one or more power units shall be served by at least two exclusive circuits fed directly from the main switchboard; however, one of the circuits may be supplied through the emergency switchboard. An auxiliary electric or electrohydraulic steering gear associated with a main electric or electrohydraulic steering gear may be connected to one of the circuits supplying this main steering gear. The circuits supplying an electric or electrohydraulic steering gear shall have adequate rating for supplying all motors which can be simultaneously connected to them and may be required to operate simultaneously.

3 Short circuit protection and an overload alarm shall be provided for such circuits and motors. Protection against excess current, including starting current, if provided, shall be for not less than twice the full load current of the motor or circuit so protected, and shall be arranged to permit the passage of the appropriate starting currents. Where a three-phase supply is used an alarm shall be provided that will indicate failure of any one of the supply phases. The alarms required in this paragraph shall be both audible and visual and shall be situated in a conspicuous position in the main machinery space or control room from which the main machinery is normally controlled and as may be required by Regulation 51.

4 When in a ship of less than 1,600 tons gross tonnage an auxiliary steering gear which is required by Regulation 29.4.3 to be operated by power is not electrically powered or is powered by an electric motor primarily intended for other services, the main steering gear may be fed by one circuit from the main switchboard. Where such an electric motor primarily intended for other services is arranged to power such an auxiliary steering gear, the requirement of paragraph 3 may be waived by the Administration if satisfied with the protection arrangement together with the requirements of Regulation 29.5.1 and .2 and 29.7.3 applicable to auxiliary steering gear.

Regulation 31 Machinery controls 1 Main and auxiliary machinery essential for the propulsion and safety of the ship shall be provided with effective means for its operation and control.

2 Where remote control of propulsion machinery from the navigating bridge is provided and the machinery spaces are intended to be manned, the following shall apply: .1 the speed, direction of thrust and, if applicable, the pitch of the propeller shall be fully controllable from the navigating bridge under all sailing conditions, including manoeuvring; .2 the remote control shall be performed, for each independent propeller, by a control device so designed and constructed that its operation does not require particular attention to the operational details of the machinery. Where multiple propellers are designed to operate simultaneously, they may be controlled by one control device; .3 the main propulsion machinery shall be provided with an emergency stopping device on the navigating bridge which shall be independent of the navigating bridge control system; .4 propulsion machinery orders from the navigating bridge shall be indicated in the main machinery control room or at the manoeuvring platform as appropriate; .5 remote control of the propulsion machinery shall be possible only from one location at a time; at such locations interconnected control positions are permitted. At each location there shall be an indicator showing which location is in control of the propulsion machinery. The transfer of control between the navigating bridge and machinery spaces shall be possible only in the main machinery space or the main machinery control room. This system shall include means to prevent the propelling thrust from altering significantly when transferring control from one location to another; .6 it shall be possible to control the propulsion machinery locally, even in the case of failure in any part of the remote control system; .7 the design of the remote control system shall be such that in case of its failure an alarm will be given. Unless the Administration considers it impracticable the preset speed and direction of thrust of the propeller shall be maintained until local control is in operation; .8 indicators shall be fitted on the navigating bridge for: .8.1 propeller speed and direction of rotation in the case of fixed pitch propellers; .8.2 propeller speed and pitch position in the case of controllable pitch propellers; .9 an alarm shall be provided on the navigating bridge and in the machinery space to indicate low starting air pressure which shall be set at a level to permit further main engine starting operations. If the remote control system of the propulsion machinery is designed for automatic starting, the number of automatic consecutive attempts which fail to produce a start shall be limited in order to safeguard sufficient starting air pressure for starting locally.

3 Where the main propulsion and associated machinery, including sources of main electrical supply, are provided with various degrees of automatic or remote control and are under continuous manual supervision from a control room the arrangements and controls shall be so designed, equipped and installed that the machinery operation will be as safe and effective as if it were under direct supervision; for this purpose Regulations 46 to 50 shall apply as appropriate. Particular consideration shall be given to protect such spaces against fire and flooding.

4 In general, automatic starting, operational and control systems shall include provisions for manually overriding the automatic controls.

Failure of any part of such systems shall not prevent the use of the manual override.

Regulation 32 Steam boilers and boilers feed systems 1 Every steam boiler and every unfired steam generator shall be provided with not less than two safety valves of adequate capacity.

However, having regard to the output or any other features of any boiler or unfired steam generator, the Administration may permit only one safety valve to be fitted if it is satisfied that adequate protection against overpressure is thereby provided.

2 Each oil-fired boiler which is intended to operate without manual supervision shall have safety arrangements which shut off the fuel supply and give an alarm in the case of low water level, air supply failure or flame failure.

3 Water tube boilers serving turbine propulsion machinery shall be fitted with a high-water-level alarm.

4 Every steam generating system which provides services essential for the safety of the ship, or which could be rendered dangerous by the failure of its feed water supply, shall be provided with not less than two separate feed water systems from and including the feed pumps, noting that a single penetration of the steam drum is acceptable. Unless overpressure is prevented by the pump characteristics means shall be provided which will prevent overpressure in any part of the systems.

5 Boilers shall be provided with means to supervise and control the quality of the feed water. Suitable arrangements shall be provided to preclude, as far as practicable, the entry of oil or other contaminants which may adversely affect the boiler.

6 Every boiler essential for the safety of the ship and designed to contain water at a specified level shall be provided with at least two means for indicating its water level, at least one of which shall be a direct reading gauge glass.

Regulation 33 Steam pipe systems 1 Every steam pipe and every fitting connected thereto through which steam may pass shall be so designed, constructed and installed as to withstand the maximum working stresses to which it may be subjected.

2 Means shall be provided for draining every steam pipe in which dangerous water hammer action might otherwise occur.

3 If a steam pipe or fitting may receive steam from any source at a higher pressure than that for which it is designed a suitable reducing valve, relief valve and pressure gauge shall be fitted.

Regulation 34 Air pressure systems 1 In every ship means shall be provided to prevent overpressure in any part of compressed air systems and wherever water jackets or casings of air compressors and coolers might be subjected to dangerous overpressure due to leakage into them from air pressure parts. Suitable pressure relief arrangements shall be provided for all systems.

2 The main starting air arrangements for main propulsion internal combustion engines shall be adequately protected against the effects of backfiring and internal explosion in the starting air pipes.

3 All discharge pipes from starting air compressors shall lead directly to the starting air receivers, and all starting pipes from the air receivers to main or auxiliary engines shall be entirely separate from the compressor discharge pipe system.

4 Provision shall be made to reduce to a minimum the entry of oil into the air pressure systems and to drain these systems.

Regulation 35 Ventilating systems in machinery spaces Machinery spaces of category A shall be adequately ventilated so as to ensure that when machinery or boilers therein are operating at full power in all weather conditions including heavy weather, an adequate supply of air is maintained to the spaces for the safety and comfort of personnel and the operation of the machinery. Any other machinery space shall be adequately ventilated appropriate for the purpose of that machinery space.

Regulation 36 Protection against noise* [* Reference is made to the Code on Noise Levels on Board Ships, adopted by the Organization by resolution A. 468 (XII).] Measures shall be taken to reduce machinery noise in machinery spaces to acceptable levels as determined by the Administration. If this noise cannot be sufficiently reduced the source of excessive noise shall be suitable insulated or isolated or a refuge from noise shall be provided if the space is required to be manned. Ear protectors shall be provided for personnel required to enter such spaces, if necessary.

Regulation 37 Communication between navigating bridge and machi-nery space At least two independent means shall be provided for communicating orders from the navigating bridge to the position in the machinery space or in the control room from which the engines are normally controlled: one of these shall be an engine room telegraph which provides visual indication of the orders and responses both in the machinery space and on the navigating bridge. Appropriate means of communication shall be provided to any other positions from which the engines may be controlled.

Regulation 38 Engineers' alarm An engineers' alarm shall be provided to be operated from the engine control room or at the manoeuvring platform as appropriate, and shall be clearly audible in the engineers' accommodation.

Regulation 39 Location of emergency installations in passengerships Emergency sources of electrical power, fire pumps, bilge pumps except those specifically serving the spaces forward of the collision bulkhead, any fixed fire-extinguishing system required by Chapter II-2 and other emergency installations which are essential for the safety of the ship, except anchor windlasses, shall not be installed forward of the collision bulkhead.

PART D ELECTRICAL INSTALLATIONS (Except where expressly provided otherwise Part D applies to passenger ship sand cargo ships) Regulation 40 General 1 Electrical installations shall be such that: .1 all electrical auxiliary services necessary for maintaining the ship in normal operational and habitable conditions will be ensured without recourse to the emergency source of electrical power.

.2 electrical services essential for safety will be ensured under various emergency conditions; and .3 the safety of passengers, crew and ship from electrical hazards will be ensured.

2 The Administration shall take appropriate steps to ensure uniformity in the implementation and application of the provisions of this Part in respect of electrical installations *.

[* Reference is made to the Recommendations published by the International Electrotechnical Commission and, in particular, Publication 92-Electrical Installations in Ships.] Regulation 41 Main source of electrical power and lighting systems 1.1 A main source of electrical power of sufficient capacity to supply all those services mentioned in Regulation 40.1.1 shall be provided. This main source of electrical power shall consist of at least two generating sets.

1.2 The capacity of these generating sets shall be such that in the event of any one generating set being stopped it will still be possible to supply those services necessary to provide normal operational conditions of propulsion and safety. Minimum comfortable conditions of habitability shall also be ensured which include at least adequate services for cooking, heating, domestic refrigeration, mechanical ventilation, sanitary and fresh water.

1.3 The arrangements of the ship's main source of electrical power shall be such that the services referred to in Regulation 40.1.1 can be maintained regardless of the speed and direction of the propulsion machinery or shafting.

1.4 In addition, the generating sets shall be such as to ensure that with any one generator or its primary source of power out of operation, the remaining generating sets shall be capable of providing the electrical services necessary to start the main propulsion plant from a dead ship condition. The emergency source of electrical power may be used for the purpose of starting from a dead ship condition if its capability either alone or combined with that of any other source of electrical power is sufficient to provide at the same time those services required to be supplied by Regulations 42.2.1 to 42.2.3 or 43.2.1 to 43.2.4.

1.5 Where transformers constitute an essential part of the electrical supply system required by this paragraph, the system shall be so arranged as to ensure the same continuity of the supply as is stated in this paragraph.

2.1 A main electric lighting system which shall provide illumination throughout those parts of the ship normally accessible to and used by passengers or crew shall be supplied from the main source of electrical power.

2.2 The arrangement of the main electric lighting system shall be such that a fire or other casualty in spaces containing the main source of electrical power, associated transforming equipment, if any, the main switchboard and the main lighting switchboard, will not render the emergency electric lighting system required by Regulations 42.2.1 and 42.2.2 or 43.2. 1, 43.2.2 and 43.2.3 inoperative.

2.3 The arrangement of the emergency electric lighting system shall be such that a fire or other casualty in spaces containing the emergency source of electrical power, associated transforming equipment, if any, the emergency switchboard and the emergency lighting switchboard will not render the main electric lighting system required by this Regulation inoperative.

3 The main switchboard shall be so placed relative to one main generating station that, as far as is practicable, the integrity of the normal electrical supply may be affected only by a fire or other casualty in one space. An environmental enclosure for the main switchboard, such as may be provided by a machinery control room situated within the main boundaries of the space, is not to be considered as separating the switchboards from the generators.

4 Where the total installed electrical power of the main generating sets is in excess of 3 MW, the main busbars shall be subdivided into at least two parts which shall normally be connected by removable links or other approved means; so far as is practicable, the connexion of generating sets and any other duplicated equipment shall be equally divided between the parts. Equivalent arrangements may be permitted to the satisfaction of the Administration.

Regulation 42 Emergency source of electrical power in passengerships 1.1 A self-contained emergency source of electrical power shall be provided.

1.2 The emergency source of electrical power, associated transforming equipment, if any, transitional source of emergency power, emergency switchboard and emergency lighting switchboard shall be located above the uppermost continuous deck and shall be readily accessible from the open deck. They shall not be located forward of the collision bulkhead.

1.3 The location of the emergency source of electrical power and associated transforming equipment, if any, the transitional source of emergency power, the emergency switchboard and the emergency electric lighting switchboards in relation to the main source of electrical power, associated transforming equipment, if any, and the main switchboard shall be such as to ensure to the satisfaction of the Administration that a fire or other casualty in spaces containing the main source of electrical power, associated transforming equipment, if any, and the main switchboard or in any machinery space of category A will not interfere with the supply, control and distribution of emergency electrical power. As far as practicable, the space containing the emergency source of electrical power, associated transforming equipment, if any, the transitional source of emergency electrical power and the emergency switchboard shall not be contiguous to the boundaries of machinery spaces of category A or those spaces containing the main source of electrical power, associated transforming equipment, if any, or the main switchboard.

1.4 Provided that suitable measures are taken for safeguarding independent emergency operation under all circumstances, the emergency generator may be used exceptionally, and for short periods, to supply non-emergency circuits.

2 The electrical power available shall be sufficient to supply all those services that are essential for safety in an emergency, due regard being paid to such services as may have to be operated simultaneously. The emergency source of electrical power shall be capable, having regard to starting currents and the transitory nature of certain loads, of supplying simultaneously at least the following services for the periods specified hereinafter, if they depend upon an electrical source for their operation: 2.1 For a period of 36 hours, emergency lighting: .1 at every embarkation station on deck and over sides as required by Regulations III/ 19 and III/30; .2 in all service and accommodation alleyways, stairways and exits, personnel lift cars; .3 in the machinery spaces and main generating stations including their control positions; .4 in all control stations, machinery control rooms, and at each main and emergency switchboard; .5 at all stowage positions for firemen's outfits; .6 at the steering gear; and .7 at the fire pump, the sprinkler pump and the emergency bilge pump referred to in paragraph 2.4 and at the starting position of their motors.

2.2 For a period of 36 hours, the navigation lights and other lights required by the International Regulations for Preventing Collisions at Sea in force.

2.3 For a period of 36 hours: .1 all internal communication equipment required in an emergency; .2 the navigational aids as required by Regulation V/12; where such provision is unreasonable or impracticable the Administration may waive this requirement for ships of less than 5,000 tons gross tonnage; .3 the fire detection and fire alarm system, and the fire door holding and release system; and .4 for intermittent operation of the daylight signalling lamp, the ship's whistle, the manual fire alarms and all internal signals that are required in an emergency; unless such services have an independent supply for the period of 36 hours from an accumulator battery suitably located for use in an emergency.

2.4 For a period of 36 hours: .1 one of the fire pumps required by Regulation II-2/4.3.1 and 4.3.3; .2 the automatic sprinkler pump, if any; and .3 the emergency bilge pump and all the equipment essential for the operation of electrically powered remote controlled bilge valves.

2.5 For the period of time required by Regulation 29.14 the steering gear if required to be so supplied by that Regulation.

2.6 For a period of half an hour: .1 any watertight doors required by Regulation 15 to be power operated together with their indicators and warning signals. Provided the requirements of Regulation 15.9. 2 are complied with, sequential operation of the doors may be permitted providing all doors can be closed in 60 seconds; .2 the emergency arrangements to bring the lift cars to deck level for the escape of persons. The passenger lift cars may be brought to deck level sequentially in an emergency.

2.7 In a ship engaged regularly on voyages of short duration, the Administration if satisfied that an adequate standard of safety would by attained may accept a lesser period than the 36 hour period specified in paragraphs 2.1 to 2.5 but not less than 12 hours.

3 The emergency source of electrical power may be either a generator or an accumulator battery, which shall comply with the following: 3.1 Where the emergency source of electrical power is a generator, it shall be: .1 driven by a suitable prime-mover with an independent supply of fuel having a flashpoint (closed cup test) of not less than 43¡æ; .2 started automatically upon failure of the electrical supply from the main source of electrical power and shall be automatically connected to the emergency switchboard; those services referred to in paragraph 4 shall then be transferred automatically to the emergency generating set. The automatic starting system and the characteristic of the prime-mover shall be such as to permit the emergency generator to carry its full rated load as quickly as is safe and practicable, subject to a maximum of 45 seconds; unless a second independent means of starting the emergency generating set is provided, the single source of stored energy shall be protected to preclude its complete depletion by the automatic starting system; and .3 provided with a transitional source of emergency electrical power according to paragraph 4.

3.2 Where the emergency source of electrical power is an accumulator battery, it shall be capable of: .1 carrying the emergency electrical load without recharging while maintaining the voltage of the battery throughout the discharge period within 12 per cent above or below its nominal voltage; .2 automatically connecting to the emergency switchboard in the event of failure of the main source of electrical power; and .3 immediately supplying at least those services specified in paragraph 4.

4 The transitional source of emergency electrical power required by paragraph 3.1.3 shall consist of an accumulator battery suitably located for use in an emergency which shall operate without recharging while maintaining the voltage of the battery throughout the discharge period within 12 per cent above or below its nominal voltage and be of sufficient capacity and so arranged as to supply automatically in the event of failure of either the main or emergency source of electrical power at least the following services, if they depend upon an electrical source for their operation: 4.1 For half an hour: .1 the lighting required by paragraphs 2.1 and 2.2; .2 all services required by paragraphs 2.3.1, 2.3.3 and 2.3.4 unless such services have an independent supply for the period specified from an accumulator battery suitably located for use in an emergency.

4.2 Power to close the watertight doors but not necessarily all of them simultaneously, together with their indicators and warning signals as required by paragraph 2.6.1.

5.1 The emergency switchboard shall be installed as near as is practicable to the emergency source of electrical power.

5.2 Where the emergency source of electrical power is a generator, the emergency switchboard shall be located in the same space unless the operation of the emergency switchboard would thereby be impaired.

5.3 No accumulator battery fitted in accordance with this Regulation shall be installed in the same space as the emergency switchboard. An indicator shall be mounted in a suitable place on the main switchboard or in the machinery control room to indicate when the batteries constituting either the emergency source of electrical power or the transitional source of emergency electrical power referred to in paragraph 3.1.3 or 4 are being discharged.

5.4 The emergency switchboard shall be supplied during normal operation from the main switchboard by an interconnector feeder which is to be adequately protected at the main switchboard against overload and short circuit and which is to be disconnected automatically at the emergency switchboard upon failure of the main source of electrical power.

Where the system is arranged for feedback operation, the interconnector feeder is also to be protected at the emergency switchboard at least against short circuit.

5.5 In order to ensure ready availability of the emergency source of electrical power, arrangements shall be made where necessary to disconnect automatically non-emergency circuits from the emergency switchboard to ensure that power shall be available to the emergency circuits.

6 The emergency generator and its prime-mover and any emergency accumulator battery shall be so designed and arranged as to ensure that they will function at full rated power when the ship is upright and when inclined at any angle of list up to 22.5 ¡ã or when inclined up to 10¡ã either in the fore or aft direction, or is in any combination of angles within those limits.

7 Provision shall be made for the periodic testing of the complete emergency system and shall include the testing of automatic starting arrangements.

Regulation 43 Emergency source of electrical power in cargo ships 1.1 A self-contained emergency source of electrical power shall be provided.

1.2 The emergency source of electrical power, associated transforming equipment, if any, transitional source of emergency power, emergency switchboard and emergency lighting switchboard shall be located above the uppermost continuous deck and shall be readily accessible from the open deck. They shall not be located forward of the collision bulkhead, except where permitted by the Administration in exceptional circumstances.

1.3 The location of the emergency source of electrical power, associated transforming equipment, if any, the transitional source of emergency power, the emergency switchboard and the emergency lighting switchboard in relation to the main source of electrical power, associated transforming equipment, if any, and the main switchboard shall be such as to ensure to the satisfaction of the Administration that a fire or other casualty in the space containing the main source of electrical power, associated transforming equipment, if any, and the main switchboard, or in any machinery space of category A will not interfere with the supply, control and distribution of emergency electrical power. As far as practicable the space containing the emergency source of electrical power, associated transforming equipment, if any, the transitional source of emergency electrical power and the emergency switchboard shall not be contiguous to the boundaries of machinery spaces of category A or those spaces containing the main source of electrical power, associated transforming equipment, if any, and the main switchboard.

1.4 Provided that suitable measures are taken for safeguarding independent emergency operation under all circumstances, the emergency generator may be used, exceptionally, and for short periods, to supply non-emergency circuits.

2 The electrical power available shall be sufficient to supply all those services that are essential for safety in an emergency, due regard being paid to such services as may have to be operated simultaneously. The emergency source of electrical power shall be capable, having regard to starting currents and the transitory nature of certain loads, of supplying simultaneously at least the following services for the periods specified hereinafter, if they depend upon an electrical source for their operation: 2.1 For a period of 3 hours, emergency lighting at every embarkation station on deck and over sides as required by Regulations III/19 and III/38.

2.2 For a period of 18 hours, emergency lighting: .1 in all service and accommodation alleyways, stairways and exits, personnel lift cars and personnel lift trunks; .2 in the machinery spaces and main generating stations including their control positions; .3 in all control stations, machinery control rooms, and at each main and emergency switchboard; .4 at all stowage positions for firemen's outfits; .5 at the steering gear; and .6 at the fire pump referred to in paragraph 2.5, at the sprinkler pump, if any, and at the emergency bilge pump, if any, and at the starting positions of their motors.

2.3 For a period of 18 hours, the navigation lights and other lights required by the International Regulations for Preventing Collisions at Sea in force.

2.4 For a period of 18 hours: .1 all internal communication equipment as required in an emergency; .2 the navigational aids as required by Regulation V/12; where such provision is unreasonable or impracticable the Administration may waive this requirement for ships of less than 5,000 tons gross tonnage; .3 the fire detection and fire alarm system; and .4 intermittent operation of the daylight signalling lamp, the ship's whistle, the manual fire alarms, and all internal signals that are required in an emergency; unless such services have an independent supply for the period of 18 hours from an accumulator battery suitably located for use in an emergency.

2.5 For a period of 18 hours one of the fire pumps required by Regulation II-2/4.3.1 and 4.3.3 if dependent upon the emergency generator for its source of power.

2.6.1 For the period of time required by Regulation 29.14 the steering gear where it is required to be so supplied by that Regulation.

2.6.2 In a ship engaged regularly in voyages of short duration, the Administration if satisfied that an adequate standard of safety would be attained may accept a lesser period than the 18 hour period specified in paragraphs 2.2 to 2.5 but not less than 12 hours.

3 The emergency source of electrical power may be either a generator or an accumulator battery, which shall comply with the following: 3.1 Where the emergency source of electrical power is a generator, it shall be: .1 driven by a suitable prime-mover with an independent supply of fuel, having a flashpoint (closed cup test) of not less than 43 ¡æ; .2 started automatically upon failure of the main source of electrical power supply unless a transitional source of emergency electrical power in accordance with paragraph 3.1.3 is provided; where the emergency generator is automatically started, it shall be automatically connected to the emergency switchboard; those services referred to in paragraph 4 shall then be connected automatically to the emergency generator; and unless a second independent means of starting the emergency generator is provided the single source of stored energy shall be protected to preclude its complete depletion by the automatic starting system; and .3 provided with a transitional source of emergency electrical power as specified in paragraph 4 unless an emergency generator is provided capable both of supplying the services mentioned in that paragraph and of being automatically started and supplying the required load as quickly as is safe and practicable subject to a maximum of 45 seconds.

3.2 Where the emergency source of electrical power is an accumulator battery it shall be capable of: .1 carrying the emergency electrical load without recharging while maintaining the voltage of the battery throughout the discharge period within 12 per cent above or below its nominal voltage; .2 automatically connecting to the emergency switchboard in the event of failure of the main source of electrical power; and .3 immediately supplying at least those services specified in paragraph 4.

4 The transitional source of emergency electrical power where required by paragraph 3. 1.3 shall consist of an accumulator battery suitably located for use in an emergency which shall operate without recharging while maintaining the voltage of the battery throughout the discharge period within 12 per cent above or below its nominal voltage and be of sufficient capacity and shall be so arranged as to supply automatically in the event of failure of either the main or the emergency source of electrical power for half an hour at least the following services if they depend upon an electrical source for their operation: .1 the lighting required by paragraphs 2.1, 2.2 and 2.3. For this transitional phase, the required emergency electric lighting, in respect of the machinery space and accommodation and service spaces may be provided by permanently fixed, individual, automatically charged, relay operated accumulator lamps; and .2 all services required by paragraphs 2.4.1, 2.4.3 and 2.4.4 unless such services have an independent supply for the period specified from an accumulator battery suitably located for use in an emergency.

5.1 The emergency switchboard shall be installed as near as is practicable to the emergency source of electrical power.

5.2 Where the emergency source of electrical power is a generator, the emergency switchboard shall be located in the same space unless the operation of the emergency switchboard would thereby be impaired.

5.3 No accumulator battery fitted in accordance with this Regulation shall be installed in the same space as the emergency switchboard. An indicator shall be mounted in a suitable place on the main switchboard or in the machinery control room to indicate when the batteries constituting either the emergency source of electrical power or the transitional source of electrical power referred to in paragraph 3.2 or 4 are being discharged.

5.4 The emergency switchboard shall be supplied during normal operation from the main switchboard by an interconnector feeder which is to be adequately protected at the main switchboard against overload and short circuit and which is to be disconnected automatically at the emergency switchboard upon failure of the main source of electrical power.

Where the system is arranged for feedback operation, the interconnector feeder is also to be protected at the emergency switchboard at least against short circuit.

5.5 In order to ensure ready availability of the emergency source of electrical power, arrangements shall be made where necessary to disconnect automatically non-emergency circuits from the emergency switchboard to ensure that electrical power shall be available automatically to the emergency circuits.

6 The emergency generator and its prime-mover and any emergency accumulator battery shall be so designed and arranged as to ensure that they will function at full rated power when the ship is upright and when inclined at any angle of list up to 22.5 ¡ã or when inclined up to 10¡ã either in the fore or aft direction, or is in any combination of angles within those limits.

7 Provision shall be made for the periodic testing of the complete emergency system and shall include the testing of automatic starting arrangements.

Regulation 44 Starting arrangements for emergency generating sets 1 Emergency generating sets shall be capable of being readily started in their cold condition at a temperature of 0 ¡æ. If this is impracticable, or if lower temperatures are likely to be encountered, provision acceptable to the Administration shall be made for the maintenance of heating arrangements, to ensure ready starting of the generating sets.

2 Each emergency generating set arranged to be automatically started shall be equipped with starting devices approved by the Administration with a stored energy capability of at least three consecutive starts. A second source of energy shall be provided for an additional three starts within 30 minutes unless manual starting can be demonstrated to be effective.

3 The stored energy shall be maintained at all times, as follows: .1 electrical and hydraulic starting systems shall be maintained from the emergency switchboard; .2 compressed air starting systems may be maintained by the main or auxiliary compressed air receivers through a suitable non-return valve or by an emergency air compressor which, if electrically driven, is supplied from the emergency switchboard; .3 all of these starting, charging and energy storing devices shall be located in the emergency generator space; these devices are not to be used for any purpose other than the operation of the emergency generating set. This does not preclude the supply to the air receiver of the emergency generating set from the main or auxiliary compressed air system through the non-return valve fitted in the emergency generator space.

4.1 Where automatic starting is not required, manual starting is permissible, such as manual cranking, inertia starters, manually charged hydraulic accumulators, or powder charge cartridges, where they can be demonstrated as being effective.

4.2 When manual starting is not practicable, the requirements of paragraphs 2 and 3 shall be complied with except that starting may be manually initiated.

Regulation 45 Precautions against shock, fire and other hazards ofelectrical origin 1.1 Exposed metal parts of electrical machines or equipment which are not intended to be live but which are liable under fault conditions to become live shall be earthed unless the machines or equipment are: .1 supplied at a voltage not exceeding 55 V direct current or 55 V, root mean square between conductors; auto-transformers shall not be used for the purpose of achieving this voltage; or .2 supplied at a voltage not exceeding 250 V by safety isolating transformers supplying only one consuming device; or .3 constructed in accordance with the principle of double insulation.

1.2 The Administration may require additional precautions for portable electrical equipment for use in confined or exceptionally damp spaces where particular risks due to conductivity may exist.

1.3 All electrical apparatus shall be so constructed and so installed as not to cause injury when handled or touched in the normal manner.

2 Main and emergency switchboards shall be so arranged as to give easy access as may be needed to apparatus and equipment, without danger to personnel. The sides and the rear and, where necessary, the front of switchboards shall be suitably guarded. Exposed live parts having voltages to earth exceeding a voltage to be specified by the Administration shall not be installed on the front of such switchboards. Where necessary, non-conducting mats or gratings shall be provided at the front and rear of the switchboard.

3.1 The hull return system of distribution shall not be used for any purpose in a tanker, or for power, heating, or lighting in any other ship of 1,600 tons gross tonnage and upwards.

3.2 The requirement of paragraph 3.1 does not preclude under conditions approved by the Administration the use of: .1 impressed current cathodic protective systems; .2 limited and locally earthed systems; or .3 insulation level monitoring devices provided the circulation current does not exceed 30 mA under the most unfavourable conditions.

3.3 Where the hull return system is used, all final subcircuits, i.e.

all circuits fitted after the last protective device, shall be two-wire and special precautions shall be taken to the satisfaction of the Administration.

4.1 Earthed distribution systems shall not be used in a tanker. The Administration may exceptionally permit in a tanker the earthing of the neutral for alternating current power networks of 3,000 V (line to line) and over, provided that any possible resulting current does not flow directly through any of the dangerous spaces.

4.2 When a distribution system, whether primary or secondary, for power, heating or lighting, with no connexion to earth is used, a device capable of continuously monitoring the insulation level to earth and of giving an audible or visual indication of abnormally low insulation values shall be provided.

5.1 Except as permitted by the Administration in exceptional circumstances, all metal sheaths and armour of cables shall be electrically continuous and shall be earthed.

5.2 All electric cables and wiring external to equipment shall be at least of a flame retardant type and shall be so installed as not to impair their original flame retarding properties. Where necessary for particular applications the Administration may permit the use of special types of cables such as radio frequency cables, which do not comply with the foregoing.

5.3 Cables and wiring serving essential or emergency power, lighting, internal communications or signals shall so far as practicable be routed clear of galleys, laundries, machinery spaces of category A and their casings and other high fire risk areas. Cables connecting fire pumps to the emergency switchboard shall be of a fire resistant type where they pass through high fire risk areas. Where practicable all such cables should be run in such a manner as to preclude their being rendered unserviceable by heating of the bulkheads that may be caused by a fire in an adjacent space.

5.4 Where cables which are installed in hazardous areas introduce the risk of fire or explosion in the event of an electrical fault in such areas, special precautions against such risks shall be taken to the satisfaction of the Administration.

5.5 Cables and wiring shall be installed and supported in such a manner as to avoid chafing or other damage.

5.6 Terminations and joints in all conductors shall be so made as to retain the original electrical, mechanical, flame retarding and, where necessary, fire resisting properties of the cable.

6.1 Each separate circuit shall be protected against short circuit and against overload, except as permitted in Regulations 29 and 30 or where the Administration may exceptionally otherwise permit.

6.2 The rating or appropriate setting of the overload protective device for each circuit shall be permanently indicated at the location of the protective device.

7 Lighting fittings shall be so arranged as to prevent temperature rises which could damage the cables and wiring, and to prevent surrounding material from becoming excessively hot.

8 All lighting and power circuits terminating in a bunker or cargo space shall be provided with a multiple pole switch outside the space for disconnecting such circuits.

9.1 Accumulator batteries shall be suitably housed, and compartments used primarily for their accommodation shall be properly constructed and efficiently ventilated.

9.2 Electrical or other equipment which may constitute a source of ignition of flammable vapours shall not be permitted in these compartments except as permitted in paragraph 10.

9.3 Accumulator batteries shall not be located in sleeping quarters except where hermetically sealed to the satisfaction of the Administration.

10 No electrical equipment shall be installed in any space where flammable mixtures are liable to collect including those on board tankers or in compartments assigned principally to accumulator batteries, in paint lockers, acetylene stores or similar spaces, unless the Administration is satisfied that such equipment is: .1 essential for operational purposes; .2 of a type which will not ignite the mixture concerned; .3 appropriate to the space concerned; and .4 appropriately certified for safe usage in the dusts, vapours or gases likely to be encountered.

11 In a passenger ship, distribution systems shall be so arranged that fire in any main vertical zone as is defined in Regulation II-2/3.9 will not interfere with services essential for safety in any other such zone.

This requirement will be met if main and emergency feeders passing through any such zone are separated both vertically and horizontally as widely as is practicable.

PART E ADDITIONAL REQUIREMENTS FOR PERIODICALLY UNATTENDED MA-CHINERY SPACES (Part E applies to cargo ships except that Regulation 54 refers to passenger ships) Regulation 46 General 1 The arrangements provided shall be such as to ensure that the safety of the ship in all sailing conditions, including manoeuvring, is equivalent to that of a ship having the machinery spaces manned.

2 Measures shall be taken to the satisfaction of the Administration to ensure that the equipment is functioning in a reliable manner and that satisfactory arrangements are made for regular inspections and routine tests to ensure continuous reliable operation.

3 Every ship shall be provided with documentary evidence, to the satisfaction of the Administration, of its fitness to operate with periodically unattended machinery spaces.

Regulation 47 Fire precautions 1 Means shall be provided to detect and give alarms at an early stage in case of fires: .1 in boiler air supply casings and exhausts (uptakes); and .2 in scavenging air belts of propulsion machinery, unless the Administration considers this to be unnecessary in a particular case.

2 Internal combustion engines of 2250 kW and above or having cylinders of more than 300 mm bore shall be provided with crankcase oil mist detectors or engine bearing temperature monitors or equivalent devices.

Regulation 48 Protection against flooding 1 Bilge wells in periodically unattended machinery spaces shall be located and monitored in such a way that the accumulation of liquids is detected at normal angles of trim and heel, and shall be large enough to accommodate easily the normal drainage during the unattended period.

2 Where the bilge pumps are capable of being started automatically, means shall be provided to indicate when the influx of liquid is greater than the pump capacity or when the pump is operating more frequently than would normally be expected. In these cases, smaller bilge wells to cover a reasonable period of time may be permitted. Where automatically controlled bilge pumps are provided, special attention shall be given to oil pollution prevention requirements.

3 The location of the controls of any valve serving a sea inlet, a discharge below the waterline or a bilge injection system shall be so sited as to allow adequate time for operation in case of influx of water to the space, having regard to the time likely to be required in order to reach and operate such controls. If the level to which the space could become flooded with the ship in the fully loaded condition so requires, arrangements shall be made to operate the controls from a position above such level.

Regulation 49 Control of propulsion machinery from the navigatingbridge 1 Under all sailing conditions, including manoeuvring, the speed, direction of thrust and, if applicable, the pitch of the propeller shall be fully controllable from the navigating bridge.

1.1 Such remote control shall be performed by a single control device for each independent propeller, with automatic performance of all associated services, including, where necessary, means of preventing overload of the propulsion machinery.

1.2 The main propulsion machinery shall be provided with an emergency stopping device on the navigating bridge which shall be independent of the navigating bridge control system.

2 Propulsion machinery orders from the navigating bridge shall be indicated in the main machinery control room or at the propulsion machinery control position as appropriate.

3 Remote control of the propulsion machinery shall be possible only from one location at a time; at such locations interconnected control positions are permitted. At each location there shall be an indicator showing which location is in control of the propulsion machinery. The transfer of control between the navigating bridge and machinery spaces shall be possible only in the machinery space or in the machinery control room. The system shall include means to prevent the propelling thrust from altering significantly when transferring control from one location to another.

4 It shall be possible for all machinery essential for the safe operation of the ship to be controlled from a local position, even in the case of failure in any part of the automatic or remote control systems.

5 The design of the remote automatic control system shall be such that in case of its failure an alarm will be given. Unless the Administration considers it impracticable, the preset speed and direction of thrust shall be maintained until local control is in operation.

6 Indicators shall be fitted on the navigating bridge for: .1 propeller speed and direction of rotation in case of fixed pitch propellers; or .2 propeller speed and pitch position in case of controllable pitch propellers.

7 The number of consecutive automatic attempts which fail to produce a start shall be limited to safeguard sufficient starting air pressure. An alarm shall be provided to indicate low starting air pressure set at a level which still permits starting operations of the propulsion machinery.

Regulation 50 Communication A reliable means of vocal communication shall be provided between the main machinery control room or the propulsion machinery control position as appropriate, the navigating bridge and the engineer officers' accommodation.

Regulation 51 Alarm system 1 An alarm system shall be provided indicating any fault requiring attention and shall: .1 be capable of sounding an audible alarm in the main machinery control room or at the propulsion machinery control position, and indicate visually each separate alarm function at a suitable position; .2 have a connexion to the engineers' public rooms and to each of the engineers' cabins through a selector switch, to ensure connexion to at least one of those cabins. Administrations may permit equivalent arrangements; .3 activate an audible and visual alarm on the navigating bridge for any situation which requires action by or attention of the officer on watch; .4 as far as is practicable be designed on the fail-to-safety principle; and .5 activate the engineers' alarm required by Regulation 38 if an alarm function has not received attention locally within a limited time.

2.1 The alarm system shall be continuously powered and shall have an automatic changeover to a stand-by power supply in case of loss of normal power supply.

2.2 Failure of the normal power supply of the alarm system shall be indicated by an alarm.

3.1 The alarm system shall be able to indicate at the same time more than one fault and the acceptance of any alarm shall not inhibit another alarm.

3.2 Acceptance at the position referred to in paragraph 1 of any alarm condition shall be indicated at the positions where it was shown. Alarms shall be maintained until they are accepted and the visual indications of individual alarms shall remain until the fault has been corrected, when the alarm system shall automatically reset to the normal operating condition.

Regulation 52 Safety systems A safety system shall be provided to ensure that serious malfunction in machinery or boiler operations, which presents an immediate danger, shall initiate the automatic shutdown of that part of the plant and that an alarm shall be given. Shut-down of the propulsion system shall not be automatically activated except in cases which could lead to serious damage, complete breakdown, or explosion. Where arrangements for overriding the shut-down of the main propelling machinery are fitted, these shall be such as to preclude inadvertent operation. Visual means shall be provided to indicate when the override has been activated.

Regulation 53 Special requirements for machinery, boiler and elec-trical installations 1 The special requirements for the machinery, boiler and electrical installations shall be to the satisfaction of the Administration and shall include at least the requirements of this Regulation.

2 The main source of electrical power shall comply with the following: 2.1 Where the electrical power can normally be supplied by one generator, suitable load shedding arrangements shall be provided to ensure the integrity of supplies to services required for propulsion and steering as well as the safety of the ship. In the case of loss of the generator in operation, adequate provision shall be made for automatic starting and connecting to the main switchboard of a stand-by generator of sufficient capacity to permit propulsion and steering and to ensure the safety of the ship with automatic re-starting of the essential auxiliaries including, where necessary, sequential operations. The Administration may dispense with this requirement for a ship of less than 1,600 tons gross tonnage, if it is considered impracticable.

2.2 If the electrical power is normally supplied by more than one generator simultaneously in parallel operation, provision shall be made, for instance by load shedding, to ensure that, in case of loss of one of these generating sets, the remaining ones are kept in operation without overload to permit propulsion and steering, and to ensure the safety of the ship.

3 Where stand-by machines are required for other auxiliary machinery essential to propulsion, automatic change-over devices shall be provided.

4 Automatic control and alarm system 4.1 The control system shall be such that the services needed for the operation of the main propulsion machinery and its auxiliaries are ensured through the necessary automatic arrangements.

4.2 An alarm shall be given on the automatic change-over.

4.3 An alarm system complying with Regulation 51 shall be provided for all important pressures, temperatures and fluid levels and other essential parameters.

4.4 A centralized control position shall be arranged with the necessary alarm panels and instrumentation indicating any alarm.

5 Means shall be provided to keep the starting air pressure at the required level where internal combustion engines are used for main propulsion.

Regulation 54 Special consideration in respect of passenger ships Passenger ships shall be specially considered by the Administration as to whether or not their machinery spaces may be periodically unattended and if so whether additional requirements to those stipulated in these Regulations are necessary to achieve equivalent safety to that of normally attended machinery spaces.

CHAPTER II-2 CONSTRUCTION-FIRE PROTECTION, FIRE DETECTION AND FIREEXTINCTION The existing text of Chapter II-2 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-2 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 at Sea, 1974.] .2 for tankers constructed before 1 September 1984, the Administration shall ensure that the requirements which are applicable under Chapter II-2 of the Annex to the Protocol of 1978 relating to the International Convention for the Safety of Life at Sea, 1974, 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.

4.1 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.

4.2 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 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 Basic principles 1 The purpose of this Chapter is to require the fullest practicable degree of fire protection, fire detection and fire extinction in ships.

2 The following basic principles underlie the Regulations in this Chapter and are embodied in the Regulations as appropriate, having regard to the type of ships and the potential fire hazard involved: .1 division of ship into main vertical zones by thermal and structural boundaries; .2 separation of accommodation spaces from the remainder of the ship by thermal and structural boundaries; .3 restricted use of combustible materials; .4 detection of any fire in the zone of origin; .5 containment and extinction of any fire in the space of origin; .6 protection of means of escape or access for fire fighting; .7 ready availability of fire-extinguishing appliances; .8 minimization of possibility of ignition of flammable cargo vapour.

Regulation 3 Definitions For the purpose of this Chapter, unless expressly provided otherwise: 1 "Non-combustible material" is a material which neither burns nor gives off flammable vapours in sufficient quantity for self-ignition when heated to approximately 750¡æ, this being determined to the satisfaction of the Administration by an established test procedure.* Any other material is a combustible material.

[* Reference is made to Improved Recommendation on Test Method for Qualifying Marine Construction Materials as Non-Combustible, adopted by the Organization by resolution A.472 (XII).] 2 "A standard fire test" is one in which specimens of the relevant bulkheads or decks are exposed in a test furnace to temperatures corresponding approximately to the standard time 2 temperature curve. The specimen shall have an exposed surface of not less than 4.65 m and height (or length of deck ) of 2.44 m, resembling as closely as possible the intended construction and including where appropriate at least one joint.

The standard time-temperature curve is defined by a smooth curve drawn through the following temperature points measured above the initial furnace temperature: at the end of the first 5 minutes 556 ¡æ " " " " " " 10 minutes 659 ¡æ " " " " " " 15 minutes 718 ¡æ " " " " " " 30 minutes 821 ¡æ " " " " " " 60 minutes 925 ¡æ 3 "`A' class divisions" are those divisions formed by bulkheads and decks which comply with the following: .1 they shall be constructed of steel or other equivalent material; .2 they shall be suitably stiffened; .3 they shall be so constructed as to be capable of preventing the passage of smoke and flame to the end of the one-hour standard fire test; .4 they shall be insulated with approved non-combustible materials such that the average temperature of the unexposed side will not rise more than 139¡æ above the original temperature, nor will the temperature, at any one point, including any joint, rise more than 180 ¡æ above the original temperature, within the time listed below: class "A-60" 60 minutes class "A-30" 30 minutes class "A-15" 15 minutes class "A-0" 0 minutes .5 the Administration may require a test of a prototype bulkhead or deck to ensure that it meets the above requirements for integrity and temperature rise. * [* Reference is made to Recommendation for Fire Test Procedures for "A" and "B" Class Divisions, adopted by the Organization by resolutions A.

163 (ES.IV) and A. 215 (VII).] 4 "`B' class divisions" are those divisions formed by bulkheads, decks, ceilings or linings which comply with the following: .1 they shall be so constructed as to be capable of preventing the passage of flame to the end of the first half hour of the standard fire test; .2 they shall have an insulation value such that the average temperature of the unexposed side will not rise more than 139¡æ above the original temperature, nor will the temperature at any one point, including any joint, rise more than 225 ¡æ above the original temperature, within the time listed below: class "B-15" 15 minutes class "B-0" 0 minutes .3 they shall be constructed of approved non-combustible materials and all materials entering into the construction and erection of "B" class divisions shall be non-combustible, with the exception that combustible veneers may be permitted provided they meet other requirements of this Chapter; .4 the Administration may require a test of a prototype division to ensure that it meets the above requirements for integrity and temperature rise. * [* Reference is made to Recommendation for Fire Test Procedures for "A" and "B" Class Divisions, adopted by the Organization by resolutions A.163 (ES.IV) and A.215 (VII).] 5 "`C' class divisions" are divisions constructed of approved non-combustible materials. They need meet neither requirements relative to the passage of smoke and flame nor limitations relative to the temperature rise. Combustible veneers are permitted provided they meet other requirements of this Chapter.

6 "Continuous `B' class ceilings or linings" are those "B" class ceilings or linings which terminate only at an "A" or "B" class division.

7 "Steel or other equivalent material". Where the words "steel or other equivalent material" occur, "equivalent material" means any non-combustible material which, by itself or due to insulation provided, has structural and integrity properties equivalent to steel at the end of the applicable exposure to the standard fire test (e.g. aluminium alloy with appropriate insulation).

8 "Low flame spread" means that the surface thus described will adequately restrict the spread of flame, this being determined to the satisfaction of the Administration by an established test procedure.

9 "Main vertical zones" are those sections into which the hull, superstructure, and deckhouses are divided by "A" class divisions, the mean length of which on any deck does not in general exceed 40 m.

10 "Accommodation spaces" are those spaces used for public spaces, corridors, lavatories, cabins, offices, hospitals, cinemas, games and hobbies rooms, barber shops, pantries containing no cooking appliances and similar spaces.

11 "Public spaces" are those portion of the accommodation which are used for halls, dining rooms, lounges and similar permanently enclosed spaces.

12 "Service spaces" are those spaces used for galleys, pantries containing cooking appliances, lockers, mail and specie rooms, store-rooms, workshops other than those forming part of the machinery spaces, and similar spaces and trunks to such spaces.

13 "Cargo spaces" are all spaces used for cargo (including cargo oil tanks) and trunks to such spaces.

14 "Ro/ro cargo spaces" are spaces not normally subdivided in any way and extending to either a substantial length or the entire length of the ship in which goods (packaged or in bulk, in or on rail or road cars, vehicles (including road or rail tankers), trailers, containers, pallets, demountable tanks or in or on similar stowage units or other receptacles) can be loaded and unloaded normally in a horizontal direction.

15 "Open ro/ro cargo spaces" are ro/ro cargo spaces either open at both ends, or open at one end and provided with adequate natural ventilation effective over their entire length through permanent openings in the side plating or deckhead to the satisfaction of the Administration.

16 "Closed ro/ro cargo spaces" are ro/ro cargo spaces which are neither open ro/ro cargo spaces nor weather decks.

17 "Weather deck" is a deck which is completely exposed to the weather from above and from at least two sides.

18 "Special category spaces" are those enclosed spaces above or below the bulkhead deck intended for the carriage of motor vehicles with fuel in their tanks for their own propulsion, into and from which such vehicles can be driven and to which passengers have access.

19 "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.

20 "Machinery spaces" are all machinery spaces of category A and all other spaces containing propulsion machinery, boilers, oil fuel units, steam and internal combustion engines, generators and major electrical machinery, oil filling stations, refrigerating, stabilizing, ventilation and air conditioning machinery, and similar spaces, and trunks to such spaces.

21 "Oil fuel unit" is the equipment used for the preparation of oil fuel for delivery to an oil-fired boiler, or equipment used for the preparation for delivery of heated oil to an internal combustion engine, and includes any oil pressure pumps, filters and heaters and heaters dealing with oil at a pressure of more than 0.18 N/square mm.

22 "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 centralized.

23 "Rooms containing furniture and furnishings of restricted fire risk" are, for the purpose of Regulation 26, those rooms containing furniture and furnishings of restricted fire risk (whether cabins, public spaces, offices or other types of accommodation) in which: .1 all case furniture such as desks, wardrobes, dressing tables, bureaux, dressers, is constructed entirely of approved non-combustible materials, except that a combustible veneer not exceeding 2 mm may be used on the working surface of such articles; .2 all free-standing furniture such as chairs, sofas, tables, is constructed with frames of non-combustible materials; .3 all draperies, curtains and other suspended textile materials have, to the satisfaction of the Administration, qualities of resistance to the propagation of flame not inferior to those of wool of mass 0.8 kg/square m *; [* Reference is made to Recommendation on Test Method for Determining the Resistance to Flame of Vertically Supported Textiles and Films, adopted by the Organization by resolution A.471(XII).] .4 all floor coverings have, to the satisfaction of the Administration, qualities of resistance to the propagation of flame not inferior to those of an equivalent woollen material used for the same purpose; .5 all exposed surfaces of bulkheads, linings and ceilings have low flame-spread characteristics; and .6 all upholstered furniture has qualities of resistance to the ignition and propagation of flame to the satisfaction of the Administration.

24 "Bulkhead deck" is the uppermost deck up to which the transverse watertight bulkheads are carried.

25 "Deadweight" 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.

26 "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.

27 "Combination carrier" is a tanker designed to carry oil or alternatively solid cargoes in bulk.

28 "Crude oil" is any oil occurring naturally in the earth whether or not treated to render it suitable for transportation and includes: .1 crude oil from which certain distillate fractions may have been removed; and .2 crude oil to which certain distillate fractions may have been added.

29 "Dangerous goods" are those goods referred to in Regulation VII/2.

30 "Chemical tanker" is a tanker constructed or adapted and used for the carriage in bulk of any liquid product of a flammable nature 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.

31 "Gas carrier" is a tanker constructed or adapted and used for the carriage in bulk of any liquefied gas or certain other substances of a flammable nature listed in Chapter XIX of the Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk adopted by the Organization by resolution A.328 (IX), hereinafter referred to as "Gas Carrier Code", as has been or may be amended by the Organization.

Regulation 4 Fire pumps, fire mains, hydrants and hoses 1 Every ship shall be provided with fire pumps, fire mains, hydrants and hoses complying as applicable with the requirements of this Regulation.

2 Capacity of fire pumps 2.1 The required fire pumps shall be capable of delivering for fire-fighting purposes a quantity of water, at the pressure specified in paragraph 4, as follows: .1 pumps in passenger ships, not less than two-thirds of the quantity required to be dealt with by the bilge pumps when employed for bilge pumping; and .2 pumps in cargo ships, other than any emergency pump, not less than four-thirds of the quantity required under Regulation II-1/21 to be dealt with by each of the independent bilge pumps in a passenger ship of the same dimension when employed in bilge pumping, provided that in no cargo ship need the total required capacity of the 3 fire pumps exceed 180 m /hour.

2.2 Each of the required fire pumps (other than any emergency pump required in paragraph 3.3.2 for cargo ships) shall have a capacity not less than 80 per cent of the total required capacity divided by the minimum number of required fire pumps but in any case not less than 25 3 m /hour and each such pump shall in any event be capable of delivering at least the two required jets of water. These fire pumps shall be capable of supplying the fire main system under the required conditions. Where more pumps than the minimum of required pumps are installed the capacity of such additional pumps shall be to the satisfaction of the Administration.

3 Arrangements of fire pumps and of fire mains 3.1 Ships shall be provided with independently driven fire pumps as follows: .1 Passenger ships of 4,000 tons gross tonnage and upwards at least three .2 Passenger ships of less than 4,000 tons gross tonnage and cargo ships of 1,000 tons gross tonnage and upwards at least two .3 Cargo ships of less than 1,000 tons gross tonnage to the satisfaction of the Administration 3.2 Sanitary, ballast, bilge or general service pumps may be accepted as fire pumps, provided that they are not normally used for pumping oil and that if they are subject to occasional duty for the transfer or pumping of oil fuel, suitable change-over arrangements are fitted.

3.3 The arrangement of sea connexions, fire pumps and their sources of power shall be such as to ensure that: .1 In passenger ships of 1,000 tons gross tonnage and upwards, in the event of a fire in any one compartment all the fire pumps will not be put out of action.

.2 In cargo ships of 2,000 tons gross tonnage and upwards if a fire in any one compartment could put all the pumps out of action there shall be an alternative means consisting of a fixed independently driven emergency pump which shall be capable of supplying two jets of water to the satisfaction of the Administration. The pump and its location shall comply with the following requirements: .2.1 The capacity of the pump shall not be less than 40 per cent of the total capacity of 3 the fire pumps required by this Regulation and in any case not less than 25 m / hour.

.2.2 When the pump is delivering the quantity of water required by paragraph 3.3.2. 1 the pressure at any hydrant shall be not less than the minimum pressures given in paragraph 4.2.

.2.3 Any diesel driven power source for the pump shall be capable of being readily started in its cold condition down to a temperature of 0 ¡æ by hand (manual) cranking. If this is impracticable, or if lower temperatures are likely to be encountered, consideration is to be given to the provision and maintenance of heating arrangements, acceptable to the Administration, so that ready starting will be assured. If hand (manual) starting is impracticable the Administration may permit other means of starting. These means shall be such as to enable the diesel driven power source to be started at least 6 times within a period of 30 minutes, and at least twice within the first 10 minutes.

.2.4 Any service fuel tank shall contain sufficient fuel to enable the pump to run on full load for at least three hours and sufficient reserves of fuel shall be available outside the main machinery space to enable the pump to be run on full load for an additional 15 hours.

.2.5 The total suction head of the pump shall not exceed 4.5 m under all conditions of list and trim likely to be encountered in service and the suction piping shall be designed to minimize suction losses.

.2.6 The boundaries of the space containing the fire pump shall be insulated to a standard of structural fire protection equivalent to that required for a control room in Regulation 44.

.2.7 No direct access shall be permitted between the machinery space and the space containing the emergency fire pump and its source of power. When this is impracticable an Administration may accept an arrangement where the access is by means of an airlock, each of the two doors being self-closing, or through a watertight door capable of being operated from a space remote from the machinery space and the space containing the emergency fire pump and unlikely to be cut off in the event of fire in those spaces. In such cases a second means of access to the space containing the emergency fire pump and its source of power shall be provided.
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