INTERNATIONAL CONVENTION FOR THE SAFETY OF LIFE AT SEA, 1974
INTERNATIONAL CONVENTION FOR THE SAFETY OF LIFE AT SEA, 1974
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TABLE OF CONTENTS
ARTICLES OF THE INTERNATIONAL CONVENTION FOR THE SAFETY OF LIFE AT SEA,
1974
to the satisfaction of the Administration and the inner bottom shall be
continued out to the ship's sides in such a manner as to protect the
bottom to the turn of the bilge. Such protection will be deemed
satisfactory if the line of intersection of the outer edge of the margin
plate with the bilge plating is not lower at any part than a horizontal
plane passing through the point of intersection with the frame line
amidships of a transverse diagonal line inclined at 25 degrees to the base
line and cutting it at a point one-half the ship's moulded breadth from
the middle line.
(c) Small wells constructed in the double bottom in connexion with
drainage arrangements of holds, etc., shall not extend downwards more than
necessary. The depth of the well shall in no case be more than the depth
less 457 millimetres (18 inches) of the double bottom at the centreline,
nor shall the well extend below the horizontal plane referred to in
paragraph (b) of this Regulation. A well extending to the outer bottom is,
however, permitted at the after end of the shaft tunnel of screw-ships.
Other wells (e.g., for lubricating oil under main engines) may be
permitted by the Administration if satisfied that the arrangements give
protection equivalent to that afforded by a double bottom complying with
this Regulation.
(d) A double bottom need not be fitted in way of watertight
compartments of moderate size used exclusively for the carriage of
liquids, provided the safety of the ship, in the event of bottom or side
damage, is not, in the opinion of the Administration, thereby impaired.
(e) In the case of ships to which the provisions of paragraph (d) of
Regulation 1 of this Chapter apply and which are engaged on regular
service within the limits of a short international voyage as defined in
Regulation 2 of Chapter III, the Administration may permit a double bottom
to be dispensed with in any part of the ship which is subdivided by a
factor not exceeding .50, if satisfied that the fitting of a double bottom
in that part would not be compatible with the design and proper working of
the ship.
Regulation 11: Assigning, Marking and Recording of SubdivisionLoad-Lines
(a) In order that the required degree of subdivision shall be
maintained, a load-line corresponding to the approved subdivision draught
shall be assigned and marked on the ship's sides. A ship having spaces
which are specially adapted for the accommodation of passengers and the
carriage of cargo alternatively may, if the owners desire, have one or
more additional load-lines assigned and marked to correspond with the
subdivision draughts which the Administration may approve for the
alternative service conditions.
(b) The subdivision load-lines assigned and marked shall be recorded
in the Passenger Ship Safety Certificate, and shall be distinguished by
the notation C. 1 for the principal passenger condition, and C.2, C.3,
etc., for the alternative conditions.
(c) The freeboard corresponding to each of these load-lines shall be
measured at the same position and from the same deck line as the
freeboards determined in accordance with the International Convention
respecting Load-Lines in force.
(d) The freeboard corresponding to each approved subdivision load-line
and the conditions of service for which it is approved, shall be clearly
indicated on the Passenger Ship Safety Certificate.
(e) In no case shall any subdivision load-line mark be placed above
the deepest load-line in salt water as determined by the strength of the
ship and/or the International Convention respecting Load-Lines in force.
(f) Whatever may be the position of the subdivision load-line marks, a
ship shall in no case be loaded so as to submerge the load-line mark
appropriate to the season and locality as determined in accordance with
the International Convention respecting Load-Lines in force.
(g) A ship shall in no case be so loaded that when she is in salt
water the subdivision load-line mark appropriate to the particular voyage
and condition of service is submerged.
Regulation 12: Construction and Initial Testing of WatertightBulkheads etc.
(a) Each watertight subdivision bulkhead, whether transverse or
longitudinal, shall be constructed in such a manner that it shall be
capable of supporting, with a proper margin of resistance, the pressure
due to the maximum head of water which it might have to sustain in the
event of damage to the ship but at least the pressure due to a head of
water up to the margin line. The construction of these bulkheads shall be
to the satisfaction of the Administration.
(b) (i) Steps and recesses in bulkheads shall be watertight and as
strong as the bulkhead at the place where each occurs.
(ii) Where frames or beams pass through a watertight deck or
bulkhead, such deck or bulkhead shall be made structurally watertight
without the use of wood or cement.
(c) Testing main compartments by filling them with water is not
compulsory. When testing by filling with water is not carried out, a hose
test is compulsory; this test shall be carried out in the most advanced
stage of the fitting out of the ship. In any case, a thorough inspection
of the watertight bulkheads shall be carried out.
(d) The forepeak, double bottoms (including duct keels) and inner
skins shall be tested with water to a head corresponding to the
requirements of paragraph (a) of this Regulation.
(e) Tanks which are intended to hold liquids, and which form part of
the subdivision of the ship, shall be tested for tightness with water to a
head up to the deepest subdivision load-line or to a head corresponding to
two-thirds of the depth from the top of keel to the margin line in way of
the tanks, whichever is the greater; provided that in no case shall the
test head be less than 0.92 metres (3 feet) above the top of the tank.
(f) The tests referred to in paragraphs (d) and (e) of this Regulation
are for the purpose of ensuring that the subdivision structural
arrangements are watertight and are not to be regarded as a test of the
fitness of any compartment for the storage of oil fuel or for other
special purposes for which a test of a superior character may be required
depending on the height to which the liquid has access in the tank or its
connexions.
Regulation 13: Openings in Watertight Bulkheads
(a) The number of openings in watertight bulkheads shall be reduced to
the minimum compatible with the design and proper working of the ship;
satisfactory means shall be provided for closing these openings.
(b) (i) Where pipes, scuppers, electric cables. etc., are carried
through watertight subdivision bulkheads, arrangements shall be made to
ensure the integrity of the watertightness of the bulkheads.
(ii) Valves and cocks not forming part of a piping system shall
not be permitted in watertight subdivision bulkheads.
(iii) Lead or other heat sensitive materials shall not be used in
systems which penetrate watertight subdivision bulkheads, where
deterioration of such systems in the event of fire would impair the
watertight integrity of the bulkheads.
(c) (i) No doors, manholes, or access openings are permitted:
(1) in the collision bulkhead below the margin line;
(2) in watertight transverse bulkheads dividing a cargo space
from an adjoining cargo space or from a permanent or reserve bunker,
except as provided in paragraph (1) of this Regulation.
(ii) Except as provided in sub-paragraph (iii) of this paragraph,
the collision bulkhead may be pierced below the margin line by not more
than one pipe for dealing with fluid in the forepeak tank, provided that
the pipe is fitted with a screwdown valve capable of being operated from
above the bulkhead deck, the valve chest being secured inside the forepeak
to the collision bulkhead.
(iii) If the forepeak is divided to hold two different kinds of
liquids the Administration may allow the collision bulkhead to be pierced
below the margin line by two pipes, each of which is fitted as required by
sub-paragraph (ii) of this paragraph, provided the Administration is
satisfied that there is no practical alternative to the fitting of such a
second pipe and that, having regard to the additional subdivision provided
in the forepeak, the safety of the ship is maintained.
(d) (i) Watertight door fitted in bulkheads between permanent and
reserve bunkers shall be always accessible, except as provided in
subparagraph (ii) of paragraph (k) of this Regulation for between deck
bunker doors.
(ii) Satisfactory arrangements shall be made by means of screens
or otherwise to prevent the coal from interfering with the closing of
watertight bunker doors.
(e) Within spaces containing the main and auxiliary propelling
machinery including boilers serving the needs of propulsion and all
permanent bunkers, not more than one door apart from the doors to bunkers
and shaft tunnels may be fitted in each main transverse bulkhead. Where
two or more shafts are fitted the tunnels shall be connected by an
inter-communicating passage. There shall be only one door between the
machinery space and the tunnel spaces where two shafts are fitted and only
two doors where there are more than two shafts. All these doors shall be
of the sliding type and shall be located so as to have their sills as high
as practicable. The hand gear for operating these doors from above the
bulkhead deck shall be situated outside the spaces containing the
machinery if this is consistent with a satisfactory arrangement of the
necessary gearing.
(f) (i) Watertight doors shall be sliding doors or hinged doors or
doors of an equivalent type. Plate doors secured only by bolts and doors
required to be closed by dropping or by the action of a dropping weight
are not permitted.
(ii) Sliding doors may be either:
hand-operated only, or
power-operated as well as hand-operated.
(iii) Authorized watertight doors may therefore by divided into
three Classes:
Class 1-hinged doors;
Class 2-hand-operated sliding doors;
Class 3-sliding doors which are power-operated as well as
hand-operated.
(iv) The means of operation of any watertight door whether
power-operated or not shall be capable of closing the door with the ship
listed to 15 degrees either way.
(v) In all classes of watertight doors indicators shall be fitted
which show, at all operating stations from which the doors are not
visible, whether the doors are open or closed. If any of the watertight
doors, of whatever Class, is not fitted so as to enable it to be closed
from a central control station, it shall be provided with a mechanical,
electrical, telephonic, or any other suitable direct means of
communication, enabling the officer of the watch promptly to contact the
person who is responsible for closing the door in question, under previous
orders.
(g) Hinged doors (Class 1) shall be fitted with quick action closing
devices, such as catches, workable from each side of the bulkhead.
(h) Hand-operated sliding doors (Class 2) may have a horizontal or
vertical motion. It shall be possible to operate the mechanism at the door
itself from either side, and in addition, from an accessible position
above the bulkhead deck, with an all round crank motion, or some other
movement providing the same guarantee of safety and of an approved type.
Departures from the requirement of operation on both sides may be allowed,
if this requirement is impossible owing to the layout of the spaces. When
operating a hand gear the time necessary for the complete closure of the
door with the vessel upright, shall not exceed 90 seconds.
(i) (i) Power-operated sliding doors (Class 3) may have a vertical or
horizontal motion. If a door is required to be power-operated from a
central control, the gearing shall be so arranged that the doors can be
operated by power also at the door itself from both sides. The arrangement
shall be such that the door will close automatically if opened by local
control after being closed from the central control, and also such that
any door can be kept closed by local systems which will prevent the door
from being opened from the upper control. Local control handles in
connexion with the power gear shall be provided each side of the bulkhead
and shall be so arranged as to enable persons passing through the doorway
to hold both handles in the open position without being able to set the
closing mechanism in operation accidentally, Power-operated sliding doors
shall be provided with hand gear workable at the door itself on either
side and form an accessible position above the bulkhead deck, with an all
round crank motion or some other movement providing the same guarantee of
safety and of an approved type. Provision shall be made to give warnings
by sound signal that the door has begun to close and will continue to move
until it is completely closed. The door shall take a sufficient time to
close to ensure safety.
(ii) There shall be at least two independent power sources capable
of opening and closing all the doors under control, each of them capable
of operating all the doors simultaneously. The two power sources shall be
controlled from the central station on the bridge provided with all the
necessary indicators for checking that each of the two power sources is
capable of giving the required service satisfactorily.
(iii) In the case of hydraulic operation, each power source shall
consist of a pump capable of closing all doors in not more than 60
seconds. In addition, there shall be for the whole installation hydraulic
accumulators of sufficient capacity to operate all the doors at least
three times, i.e., closed-open-closed. The fluid used shall be one which
does not freeze at any of the temperatures liable to be encountered by the
ship during its service.
(j) (i) Hinged watertight doors (Class 1) in passenger, crew and
working spaces are only permitted above a deck the underside of which, at
its lower point at side, is at least 2.13 metres (7 feet) above the
deepest subdivision load-line.
(ii) Watertight doors, the sills of which are above the deepest
load-line and below the line specified in the preceding sub-paragraph
shall be sliding doors and may be hand-operated (Class 2), except in
vessels engaged on short international voyages and required to have a
factor of subdivision of .50 or less in which all such doors shall be
power-operated. When trunk ways in connexion with refrigerated cargo and
ventilation or forced draught ducts are carried through more than one main
watertight subdivision bulkhead, the doors at such openings shall be
operated by power.
(k) (i) Watertight doors which may sometimes be opened at sea, and the
sills of which are below the deepest subdivision load-line shall be
sliding doors. The following rules shall apply:
(1) when the number of such doors (excluding doors at
entrances to shaft tunnels) exceeds five, all of these doors and those at
the entrance to shaft tunnels or ventilation or forced draught ducts,
shall be power-operated (Class 3) and shall be capable of being
simultaneously closed from a central station situated on the bridge;
(2) when the number of such doors (excluding doors at
entrances to shaft tunnels) is greater than one, but does not exceed
five,
(a) where the ship has no passenger spaces below the
bulkhead deck, all the above-mentioned doors may be hand-operated (Class
2);
(b) where the ship has passenger spaces below the bulkhead
deck all the above mentioned doors shall be power-operated (Class 3) and
shall be capable of being simultaneously closed from a central station
situated on the bridge;
(3) in any ship where there are only two such watertight doors
and they are into or within the space containing machinery, the
Administration may allow these two doors to be hand-operated only (Class
2).
(ii) If sliding watertight doors which have sometimes to be open
at sea for the purpose of trimming coal are fitted between bunkers in the
between decks below the bulkhead deck, these doors shall be operated by
power. The opening and closing of these doors shall be recorded in such
log book as may be prescribed by the Administration.
(l) (i) If the Administration is satisfied that such doors are
essential, watertight doors of satisfactory construction may be fitted in
watertight bulkheads dividing cargo between deck spaces. Such doors may be
hinged, rolling or sliding doors but shall not be remotely controlled.
They shall be fitted at the highest level and as far from the shell
plating as practicable, but in no case shall the outboard vertical edges
be situated at a distance from the shell plating which is less than one
fifth of the breadth of the ship, as defined in Regulation 2 of this
Chapter, such distance being measured at right angles to the centre line
of the ship at the level of the deepest subdivision load-line.
(ii) Such doors as shall be closed before the voyage commences and
shall be kept closed during navigation; and the time of opening such doors
in port and of closing them before the ship leaves port shall be entered
in the log book. Should any of the doors be accessible during the voyage,
they shall be fitted with a device which prevents unauthorized opening.
When it is proposed to fit such doors, the number and arrangements shall
receive the special consideration of the Administration.
(m) Portable plates on bulkheads shall not be permitted except in
machinery spaces. Such plates shall always be in place before the ship
leaves port, and shall not be removed during navigation except in case of
urgent necessity. The necessary precautions shall be taken in replacing
them to ensure that the joints shall be watertight.
(n) All watertight doors shall be kept closed during navigation except
when necessarily opened for the working of the ship, and shall always be
ready to be immediately closed.
(o) (i) Where trunk ways or tunnels for access from crew accommodation
to the stokehold, for piping, or for any other purposes are carried
through main transverse watertight bulkheads, they shall be watertight and
in accordance with the requirements of Regulation 16 of this Chapter. The
access to at least one end of each such tunnel or trunkway, if used as a
passage at sea, shall be through a trunk extending watertight to a height
sufficient to permit access above the margin line. The access to the other
end of the trunkway or tunnel may be through a watertight door of the type
required by its location in the ship. Such trunkways or tunnels shall not
extend through the first subdivision bulkhead abaft the collision
bulkhead.
(ii) Where it is proposed to fit tunnels or trunkways for forced
draught, piercing main transverse watertight bulkheads, these shall
receive the special consideration of the Administration.
Regulation 14: Openings in the Shell Plating below the Margin Line
(a) The number of openings in the shell plating shall be reduced to
the minimum compatible with the design and proper working of the ship.
(b) The arrangement and efficiency of the means for closing any
opening in the shell plating shall be consistent with its intended purpose
and the position in which it is fitted and generally to the satisfaction
of the Administration.
(c) (i) If in a between decks, the sills of any sidescuttles are below
a line drawn parallel to the bulkhead deck at side and having its lowest
point 2 1/2 per cent of the breadth of the ship above the deepest
subdivision load-line, all sidescuttles in that between deck shall be of
the non-opening type.
(ii) All sidescuttles the stills of which are below the margin
line, other than those required to be of a non-opening type by
sub-paragraph (i) of this paragraph, shall be of such construction as
will effectively prevent any person opening them without the consent of
the master of the ship.
(iii) (1) Where in a between decks, the sills of any of the
sidescuttles referred to in sub-paragraph (ii) of this paragraph are below
a line drawn parallel to the bulkhead deck at side and having its lowest
point 1.37 metres (4 1/2 feet) plus 2 1/2 per cent of the breadth of the
ship above the water when the ship departs from any port, all the
sidescuttles in that between decks shall be closed watertight and locked
before the ship leaves port, and they shall not be opened before the ship
arrives at the next port. In the application of this sub-paragraph the
appropriate allowance for fresh water may be made when applicable.
(2) The time of opening such sidescuttles in port and of
closing and locking them before the ship leaves port shall be entered in
such log book as may be prescribed by the Administration.
(3) For any ship that has one or more sidescuttles so
placed that the requirements of clause (1) of this sub-paragraph would
apply when she was floating at her deepest subdivision load-line, the
Administration may indicate the limiting mean draught at which these
sidescuttles will have their sills above the line drawn parallel to the
bulkhead deck at side, and having its lowest point 1.37 metres (4 1/2
feet) plus 2 1/2 per cent of the breadth of the ship above the water-line
corresponding to the limiting mean draught, and at which it will therefore
be permissible to depart from port without previously closing and locking
them and to open them at sea on the responsibility of the master during
the voyage to the next port. In tropical zones as defined in the
International Convention respecting Load-Lines in force, this limiting
draught may be increased by 0.305 metres (1 foot)
(d) Efficient hinged inside deadlights arranged so that they can be
easily and effectively closed and secured watertight shall be fitted to
all sidescuttles except that abaft one-eighth of the ship's length from
the forward perpendicular and above a line drawn parallel to the bulkhead
deck at side and having its lowest point at a height of 3.66 metres (12
feet) plus 2 1/2 per cent of the breadth of the ship above the deepest
subdivision load-line, the deadlights may be portable in passenger
accommodation other than that for steerage passengers, unless the
deadlights are required by the International convention respecting
Load-Lines in force to be permanently attached in their proper position.
Such portable deadlights shall be stowed adjacent to the sidescuttles they
serve.
(e) Sidescuttles and their deadlights, which will not be accessible
during navigation, shall be closed and secured before the ship leaves
port.
(f) (i) No sidescuttles shall be fitted in any spaces which are
appropriated exclusively to the carriage of cargo or coal.
(ii) Sidescuttles may, however, be fitted in spaces appropriated
alternatively to the carriage of cargo or passengers, but they shall be of
such construction as will effectively prevent any person opening them or
their deadlights without the consent of the master of the ship.
(iii) If cargo is carried in such spaces, the sidescuttles and
their deadlights shall be closed watertight and locked before the cargo is
shipped and such closing and locking shall be recorded in such log book as
may be prescribed by the Administration.
(g) Automatic ventilating sidescuttles shall not be fitted in the
shell plating below the margin line without the special sanction of the
Administration.
(h) The number of scuppers, sanitary discharges and other similar
openings in the shell plating shall be reduced to the minimum either by
making each discharge serve for as many as possible of the sanitary and
other pipes, or in any other satisfactory manner.
(i) (i) All inlets and discharges in the shell plating shall be fitted
with efficient and accessible arrangements for preventing the accidental
admission of water into the ship. Lead or other heat sensitive materials
shall not be used for pipes fitted outboard of shell valves in inlets or
discharges, or any other application where the deterioration of such pipes
in the event of fire would give rise to danger of flooding.
(ii) (1) Except as provided in sub-paragraph (iii) of this
paragraph, each separate discharge led through the shell plating from
spaces below he margin line shall be provided either with one automatic
non-return valve fitted with a positive means of closing it from above the
bulkhead deck, or, alternatively, with two automatic non-return valves
without such means, the upper of which is so situated above the deepest
subdivision load-line as to be always accessible for examination under
service conditions, and is of a type which is normally closed.
(2) Where a valve with positive means of closing is
fitted, the operating position above the bulkhead deck shall always be
readily accessible, and means shall be provided for indicating whether the
valve is open or closed.
(iii) Main and auxiliary sea inlets and discharges in connexion
with machinery shall be fitted with readily accessible cocks or valves
between the pipes and shell plating or between the pipes and fabricated
boxes attached to the shell plating.
(j) (i) Gangway, cargo and coaling ports fitted below the margin line
shall be of sufficient strength. They shall be effectively closed and
secured watertight before the ship leaves port, and shall be kept closed
during navigation.
(ii) Such ports shall be in no case fitted so as to have their
lowest point below the deepest subdivision load-line.
(k) (i) the inboard opening of each ash-shoot, rubbish-shoot, etc.,
shall be fitted with an efficient cover.
(ii) If the inboard opening is situated below the margin line, the
cover shall be watertight, and in addition an automatic non-return valve
shall be fitted in the shoot in an easily accessible position above the
deepest subdivision load-line. When the shoot is not in use both the cover
and the valve shall be kept closed and secured.
Regulation 15: Construction and Initial Tests of Watertight Doors,Sidescuttles, etc.
(a) (i) The design, materials and construction of all watertight
doors, sidescuttles, gangway, cargo and coaling ports, valves, pipes,
ash-shoots and rubbish-shoots referred to in these Regulation shall be to
the satisfaction of the Administration.
(ii) The frames of vertical watertight doors shall have no groove
at the bottom in which dirt might lodge and prevent the door closing
properly.
(iii) All cocks and valves for sea inlets and discharges below the
bulkhead deck and all fittings outboard of such cocks and valves shall be
made of steel, bronze or other approved ductile material. Ordinary cast
iron or similar materials shall not be used.
(b) Each watertight door shall be tested by water pressure to a head
up to the bulkhead deck. The test shall be made before the ship is put in
service, either before or after the door is fitted.
Regulation 16: Construction and Initial Tests of Watertight Decks,Trunks, etc.
(a) Watertight decks, trunks, tunnels, duct keels and ventilators
shall be of the same strength as watertight bulkheads at corresponding
levels. The means used for making them watertight, and the arrangements
adopted for closing openings in them, shall be to the satisfaction of the
Administration. Watertight ventilators and trunks shall be carried at
least up to the bulkhead deck.
(b) After completion, a hose or flooding test shall be applied to
watertight decks and a hose test to watertight trunks, tunnels and
ventilators.
Regulation 17: Watertight Integrity above the Margin Line
(a) The Administration may require that all reasonable and practicable
measures shall be taken to limit the entry and spread of water above the
bulkhead deck. Such measures may include partial bulkheads or webs. When
partial watertight bulkheads and webs are fitted on the bulkhead deck,
above or in the immediate vicinity of main subdivision bulkheads, they
shall have watertight shell and bulkhead deck connexions so as to restrict
the flow of water along the deck when the ship is in a heeled damaged
condition. Where the partial watertight bulkhead does not line up with the
bulkhead below, the bulkhead deck between shall be made effectively
watertight.
(b) The bulkhead deck or a deck above it shall be weathertight in the
sense that in ordinary sea conditions water will not penetrate in a
downward direction. All openings in the exposed weather deck shall have
coamings of ample height and strength and shall be provided with efficient
means for expeditiously closing them weathertight. Freeing ports, open
rails and/or scuppers shall be fitted as necessary for rapidly clearing
the weather deck of water under all weather condition.
(c) Sidescuttles, gangway, cargo and coaling ports and other means for
closing openings in the shell plating above the margin line shall be of
efficient design and construction and of sufficient strength having regard
to the spaces in which they are fitted and their positions relative to the
deepest subdivision load-line.
(d) Efficient inside deadlights, arranged so that they can be easily
and effectively closed and secured watertight, shall be provided for all
sidescuttles to spaces below the first deck above the bulkhead deck.
Regulation 18: Bilge Pumping Arrangements in Passenger Ships
(a) Ships shall be provided with an efficient bilge pumping plant
capable of pumping from and draining any watertight compartment which is
neither a permanent oil compartment nor a permanent water compartment
under all practicable conditions after a casualty whether the ship is
upright or listed. For this purpose wing suctions will generally be
necessary except in narrow compartments at the ends of the ship, where one
suction may be sufficient. In compartments of unusual form, additional
suctions may be required. Arrangements shall be made whereby water in the
compartment may find its way to the suction pipes. Where in relation to
particular compartments the Administration is satisfied that the provision
of drainage may be undesirable, it may allow such provision to be
dispensed with if calculations made in accordance with the conditions laid
down in paragraph (b) of Regulation 7 of this Chapter show that the safety
of the ship will not be impaired. Efficient means shall be provided for
draining water from insulated holds.
(b) (i) Ships shall have at least three power pumps connected to the
bilge main, one of which may be attached to the propelling unit. Where the
criterion numeral is 30 or more, one additional independent power pump
shall be provided.
(ii) The requirements are summarised in the following table:
|------------------|
| |
| Criterion numeral | Less than 30 | 30 and over |
| |
|------------------|
| |
| Main engine pump (may be | |
| replaced by one independent | |
| pump) | 1 | 1 |
| Independent pumps | 2 | 3 |
| |
|------------------|
(iii) Sanitary, ballast and general service pumps may be accepted
as independent power bilge pumps if fitted with the necessary connexions
to the bilge pumping system.
(c) Where practicable, the power bilge pumps shall be placed in
separate watertight compartments so arranged or situated that these
compartments will not readily be flooded by the same damage. If the
engines and boilers are in two or more watertight compartments, the pumps
available for bilge service shall be distributed throughout these
compartments as far as is possible.
(d) On ships 91.5 metres (300 feet) or more in length of having a
criterion numeral of 30 or more, the arrangements shall be such that at
least one power pump shall be available for use in all ordinary
circumstances in which a ship may be flooded at sea. This requirement will
be satisfied if:
(i) one of the required pumps is an emergency pump of a reliable
submersible type having a source of power situated above the bulkhead
deck; or
(ii) the pumps and their sources of power are so disposed
throughout the length of the ship that under any condition of flooding
which the ship is required to withstand, at least one pump in an
undamaged compartment will be available.
(e) With the exception of additional pumps which may be provided for
peak compartments only, each required bilge pump shall be arranged to draw
water from any space required to be drained by paragraph (a) of this
Regulation.
(f) (i) Each power bilge pump shall be capable of giving a speed of
water through the required main bilge pipe of not less than 122 metres
(400 feet) per minute. Independent power bilge pumps situated in machinery
spaces shall have direct suctions from these spaces, except that not more
than two such suctions shall be required in any one space. Where two or
more such suctions are provided there shall be at least one on the port
side and one on the starboard side. The Administration may require
independent power bilge pumps situated in other spaces to have separate
direct suctions. Direct suctions shall be suitably arranged and those in a
machinery space shall be of a diameter not less than that required for the
bilge main.
(ii) In coal-burning ships there shall be provided in the
stokehold, in addition to the other suctions required by this Regulation,
a flexible suction hose of suitable diameter and sufficient length,
capable of being connected to the suction side of an independent power
pump.
(g) (i) In addition to the direct bilge suction or suctions required
by paragraph (f) of this Regulation there shall be in the machinery space
a direct suction from the main circulating pump leading to the drainage
level of the machinery space and fitted with a non-return valve. The
diameter of this direct suction pipe shall be at least two-thirds of the
diameter of the pump inlet in the case of steamships, and of the same
diameter as the pump inlet in the case of motorships.
(ii) Where in the opinion of the Administration the main
circulating pump is not suitable for this purpose, a direct emergency
bilge suction shall be led from the largest available independent power
driven pump to the drainage level of the machinery space; the suction
shall be of the same diameter as the main inlet of the pump used. The
capacity of the pump so connected shall exceed that of a required bilge
pump by an amount satisfactory to the Administration.
(iii) The spindles of the sea inlet and direct suction valves
shall extend well above the engine room platform.
(iv) Where the fuel is, or may be, coal and there is no watertight
bulkhead between the engines and the boilers, a direct discharge overboard
or alternatively a bypass to the circulating pump discharge, shall be
fitted from any circulating pump used in compliance with a sub-paragraph
(i) of this paragraph.
(h) (i) All pipes from the pumps which are required for draining cargo
or machinery spaces shall be entirely distinct from pipes which may be
used for filling or emptying spaces where water or oil is carried.
(ii) All bilge pipes used in or under coal bunkers or fuel storage
tanks or in boiler or machinery spaces, including spaces in which
oil-settling tanks or oil fuel pumping units are situated, shall be of
steel or other approved material.
(i) The diameter of the bilge main shall be calculated according to
the following formulae provided that the actual internal diameter of the
bilge main may be of the nearest standard size acceptable to the
Administration:
d = 1.68¡ÌL(B + D) + 25
Where: d = internal diameter of the bilge main in millimetres,
L and B are the length and the breadth of the ship in
metres, as defined in Regulation 2 of this Chapter, and
D = moulded depth of the ship to bulkhead deck in metres;
/L(B + D)
d = ¡Ì--- + 1
2,500
where: d = internal diameter of the bilge main in inches,
L and B are the length and the breadth of the ship in feet,
as defined in Regulation 2 of this Chapter, and
D = moulded depth of the ship to bulkhead deck in feet.
The diameter of the bilge branch pipes shall be determined by rules to
be made by the Administration.
(j) The arrangement of the bilge and ballast pumping system shall be
such as to prevent the possibility of water passing from the sea and from
water ballast spaces into the cargo and machinery spaces, or from one
compartment to another. Special provision shall be made to prevent any
deep tank having bilge and ballast connexions being inadvertently run up
from the sea when containing cargo, or pumped out through a bilge pipe
when containing water ballast.
(k) Provision shall be made to prevent the compartment served by any
bilge suction pipe being flooded in the event of the pipe being served, or
otherwise damaged by collision or grounding in any other compartment. For
this purpose, where the pipe is at any part situated nearer the side of
the ship than one-fifth the breadth of the ship (measured at right angles
to the centre line at the level of the deepest subdivision load-line), or
in a duct keel, a non-return valve shall be fitted to the pipe in the
compartment containing the open end.
(l) All the distribution boxes, cocks and valves in connexion with the
bilge pumping arrangements shall be in positions which are accessible at
all times under ordinary circumstances. They shall be so arranged that, in
the event of flooding, one of the bilge pumps may be operative on any
compartment; in addition, damage to a pump or its pipe connecting to the
bilge main outboard of a line drawn at one-fifth of the breadth of the
ship shall not put the bilge system out of action. If there is only one
system of pipes common to all the pumps, the necessary cocks or valves
for controlling the bilge suctions must be capable of being operated from
above the bulkhead deck. Where in addition to the main bilge pumping
system an emergency bilge pumping system is provided, it shall be
independent of the main system and so arranged that a pump is capable of
operating on any compartment under flooding conditions; in that case only
the cocks and valves necessary for the operation of the emergency system
need be capable of being operated from above the bulkhead deck.
(m) All cocks and valves mentioned in paragraph (l) of this Regulation
which can be operated from above the bulkhead deck shall have their
controls at their place of operation clearly marked and provided with
means to indicate whether they are open or closed.
Regulation 19: Stability Information for Passenger Ships and CargoShips *
[* Reference is made to the Recommendation on Intact Stability for
Passenger and Cargo ships under 100 metres in length, adopted by the
Organization by Resolution A.167(ES.IV) and Amendments to this
Recommendation adopted by the Organization by Resolution A.206(VII).]
(a) Every passenger ship and cargo ship shall be inclined upon its
completion and the elements of its stability determined. The master shall
be supplied with such reliable information as is necessary to enable him
by rapid and simple processes to obtain accurate guidance as to the
stability of the ship under varying conditions of service, and a copy
shall be furnished to the Administration.
(b) Where any alternations are made to a ship so as to materially
affect the stability information supplied to the master, amended stability
information shall be provided. If necessary the ship shall be re-inclined.
(c) The Administration may allow the inclining test of an individual
ship to be dispensed with provided basic stability data are available from
the inclining test of a sister ship and it is shown to the satisfaction of
the Administration that reliable stability information for the exempted
ship can be obtained from such basic data.
(d) The Administration may also allow the inclining test of an
individual ship or class of ships, especially designed for the carriage of
liquids or ore in bulk, to be dispensed with when reference to existing
data for similar ships clearly indicates that due to the ship's
proportions and arrangements more than sufficient metacentric height will
be available in all probable loading conditions.
Regulation 20: Damage Control Plans
There shall be permanently exhibited, for the guidance of the officer
in charge of the ship, plans showing clearly for each deck and hold the
boundaries of the watertight compartments, the openings therein with the
means of closure and position of any controls thereof, and the
arrangements for the correction of any list due to flooding. In addition,
booklets containing the aforementioned information shall be made available
to the officers of the ship.
Regulation 21: Marking, Periodical Operation and Inspection ofWatertight Doors, etc.
(a) This Regulation applies to new and existing ships.
(b) Drills for the operating of watertight doors, sidescuttles, valves
and closing mechanisms of scuppers, ash-shoots and rubbish-shoots shall
take place weekly. In ships in which the voyage exceeds one week in
duration a complete drill shall be held before leaving port, and others
thereafter at least once a week during the voyage. In all ships all
watertight power doors and hinged doors, in main transverse bulkheads, in
use at sea, shall be operated daily.
(c) (i) The watertight doors and all mechanisms and indicators
connected therewith, all valves the closing of which is necessary to make
a compartment watertight, and all valves the operation of which is
necessary for damage control cross connexions shall be periodically
inspected at sea at least once a week.
(ii) Such valve, doors and mechanisms shall be suitably marked to
ensure that they may be properly used to provide maximum safety.
Regulation 22: Entries in Log
(a) This Regulation applies to new and existing ships.
(b) Hinged doors, portable plates, sidescuttles, gangway, cargo and
coaling ports and other openings, which are required by these Regulations
to be kept closed during navigation, shall be closed before the ship
leaves port. The time of closing and the time of opening (if permissible
under these Regulations) shall be recorded in such log book as may be
prescribed by the Administration.
(c) A record of all drills and inspections required by Regulation 21
of this Chapter shall be entered in the log book with an explicit record
of any defects which may be disclosed.
PART C. MACHINERY AND ELECTRICAL INSTALLATIONS *
[* Reference is made to the Recommendation on Safety Measures for
Periodically Unattended Machinery Spaces of Cargo Ships additional to
those normally considered necessary for an Attended Machinery Space,
adopted by the Organization by Resolution A.211(VII).] (Part C applies to
passenger ships and cargo ships)
Regulation 23: General
(a) Electrical installations in passenger ships shall be such that:
(i) services essential for safety will be maintained under various
emergency conditions; and
(ii) the safety of passengers, crew and ship from electrical
hazards will be assured.
(b) Cargo ships shall comply with Regulation 26, 27, 28, 29, 30 and 32
of this Chapter.
Regulation 24: Main Source of Electrical Power in Passenger Ships
(a) Every passenger ship, the electrical power of which constitutes
the only means of maintaining the auxiliary services indispensable for the
propulsion and the safety of the ship, shall be provided with at least
two main generating sets. The power of these sets shall be such that it
shall still be possible to ensure the functioning of the services referred
to in subparagraph (a) (i) of Regulation 23 of this Chapter in the event
of any one of these generating sets being stopped.
(b) In a passenger ship where there is only one main generating
station, the main switchboard shall be located in the same main fire zone.
Where there is more than one main generating station, it is permissible to
have only one main switchboard.
Regulation 25: Emergency Source of Electrical Power in PassengerShips
(a) There shall be above the bulkhead deck and outside the machinery
casings a self-contained emergency source of electrical power. Its
location in relation to the main source or sources of electrical power
shall be such as to ensure to the satisfaction of the Administration that
a fire or other casualty to the machinery space as defined in paragraph
(h) of Regulation 2 of this Chapter will not interfere with the supply or
distribution of emergency power. It shall not be forward of the collision
bulkhead.
(b) The power available shall be sufficient to supply all those
services that are, in the opinion of the Administration, necessary for the
safety of the passengers and the crew in an emergency, due regard being
paid to such services as may have to be operated simultaneously. Special
consideration shall be given to emergency lighting at every boat station
on deck and oversides, in all alleyways, stairways and exits, in the
machinery spaces and in the control stations as defined in paragraph (r)
of Regulation 3 of Chapter II-2, to the sprinkler pump, to navigation
lights, and to the daylight signalling lamp if operated from the main
source of power. The power shall be adequate for a period of 36 hours,
except that, in the case of ships engaged regularly on voyages of short
duration, the Administration may accept a lesser supply if satisfied that
the same standard of safety would be attained.
(c) The emergency source of power may be either:
(i) a generator driven by a suitable prime-mover with an
independent fuel supply and with approved starting arrangements; the fuel
used shall have a flashpoint of not less than 43 ¡æ (110 ¡ãF); or
(ii) an accumulator (storage) battery capable of carrying the
emergency load without recharging or excessive voltage drop.
(d) (i) Where the emergency source of power is a generator there shall
be provided a temporary source of emergency power consisting of an
accumulator battery of sufficient capacity:
(1) to supply emergency lighting continuously for half an
hour;
(2) to close the watertight doors (if electrically operated)
but not necessarily to close them all simultaneously;
(3) to operate the indicators (if electrically operated) which
show whether power-operated watertight doors are open or closed; and
(4) to operate the sound signals (if electrically operated)
which give warning that power-operated watertight doors are about to
close.
The arrangements shall be such that the temporary source of
emergency power will come into operation automatically in the event of
failure of the main electrical supply.
(ii) Where the emergency source of power is an accumulator
battery, arrangements shall be made to ensure that emergency lighting will
automatically come into operation in the event of failure of the main
lighting supply.
(e) An indicator shall be mounted in the machinery space, preferably
on the main switchboard, to indicate when any accumulator battery fitted
in accordance with this Regulation is being discharged.
(f) (i) The emergency switchboard shall be installed as near as is
practicable to the emergency source of power.
(ii) Where the emergency source of power is a generator, the
emergency switchboard shall be located in the same space as the emergency
source of power, unless the operation of the emergency switchboard would
thereby be impaired.
(iii) No accumulator battery fitted in accordance with this
Regulation shall be installed in the same space as the emergency
switchboard.
(iv) The Administration may permit the emergency switchboard to be
supplied from the main switchboard in normal operation.
(g) Arrangements shall be such that the complete emergency
installation will function when the ship is inclined 22 1/2 degrees and/or
when the trim of the ship is 10 degrees.
(h) Provision shall be made for the periodic testing of the emergency
source of power and the temporary source of power, if provided, which
shall include the testing of automatic arrangements.
Regulation 26: Emergency Source of Electrical Power in Cargo Ships
(a) Cargo ships of 5,000 Tons Gross Tonnage and upwards
(i) In cargo ships of 5,000 tons gross tonnage and upwards there
shall be a self-contained emergency source of power, located to the
satisfaction of the Administration above the uppermost continuous deck and
outside the machinery casings, to ensure its functioning in the event of
fire or other casualty causing failure to the main electrical
installation.
(ii) The power available shall be sufficient to supply all those
services which are, in the opinion of the Administration, necessary for
the safety of all on board in an emergency, due regard being paid to such
services as may have to be operated simultaneously. Special consideration
shall be given to:
(1) emergency lighting at every boat station on deck and
oversides, in all alleyways, stairways and exits, in the main machinery
space and main generating set space, on the navigating bridge and in the
chartroom;
(2) the general alarm; and
(3) navigation lights if solely electric, and the daylight
signalling lamp if operated by the main source of electrical power.
The power shall be adequate for a period of 6 hours.
(iii) The emergency source of power may be either:
(1) an accumulator (storage) battery capable of carrying the
emergency load without recharging or excessive voltage drop; or
(2) a generator driven by a suitable prime-mover with an
independent fuel supply and with starting arrangements to the satisfaction
of the Administration. The fuel used shall have a flashpoint of not less
than 43¡æ (110 ¡ãF).
(iv) Arrangements shall be such that the complete emergency
installation will function when the ship is inclined 22 1/2 degrees and/or
when the trim of the ship is 10 degrees.
(v) Provision shall be made for the periodic testing of the
complete emergency installation.
(b) Cargo ships of less than 5,000 Tons Gross Tonnage
(i) In cargo ships of less than 5,000 tons gross tonnage there
shall be a self-contained emergency source of power located to the
satisfaction of the Administration, and capable of supplying the
illumination at launching stations and stowage positions of survival craft
prescribed in sub-paragraphs (a) (ii), (b) (ii) and (b) (iii) of
Regulation 19 of Chapter III, and in addition such other services as the
Administration may require, due regard being paid to Regulation 38 of
Chapter III.
(ii) The power available shall be adequate for a period of at
least 3 hours.
(iii) These ships shall also be subject to sub-paragraphs (iii),
(iv), and (v) of paragraph (a) of this Regulation.
Regulation 27: Precaution against Shock, Fire and other Hazards ofElectrical Origin
(a) Passenger Ships and Cargo Ships
(i) (1) All exposed metal parts of electrical machines or
equipment which are not intended to be "live" but are liable to become
"live" under fault conditions, shall be earthed (grounded); and all
electrical apparatus shall be so constructed and so installed that danger
of injury in ordinary handling shall not exist.
(2) Metal frames of all portable electric lamps, tools and
similar apparatus, supplied as ship's equipment and rated in excess of a
safety voltage to be prescribed by the Administration shall be earthed
(grounded) through a suitable conductor, unless equivalent provisions are
made such as by double insulation or by an isolating transformer. The
Administration may require additional special precautions for electric
lamps, tools or similar apparatus for use in damp spaces.
(ii) Main and emergency switchboards shall be so arranged as to
give easy access back and front, without danger to attendants. The sides
and backs and, where necessary, the fronts of switchboards shall be
suitably guarded. There shall be non-conducting mats or gratings front and
rear where necessary. Exposed current-carrying parts at voltages to earth
(ground) exceeding a voltage to be specified by the Administration shall
not be installed on the face of any switchboard or control panel.
(iii) (1) Where the hull return system of distribution is used,
special precautions shall be taken to the satisfaction of the
Administration.
(2) Hull return shall not be used in tankers.
(iv) (1) All metal sheaths and armour of cables shall be
electrically continuous and shall be earthed (grounded).
(2) Where the cables are neither sheathed nor armoured and
there might be a risk of fire in the event of an electrical fault,
precautions shall be required by the Administration.
(v) Lighting fittings shall be arranged to prevent temperature
rises that would be injurious to the wiring, and to prevent surrounding
material from becoming excessively hot.
(vi) Wiring shall be supported in such a manner as to avoid
chafing or other injury.
(vii) Each separate circuit shall be protected against short
circuit. Each separate circuit shall also be protected against overload,
except in accordance with Regulation 30 of this Chapter or where the
Administration grants an exemption. The current-carrying capacity of each
circuit shall be permanently indicated, together with the rating or
setting of the appropriate overload protective device.
(viii) Accumulator batteries shall be suitably housed, and
compartments used primarily for their accommodation shall be properly
constructed and efficiently ventilated.
(b) Passenger Ships only
(i) Distribution systems shall be so arranged that fire in any
main fire zone will not interfere with essential services in any other
main fire zone. This requirement will be met if main and emergency feeders
passing through any zone are separated both vertically and horizontally as
widely as is practicable.
(ii) Electric cables shall be of a flame retarding type to the
satisfaction of the Administration. The Administration may require
additional safeguards for electric cables in particular spaces of the ship
with a view to the prevention of fire or explosion.
(iii) In spaces where inflammable mixtures are liable to collect,
no electrical equipment shall be installed unless it is of a type which
will not ignite the mixture concerned, such as flameproof (explosion
proof) equipment.
(iv) A lighting circuit in a bunker or hold shall be provided with
an isolating switch outside the space.
(v) Joints in all conductors except for low voltage communication
circuits shall be made only in junction or outlet boxes. All such boxes or
wiring devices shall be so constructed as to prevent the spread of fire
from the box or device. Where splicing is employed it shall only be by an
approved method such that it retains the original mechanical and
electrical properties of the cable.
(vi) Wiring systems for interior communications essential for
safety and for emergency alarm systems shall be arranged to avoid galleys,
machinery spaces and other enclosed spaces having a high risk of fire
except in so far as it is necessary to provide communication or to give
alarm within those spaces. In the case of ships the construction and small
size of which do not permit of compliance with these requirements,
measures satisfactory to the Administration shall be taken to ensure
efficient protection for these wiring systems where they pass through
galleys, machinery spaces and other enclosed spaces having a high risk of
fire.
(c) Cargo Ships only
Devices liable to arc shall not be installed in any compartment
assigned principally to accumulator batteries unless the devices are
flameproof (explosion proof).
Regulation 28: Means of Going Astern
(a) Passenger Ships and Cargo Ships
Ships shall have sufficient power for going astern to secure proper
control of the ship in all normal circumstances.
(b) Passenger Ships only
The ability of the machinery to reverse the direction of thrust of the
propeller in sufficient time, under normal manoeuvring conditions, and so
to bring the ship to rest from maximum ahead service speed shall be
demonstrated at the initial survey.
Regulation 29: Steering Gear*
[* Reference is made to the Recommendation on Steering Gear for Large
Ships, adopted by the Organization by Resolution A.210 (VII).]
(a) Passenger Ship and Cargo Ship
(i) Ships shall be provided with a main steering gear and an
auxiliary steering gear to the satisfaction of the Administration.
(ii) The main steering gear shall be of adequate strength and
sufficient to steer the ship at maximum service speed. The main steering
gear and rudder stock shall be so designed that they are not damaged at
maximum astern speed.
(iii) The auxiliary steering gear shall be of adequate strength
and sufficient to steer the ship at navigable speed and capable of being
brought speedily into action in an emergency.
(iv) The exact position of the rudder, if power-operated, shall be
indicated at the principal steering station.
(b) Passenger Ships only
(i) The main steering gear shall be capable of putting the rudder
over from 35 degrees on one side to 35 degrees on the other side with the
ship running ahead at maximum service speed. The rudder shall be capable
of being put over from 35 degrees on either side to 30 degrees on the
other side in 28 seconds at maximum service speed.
(ii) The auxiliary steering gear shall be operated by power in any
case in which the Administration would require a rudder stock of over
228.6 millimetres (9 inches) diameter in way of the tiller.
(iii) Where main steering gear power units and their connexions
are fitted in duplicate to the satisfaction of the Administration, and
each power unit enables the steering gear to meet the requirements of
sub-paragraph (i) of this paragraph, no auxiliary steering gear need be
required.
(iv) Where the Administration would require a rudder stock with a
diameter in way of the tiller exceeding 228.6 millimetres (9 inches) there
shall be provided an alternative steering station located to the
satisfaction of the Administration. The remote steering control systems
from the principal and alternative steering station shall be so arranged
to the satisfaction of the Administration that failure of either system
would not result in inability to steer the ship by means of the other
system.
(v) Means satisfactory to the Administration shall be provided to
enable orders to be transmitted from the bridge to the alternative
steering station.
(c) Cargo Ships only
(i) The auxiliary steering gear shall be operated by power in any
case in which the Administration would require a rudder stock of over
355.6 millimetres (14 inches) diameter in way of the tiller.
(ii) Where power-operated steering gear units and connexions are
fitted in duplicate to the satisfaction of the Administration, and each
unit complies with sub-paragraph (iii) of paragraph (a) of this
Regulation, no auxiliary steering gear need be required, provided that
the duplicate units and connexions operating together comply with
sub-paragraph (ii) of paragraph (a) of this Regulation.
Regulation 30: Electric and Electrohydraulic Steering Gear*
[* Reference is made to the Recommendation on Steering Gear for Large
Ships, adopted by the Organization by Resolution A.210(VII).]
(a) Passenger Ships and Cargo Ships
Indicators for running indication of the motors of electric and
electrohydraulic steering gear shall be installed in a suitable location
to the satisfaction of the Administration.
(b) All Passenger Ships (irrespective of tonnage) and Cargo Ships of
5,000 Tons Gross Tonnage and upwards
(i) Electric and electrohydraulic steering gear shall be served by
two circuits fed from the main switchboard. One of the circuits may pass
through the emergency switchboard, if provided. Each circuit shall have
adequate capacity for supplying all the motors which are normally
connected to it and which operate simultaneously. If transfer arrangements
are provided in the steering gear room to permit either circuit to supply
any motor or combination of motors, the capacity of each circuit shall be
adequate for the most severe load condition. The circuits shall be
separated throughout their length as widely as is practicable.
(ii) Short circuit protection only shall be provided for these
circuits and motors.
(c) Cargo Ships of less than 5,000 Tons Gross Tonnage
(i) Cargo ships in which electrical power is the sole source of
power for both main and auxiliary steering gear shall comply with
sub-paragraphs (i) and (ii) of paragraph (b) of this Regulation, except
that if the auxiliary steering gear is powered by a motor primarily
intended for other services, paragraph (b) (ii) may be waived, provided
that the Administration is satisfied with the protection arrangements.
(ii) Short Circuit protection only shall be provided for motors
and power circuits of electrically or electrohydraulically operated main
steering gear.
Regulation 31: Location of Emergency Installations in PassengerShips
The emergency source of electrical power, emergency fire pumps,
emergency bilge pumps, batteries of carbon dioxide bottles for fire
extinguishing purposes and other emergency installations which are
essential for the safety of the ship shall not be installed in a passenger
ship forward of the collision bulkhead.
Regulation 32: Communication between Bridge and Engine Room
Ships shall be fitted with two means of communicating orders from the
bridge to the engine room. One means shall be an engine room telegraph.
CHAPTER II-2 CONSTRUCTION-FIRE PROTECTION, FIRE DETECTION AND FIREEXTINCTION
PART A GENERAL*
[* See IMCO Recommendations concerning Fire Safety Requirements for
Cargo Ships contained in Resolution A.327 (IX) of November 12, 1975 as
well as Resolution A.417 (XI) of November 15, 1979 reproduced after the
Convention.]
Regulation 1: Application
(a) For the purpose of this Chapter:
(i) A new passenger ship is a passenger ship the keel of which is
laid or which is at a similar stage of construction on or after the date
of coming into force of the present Convention, or a cargo ship which is
converted to a passenger ship on or after that date, all other passenger
ships being considered as existing ships.
(ii) A new cargo ship is a cargo ship the keel of which is laid or
which is at a similar stage of construction on or after the date of coming
into force of the present Convention.
(iii) A ship which undergoes repairs, alterations, modifications
and outfitting related thereto shall continue to comply with at least the
requirements previously applicable to the ship. An existing ship in such a
case shall not as a rule comply to a lesser extent with the requirements
for a new ship than it did before. Repairs, alternations and
modifications of a major character and outfitting related thereto should
meet requirements for a new ship in so far as the Administration deems
reasonable and practicable.
(b) Unless expressly provided otherwise:
(i) Regulation 4 to 16 of Part A of this Chapter apply to new
ships.
(ii) Part B of this Chapter applies to new passenger ships
carrying more than 36 passengers.
(iii) Part C of this Chapter applies to new passenger ships
carrying not more than 36 passengers.
(iv) Part D of this Chapter applies to new cargo ships.
(v) Part E of this Chapter applies to new tankers.
(c) (i) Part F of this Chapter applies to existing passenger ships
carrying more than 36 passengers.
(ii) Existing passenger ships carrying not more than 36 passengers
and existing cargo ships shall comply with following:
(1) for ships the keels of which were laid or which were at a
similar stage of construction on or after the date of coming into force of
the International Convention for the Safety of Life at Sea, 1960, the
Administration shall ensure that the requirements which were applied under
Chapter II of that Convention to new ships as defined in that Chapter are
complied with;
(2) for ships the keels of which were laid or which were at a
similar stage of construction on or after the date of coming into force of
the International Convention for the Safety of Life at Sea, 1948, but
before the date of coming into force of the International Convention for
the Safety of Life at Sea, 1960, the Administration shall ensure that the
requirements which were applied under Chapter II of the 1948 Convention to
new ships as defined in that Chapter are complied with;
(3) for ships the keels of which were laid or which were at a
similar stage of construction before the date of coming into force of the
International Convention for the Safety of Life at Sea, 1948, the
Administration shall ensure that the requirements which were applied under
Chapter II of that Convention to existing ships as defined in that Chapter
are complied with.
(d) For any existing ship as defined in the present Convention the
Administration, in addition to applying the requirements of sub-paragraph
(c) (i) of this Regulation, shall decide which of the requirements of this
Chapter not contained in Chapter II of the 1948 and 1960 Conventions shall
be applied.
(e) The Administration 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 belonging to
its country which, in the course of their voyage, do not proceed more than
20 miles from the nearest land.
(f) 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, if satisfied that it is
impracticable to enforce compliance with the requirements of this Chapter,
may exempt such ships, when they belong to its country, from those
requirements, provided that they comply fully with the provisions of:
(i) the Rules annexed to the Special Trade Passenger Ships
Agreement, 1971, and
(ii) the Rules annexed to the Protocol on Space Requirements for
Special Trade Passenger Ships, 1973, when it comes into force.
Regulation 2: Basic Principles
The purpose of this Chapter is to require the fullest practicable
degree of fire protection, fire detection and fire extinction in ships.
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:
(a) division of ship into main vertical zones by thermal and
structural boundaries;
(b) separation of accommodation spaces from the remainder of the ship
by thermal and structural boundaries;
(c) restricted used of combustible materials;
(d) detection of any fire in the zone of origin;
(e) containment and extinction of any fire in the space of origin;
(f) protection of means of escape or access for fire fighting;
(g) ready availability of fire-extinguishing appliances;
(h) minimization of possibility of ignition of inflammable * cargo
vapour.
[* "Inflammable" has the same meaning as "flammable."]
Regulation 3: Definitions
For the purpose of this Chapter, unless expressly provided otherwise:
(a) "Non-combustible material" means a material which neither burns
nor gives off inflammable vapour in sufficient quantity for self-ignition
when heated to approximately 750¡æ (1,382 ¡ãF) 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 Recommendation on Test Method for Qualifying
Marine Construction Materials as Non-Combustible, adopted by the
Organization by Resolution A.270 (VIII).]
(b) "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-temperature curve. The
specimen shall have an exposed surface of not less than 4.65 square metres
(50 square feet) and height (or length of deck) of 2.44 metres (8 feet)
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 points:
at the end of the first 5 minutes - 538 ¡æ (1,000 ¡ãF)
at the end of the first 10 minutes - 704¡æ (1,300 ¡ãF)
at the end of the first 30 minutes - 843¡æ (1,550 ¡ãF)
at the end of the first 60 minutes - 927¡æ (1,700 ¡ãF)
(c) " `A' Class Divisions" are those divisions formed by bulkheads and
decks which comply with the following:
(i) they shall be constructed of steel or other equivalent
material;
(ii) they shall be suitably stiffened;
(iii) 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;
(iv) 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 (250 ¡ãF) above the original temperature, nor will
the temperature at any one point, including any joint, rise more than 180
¡æ (325 ¡ãF) 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
(v) 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).]
(d) " `B' Class Divisions" are those divisions formed by bulkheads,
decks, ceilings or linings which comply with the following:
(i) they shall be so constructed as to be capable of preventing
the passage of flame to the end of the first one-half hour of the standard
fire test;
(ii) they shall have an insulation value such that the average
temperature of the unexposed side will not rise more than 139¡æ (250 ¡ãF)
above the original temperature, nor will the temperature at any one
point, including any joint, rise more than 225 ¡æ (405 ¡ãF) above the
original temperature, within the time listed below:
Class "B-15" 15 minutes
Class "B-0" 0 minutes
(iii) 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, except where in accordance
with Parts C and D of this Chapter the use of combustible material is not
precluded, in which case it shall comply with the temperature rise
limitation specified in sub-paragraph (ii) of this paragraph up to the end
of the first one-half hour of the standard fire test;
(iv) 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).]
(e) " `C' Class Divisions" shall be constructed of approved
non-combustible materials. They need meet no requirements relative to the
passage of smoke and flame nor the limiting of temperature rise.
(f) "Continuous `B' Class Ceilings or Linings" are those `B' Class
ceilings or linings which terminate only at an "A" or "B" Class division.
(g) "Steel or Other Equivalent Material". Where the words "steel or
other equivalent material" occur, "equivalent material" means any material
which, by itself or due to insulation provided, has structural and
integrity properties equivalent to steel at the end of the applicable fire
exposure to the standard fire test (e.g., aluminium alloy with appropriate
insulation).
(h) "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.
(i) "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 one deck does not in general exceed 40 metres
(131 feet).
(j) "Accommodation Spaces" are those used for public spaces,
corridors, lavatories, cabins, offices, crew quarters, barber shops,
isolated pantries and lockers and similar spaces.
(k) "Public Spaces" are those portions of the accommodation which are
used for halls, dining rooms, lounges and similar permanently enclosed
spaces.
(l) "Service Spaces" are those used for galleys, main pantries, stores
(except isolated pantries and lockers), mail and specie rooms, workshops
other than those forming part of machinery spaces, and similar spaces and
trunks to such spaces.
(m) "Cargo Spaces" are all spaces used for cargo (including cargo oil
tanks) and trunks to such spaces.
(n) "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 now propulsion, into and from which such vehicles
can be driven and to which passengers have access.
(o) "Machinery spaces of Category A" are all spaces which contain:
(i) internal combustion type machinery used either for main
propulsion purposes, or for other purposes where such machinery has in the
aggregate a total power output of not less than 373 kW, or
(ii) any oil-fired boiler or oil fuel unit, and trunks to such
spaces.
(p) "Machinery Spaces" are all machinery spaces of Category A and all
other spaces containing propelling machinery, boilers, oil fuel units,
steam and internal combustion engines, generators and major electrical
machinery, oil filling station, refrigerating, stabilizing, ventilation
and air conditioning machinery, and similar spaces; and trunks to such
spaces.
(q) "Oil Fuel Unit" means 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 dealing with oil
at a pressure more than 1.8 kilogrammes per square centimetre (25 pounds
per square inch) gauge.
(r) "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.
(s) "Rooms containing Furniture and Furnishings of Restricted Fire
Risk" are, for the purpose of Regulation 20 of this Chapter, those rooms
containing furniture and furnishings of restricted fire risk (whether
cabins, public spaces, offices or other types of accommodation) in which:
(i) 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 millimetres
(1/12 inch) may be used on the working surface of such articles;
(ii) all free-standing furniture such as chairs, sofas, tables, is
constructed with frames of non-combustible materials;
(iii) 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
weighing 0.8 kilogrammes per square metre (24 ounces per square yard);
(iv) 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 woolen material used for the same
purpose; and
(v) all exposed surfaces of bulkheads, linings and ceilings have
low flame-spread characteristics.
(t) "Bulkhead deck" is the uppermost deck up to which the transverse
watertight bulkheads are carried.
(u) "Deadweight' is the difference in metric tons 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.
(v) "Lightweight" is the displacement of a ship in metric tons without
cargo, fuel, lubricating oil, ballast water, fresh water and feedwater in
tanks, consumable stores, together with passengers, and crew and their
effects.
(w) "Combination carrier" is a tanker designed to carry oil or
alternatively solid cargoes in bulk.
Regulation 4: Fire Control Plans
There shall be permanently exhibited in all new and existing ships for
the guidance of the ship's officers general arrangement plans showing
clearly for each deck the control stations, the various fire sections
enclosed by "A" Class divisions, the sections enclosed by "B" Class
divisions (if any), together with particulars of the fire alarms,
detecting systems, the sprinkler installation (if any), the
fire-extinguishing appliances, means of access to different compartments,
decks, etc., and the ventilating system including particulars of the fan
control positions, the position of dampers and identification numbers of
the ventilating fans serving each section. Alternatively, at the
discretion of the Administration, the aforementioned details may be set
out in a booklet, a copy of which shall be supplied to each officer, and
one copy at all times shall be available on board in an accessible
position. Plans and booklets shall be kept up to date, any alterations
being recorded thereon as soon as practicable. Description in such plans
and booklets shall be in the national language. If the language is neither
English nor French, a translation into one of those languages shall be
included. In addition, instructions concerning the maintenance and
operation of all the equipment and installations on board for the fighting
and containment of fire shall be kept under one cover, readily available
in an accessible position.
Regulation 5: Fire Pumps, Fire Mains, Hydrants and Hoses
(a) Total Capacity of Fire Pumps
(i) In a passenger ship, the required fire pumps shall be capable
of delivering for firefighting purposes a quantity of water, at the
appropriate pressure prescribed below, not less than two-thirds of the
quantity required to be dealt with by the bilge pumps when employed for
bilge pumping.
(ii) In a cargo ship, the required fire pumps, other than the
emergency pump (if any), shall be capable of delivering for fire-fighting
purposes a quantity of water, at the appropriate pressure prescribed, not
less than four-thirds of the quantity required under Regulation 18 of
Chapter II-1 to be dealt with by each of the independent bilge pumps in a
passenger ship of the same dimensions when employed on bilge pumping,
provided that in no cargo ship need the total required capacity of the
fire pumps exceed 180 cubic metres per hour.
(b) Fire Pumps
(i) The fire pumps shall be independently driven. 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 fuel oil,
suitable change-over arrangements are fitted.
(ii) (1) In passenger ships carrying more than 36 passengers, each
of the required fire pumps shall have a capacity not less than 80 per cent
of the total required capacity divided by the minimum number of required
fire pumps 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.
(2) In all other types of ships, each of the required fire
pumps (other than any emergency pump required by Regulation 52 of this
Chapter) shall have a capacity not less than 80 per cent of the total
required capacity divided by the number of required fire pumps, and shall
in any event be capable of supplying the fire main system under the
required conditions.
Where more pumps than required are installed their capacity shall
be to the satisfaction of the Administration.
(iii) Relief valves shall be provided in conjunction with all fire
pumps if the pumps are capable of developing a pressure exceeding the
design pressure of the water service pipes, hydrants and hoses. These
valves shall be so placed and adjusted as to prevent excessive pressure in
any part of the fire main system.
(c) Pressure in the Fire Main
(i) The diameter of the fire main and water service pipes shall be
sufficient for the effective distribution of the maximum required
discharge from two fire pumps operating simultaneously, except that in the
case of cargo ships the diameter need only be sufficient for the discharge
of 140 cubic metres per hour.
(ii) With the two pumps simultaneously delivering through nozzles
specified in paragraph (g) of this Regulation the quantity of water
specified in sub-paragraph (i) of this paragraph, through any adjacent
hydrants, the following minimum pressures shall be maintained at all
hydrants:
Passenger ships:
|--------------------
|4,000 tons gross tonnage and 3.2 kilogrammes per square centimetre
|upwards (45 pounds per square inch)
|--------------------
|1,000 tons gross tonnage and 2.8 kilogrammes per square centimetre
|upwards but under 4,000 tons gross (40 pounds per square inch)
|tonnage
|--------------------
|Under 1,000 tons gross tonnage To the satisfaction of the Administration
|Cargo ships:
|--------------------
|6,000 tons gross tonnage and upwards 2.8 kilogrammes per square centimetre
| (40 pounds per square inch)
|--------------------
|1,000 tons gross tonnage and 2.6 kilogrammes per square centimetre
|upwards but under 6,000 tons gross (37 pounds per square inch)
|tonnage
|--------------------
|Under 1,000 tons gross tonnage To the satisfaction of the Administration
|--------------------
(d) Number and Positions of Hydrants
The number and position of the hydrants shall be such that at least
two jets of water not emanating from the same hydrant, one of which shall
be from a single length of hose, may reach any part of the ship normally
accessible to the passengers or crew while the ship is being navigated.
(e) Pipes and Hydrants
(i) Materials readily rendered ineffective by heat shall not be
used for fire mains and hydrants unless adequately protected. The pipes
and hydrants shall be so placed that the fire hoses may be easily coupled
to them. In ships where deck cargo may be carried, the positions of the
hydrants shall be such that they are always readily accessible and the
pipes shall be arranged as far as practicable to avoid risk of damage by
such cargo. Unless there is provided one hose and nozzle for each hydrant
in the ship, there shall be complete interchangeability of hose couplings
and nozzles.
(ii) A cock or valve shall be fitted to serve each fire hose so
that any fire hose may be removed while the fire pumps are at work.
(f) Fire Hoses
Fire hoses shall be of material approved by the Administration and
sufficient in length to project a jet of water to any of the spaces in
which they may be required to be used. Their maximum length shall be to
the satisfaction of the Administration. Each hose shall be provided with a
nozzle and the necessary couplings. Hoses specified in this Chapter as
"fire hoses" shall together with any necessary fittings and tools be kept
ready for use in conspicuous positions near the water service hydrants or
connexions. Additionally in interior locations in passenger ships carrying
more than 36 passengers, fire hoses shall be connected to the hydrants at
all times.
(g) Nozzles
(i) For the purposes of this Chapter, standard nozzle sizes shall
be 12 millimetres (1/2 inch), 16 millimetres (5/8 inch) and 19 millimetres
(3/4 inch) or as near thereto as possible. Larger diameter nozzles may be
permitted at the discretion of the Administration.
(ii) For accommodation and service spaces, a nozzle size greater
than 12 millimetres (1/ 2 inch) need not be used.
(iii) For machinery spaces and exterior locations, the nozzle size
shall be such as to obtain the maximum discharge possible from two jets at
the pressure mentioned in paragraph (c) of this Regulation from the
smallest pump, provided that a nozzle size greater than 19 millimetres
(3/4 inch) need not be used.
(iv) For machinery spaces or in similar spaces where the risk of
spillage of oil exists, the nozzles shall be suitable for spraying water
on oil or alternatively shall be of a dual purpose type.
(h) International Shore Connexion
Standard dimensions of flanges for the international shore connexion
required in this Chapter to be installed in the ship shall be in
accordance with the following table:
|---------------------------
| Description | Dimension |
|--------|-------------------|
| Outside diameter | 178 millimetres (7 inches) |
|--------|-------------------|
| Inner diameter | 64 millimetres (2 1/2 inches) |
|--------|-------------------|
| Bolt circle diameter | 132 millimetres (5 1/4 inches) |
|--------|-------------------|
| 4 holes 19 millimetres (3/4 inch) in diameter equidistantly |
| Slots in flange | placed on a bolt circle of the above diameter, slotted to the |
| flange periphery |
|--------|-------------------|
| Flange thickness | 14.5 millimetres (9/16 inch) minimum |
|--------|-------------------|
| 4, each of 16 millimetres (5/8 inch) diameter, 50 millimetres |
| Bolts and nuts |
| (2 inches) in length |
|---------------------------
The connexion shall be constructed of material suitable for 10.5
kilogrammes per square centimetre (150 pounds per square inch) service.
The flange shall have a flat face on one side and the other shall have
permanently attached thereto a coupling that will fit the ship's hydrant
and hose. The connexion shall be kept aboard the ship together with a
gasket of any material suitable for 10.5 kilogrammes per square centimetre
(150 pounds per square inch) service, together with four 16 millimetre
(5/8 inch) bolts, 50 millimetres (2 inches) in length and eight washers.
Regulation 6: Miscellaneous Items
(a) Electric radiators, if used, shall be fixed in position and so
constructed as to reduce fire risks to a minimum. No such radiators shall
be fitted with an element so exposed that clothing, curtains, or other
similar materials can be scorched or set on fire by heat from the element.
(b) Cellulose-nitrate based films shall not be used for cinematograph
installations.
Regulation 7: Fire Extinguishers
(a) All fire extinguishers shall be of approved types and designs.
(i) The capacity of required portable fluid extinguishers shall be
not more than 13.5 litres (3 gallons) and not less than 9 litres (2
gallons). Other extinguishers shall not be in excess of the equivalent
portability of the 13.5 litre (3 gallons) fluid extinguisher and shall not
be less than the fire-extinguishing equivalent of a 9 litre (2 gallons)
fluid extinguisher.
(ii) The Administration shall determine the equivalents of fire
extinguishers.
(b) Spare charges shall be provided in accordance with requirements to
be specified by the Administration.
(c) fire extinguishers containing an extinguishing medium which, in
the opinion of the Administration, either by itself or under expected
conditions of use gives off toxic gases in such quantities as to endanger
persons shall not be permitted.
(d) A portable froth applicator unit shall consist of an inductor type
of air-froth nozzle capable of being connected to the fire main by a fire
hose, together with a portable tank containing at least 20 litres (4 1/2
gallons) of froth-making liquid and one spare tank. The nozzle shall be
capable of producing effective froth suitable for extinguishing an oil
fire, at the rate of at least 1.5 cubic metres (53 cubic feet) per minute.
(e) Fire extinguishers shall be periodically examined and subjected to
such tests as the Administration may require.
(f) One of the portable fire extinguishers intended for use in any
space shall be stowed near the entrance to that space.
Regulation 8: Fixed Gas Fire-Extinguishing Systems
(a) The use of a fire-extinguishing medium which, in the opinion of
the Administration, either by itself or under expected conditions of use
gives off toxic gases in such quantities as to endanger persons shall not
be permitted.
(b) Where provision is made for the injection of gas for
fire-extinguishing purposes, the necessary pipes for conveying the gas
shall be provided with control valves or cocks so marked as to indicate
clearly the compartments to which the pipes are led. Suitable provision
shall be made to prevent inadvertent admission of the gas to any
compartment. Where cargo spaces fitted with such a system for fire
protection are used as passenger spaces the gas connexion shall be blanked
during such use.
(c) The piping shall be arranged so as to provide effective
distribution of fire-extinguishing gas.
(d) (i) When carbon dioxide is used as the extinguishing medium in
cargo spaces, the quantity of gas available shall be sufficient to give a
minimum volume of free gas equal to 30 per cent. of the gross volume of
the largest cargo compartment in the ship which is capable of being
sealed.
(ii) When carbon dioxide is used as an extinguishing medium for
machinery spaces of Category A the quantity of gas carried shall be
sufficient to give a minimum quantity of free gas equal to the larger of
the following quantities, either:
(1) 40 per cent. of the gross volume of the largest space, the
volume to include the casing up to the level at which the horizontal area
of the casing is 40 per cent or less of the horizontal area of the space
concerned taken midway between the tank top and the lowest part of the
casing; or
(2) 35 per cent. of the entire volume of the largest space
including the casing; provided that the above-mentioned percentages may
be reduced to 35 per cent, and 30 per cent. respectively for cargo ships
of less than 2,000 tons gross tonnage; provided also that if two or more
machinery spaces of Category A are not entirely separate they shall be
considered as forming one compartment.
(iii) Where the volume of free air contained in air receivers if
any machinery space of Category A is such that, if released in such space
in the event of fire, such release of air within that space would
seriously affect the efficiency of the fixed fire-extinguishing
installation, the Administration shall require the provision of an
additional quantity of carbon dioxide.
(iv) When carbon dioxide is used as an extinguishing medium both
for cargo spaces and for machinery spaces of Category A the quantity of
gas need not be more than the maximum required either for the largest
cargo compartment or machinery space.
(v) For the purpose of this paragraph the volume of carbon dioxide
shall be calculated at 0.56 cubic metres to the kilogramme (9 cubic feet
to the pound).
(vi) When carbon dioxide is used as the extinguishing medium for
machinery spaces of Category A the fixed piping system shall be such that
85 per cent. of the gas can be discharged into the space within 2 minutes.
(vii) Carbon dioxide bottle storage rooms shall be situated at a
safe and readily accessible position and shall be effectively ventilated
to the satisfaction of the Administration. Any entrance to such storage
rooms shall preferably be from the open deck, and in any case shall be
independent of the protected space. Access doors shall be gastight and
bulkheads and decks which form the boundaries of such rooms shall be
gastight and adequately insulated.
(e) (i) Where gas other than carbon dioxide or steam as permitted by
paragraph (f) of this Regulation is produced on the ship and is used as an
extinguishing medium, it shall be a gaseous product of fuel combustion in
which the oxygen content, the carbon monoxide content, the corrosive
elements and any solid combustible elements have been reduced to a
permissible minimum.
(ii) Where such gas is used as the extinguishing medium in a fixed
fire-extinguishing system for the protection of machinery spaces of
Category A it shall afford protection equivalent to that provided by a
fixed carbon dioxide system.
(iii) Where such gas is used as the extinguishing medium in a
fixed fire-extinguishing system for the protection of cargo spaces a
sufficient quantity of such gas shall be available to supply hourly a
volume of free gas at least equal to 25 per cent of the gross volume of
the largest compartment protected in this way for a period of 72 hours.
(f) In general, the Administration shall not permit the use of steam
as a fire-extinguishing medium in fixed fire-extinguishing systems of new
ships. Where the use of steam is permitted by the Administration it shall
be used only in restricted areas as an addition to the required
fire-extinguishing medium and with the proviso that the boiler or boilers
available for supplying steam shall have an evaporation of at least 1
kilogramme of steam per hour for each 0.75 cubic metres (1 pound of steam
per hour per 12 cubic feet) of the gross volume of the largest space so
protected. In addition to complying with the foregoing requirements the
systems in all respects shall be as determined by, and to the satisfaction
of the Administration.
(g) Means shall be provided for automatically giving audible warning
of the release of fire-extinguishing gas into any space to which personnel
normally have access. The alarm shall operate for a suitable period before
the gas is released.
(h) The means of control of any such fixed gas fire-extinguishing
system shall be readily accessible and simple to operate and shall be
grouped together in as few locations as possible at positions not likely
to be cut off by a fire in the protected space.
Regulation 9: Fixed Froth Fire-Extinguishing Systems in MachinerySpaces
(a) Any required fixed froth fire-extinguishing system in machinery
spaces shall be capable of discharging through fixed discharge outlets in
not more than five minutes, a quantity of froth sufficient to cover to a
depth of 150 millimetres (6 inches) the largest single area over which oil
fuel is liable to spread. The system shall be capable of generating froth
suitable for extinguishing oil fires. Means shall be provided for
effective distribution of the froth through a permanent system of piping
and control valves or cocks to suitable discharge outlets, and for the
froth to be effectively directed by fixed sprayers on other main fire
hazards in the protected space. The expansion ratio of the froth shall not
exceed 12 to 1.
(b) The means of control of any such systems shall be readily
accessible and simple to operate and shall be grouped together in as few
locations as possible at positions not likely to be cut off by a fire in
the protected space.
Regulation 10: Fixed High Expansion Froth Fire-Extinguishing Sys-tems in Machinery Spaces
(a) (i) Any required fixed high expansion froth system in machinery
spaces shall be capable of rapidly discharging through fixed discharge
outlets a quantity of froth sufficient to fill the greatest space to be
protected at a rate of at least 1 metre (3.3 feet) in depth per minute.
The quantity of froth-forming liquid available shall be sufficient to
produce a volume of froth equal to five time the volume of the largest
space to be protected. The expansion ratio of the froth shall not exceed
1,000 to 1.
(ii) The Administration may permit alternative arrangements and
discharge rates provided that it is satisfied that equivalent protection
is achieved.
(b) Supply ducts for delivering froth, air intakes to the froth
generator and the number of froth-producing units shall in the opinion of
the Administration be such as will provide effective froth production and
distribution.
(c) The arrangement of the froth generator delivery ducting shall be
such that a fire in the protected space will not affect the
froth-generating equipment.
(d) The froth generator, its sources of power supply, froth-forming
liquid and means of controlling the system shall be readily accessible and
simple to operate and shall be grouped in as few locations as possible at
positions not likely to be cut off by fire in the protected space.
Regulation 11: Fixed Pressure Water-Spraying Fire-Extinguishingsystems in Machinery Spaces
(a) Any required fixed pressure water-spraying fire-extinguishing
system in machinery spaces shall be provided with spraying nozzles of an
approved type.
(b) The number and arrangement of the nozzles shall be to the
satisfaction of the Administration and be such as to ensure an effective
average distribution of water of at least 5 litres per square metre (0.1
gallon per square foot) per minute in the spaces to be protected. Where
increased application rates are considered necessary, these shall be to
the satisfaction of the Administration. Nozzles shall be fitted above
bilges, tank tops and other areas over which oil fuel is liable to spread
and also above other specific fire hazards in the machinery spaces.
(c) The system may be divided into sections, the distribution valves
of which shall be operated from easily accessible positions outside the
spaces to be protected and which will not be readily cut off by an
outbreak of fire.
(d) The system shall be kept charged at the necessary pressure and the
pump supplying the water for the system shall be put automatically into
action by a pressure drop in the system.
(e) The pump shall be capable of simultaneously supplying at the
necessary pressure all sections of the system in any one compartment to be
protected. The pump and its controls shall be installed outside the space
or spaces to be protected. It shall not be possible for a fire in the
space or spaces protected by the water-spraying system to put the system
out of action.
(f) The pump may be driven by independent internal combustion type
machinery but if it is dependent upon power being supplied from the
emergency generator fitted in compliance with the provisions of Regulation
25 or Regulation 26 as appropriate of Chapter II-1 of the present
Convention that generator shall be arranged to start automatically in case
of main power failure so that power for the pump required by paragraph (e)
of this Regulation is immediately available. When the pump is driven by
independent internal combustion type machinery it shall be so situated
that a fire in the protected space will not affect the air supply to the
machinery.
(g) Precautions shall be taken to prevent the nozzles from becoming
clogged by impurities in the water or corrosion of piping, nozzles, valves
and pump.
Regulation 12: Automatic Sprinkler and Fire alarm and Fire Detec-tion Systems
(a) (i) Any required automatic sprinkler and fire alarm and fire
detection system shall be capable of immediate operation at all times and
no action by the crew shall be necessary to set it in operation. It shall
be of the wet pipe type but small exposed sections may be of the dry pipe
type where in the opinion of the Administration this is a necessary
precaution. Any parts of the system which ma y be subjected to freezing
temperatures in service shall be suitably protected against freezing. It
shall be kept charged at the necessary pressure and shall have provision
for a continuous supply of water as required in this Regulation.
(ii) Each section of sprinklers shall include means for giving a
visual and audible alarm signal automatically at one or more indicating
units whenever any sprinkler comes into operation. Such units shall give
an indication of any fire and its location in any space served by the
system and shall be centralized on the navigating bridge or in the main
fire control station, which shall be so manned or equipped as to ensure
that any alarm from the system is immediately received by a responsible
member of the crew. Such alarm systems shall be constructed so as to
indicate if any fault occurs in the system.
(b) (i) Sprinklers shall be grouped into separate sections, each of
which shall contain not more than 200 sprinklers. Any section of
sprinklers shall not serve more than two decks and shall not be situated
in more than one main vertical zone, except that an Administration, if it
is satisfied that the protection of the ship against fire will not thereby
be reduced, may permit such a section of sprinklers to serve more than two
decks or to be situated in more than one main vertical zone.
(ii) Each section of sprinklers shall be capable of being isolated
by one stop valve only. The stop valve in each section shall be readily
accessible and its location shall be clearly and permanently indicated.
Means shall be provided to prevent the operation of the stop valves by any
unauthorized person.
(iii) A gauge indicating the pressure in the system shall be
provided at each section stop valve and at a central station.
(iv) The sprinklers shall be resistant to corrosion by marine
atmospheres. In accommodation and service spaces the sprinklers shall come
into operation within the temperature range of 68¡æ (155 ¡ãF) and 79 ¡æ
(175¡ãF), except that in locations such as drying rooms, where high
ambient temperatures might be expected, the operating temperature may be
increased by not more than 30¡æ (54¡ãF) above the maximum deck head
temperature.
(v) A list or plan shall be displayed at each indicating unit
showing the spaces covered and the location of the zone in respect of each
section. Suitable instructions for testing and maintenance shall be
available.
(c) Sprinklers shall be placed in an overhead position and spaced in a
suitable pattern to maintain an average application rate of not less than
5 litres per square metre (0.1 gallon per square foot) per minute over the
nominal area covered by the sprinklers. Alternatively, the Administration
may permit the use of sprinklers providing such other amount of water
suitably distributed as has been shown to the satisfaction of the
Administration to be not less effective.
(d) (i) A pressure tank having a volume equal to at least twice that
of the charge of water specified in this sub-paragraph shall be provided.
The tank shall contain a standing charge of fresh water, equivalent to the
amount of water which would be discharged in one minute by the pump
referred to in sub-paragraph (e) (ii) of this Regulation, and the
arrangements shall provide for maintaining such air pressure in the tank
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