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Legislative Requirements
SOLAS - Subdivision and Stability, Machinery and Electrical Installation
Definitions
Subdivision
load line is a waterline used in determining the subdivision of the
ship.
Deepest subdivision load line is the waterline, which corresponds to the greatest draught permitted by the subdivision requirements, which are applicable.
Length of
the ship is the length measured between perpendiculars taken at the
extremities of the deepest subdivision load line.
Breadth of
the ship is the extreme width from outside of frame to outside of
frame at or below the deepest subdivision load line.
Draught is the
vertical distance from the moulded base line amidships to the subdivision load
line in question.
Bulkhead
deck is the uppermost deck up to which the transverse watertight
bulkheads are carried.
Margin line is a line
drawn at least 76 mm below the upper surface of the bulkhead deck at side.
Permeability
of a space is the percentage of that space which can be occupied by
water. The volume of a space, which extends above the margin line
shall be measured only to the height of that line.
Machinery
space is to be taken as extending from the moulded base line to
the margin line and between the extreme main transverse watertight bulkheads,
bounding the spaces containing the main and auxiliary propulsion machinery,
boilers serving the needs of propulsion, and all permanent coal bunkers. In the
case of unusual arrangements, the Administration may define the limits of the
machinery spaces.
Passenger
spaces are those spaces, which are provided for the accommodation
and use of passengers, excluding baggage, store, provision and mailrooms.
Spaces provided below the margin line for the accommodation and use of the crew
shall be regarded as passenger spaces.
In all cases volumes and areas shall be calculated to
moulded lines.
Weathertight means that
in any sea conditions water will not penetrate into the ship.
Floodable length in passenger ships
The floodable length at any point of the length of a
ship shall be determined by a method of calculation, which takes into
consideration the form, draught and other characteristics of the ship in
question.
In a ship with a continuous bulkhead deck, the
floodable length at a given point is the maximum portion of the length of the
ship, having its centre at the point in question, which can be flooded without
the ship being submerged beyond the margin line.
In the case of a ship not having a continuous bulkhead
deck, the floodable length at any point may be determined to an assumed
continuous margin line which at no point is less than 76 mm below the top of
the deck (at side) to which the bulkheads concerned and the shell are carried
watertight.
Where a portion of an assumed margin line is
appreciably below the deck to which bulkheads are carried, the Administration
may permit a limited relaxation in the watertightness of those portions of the
bulkheads, which are above the margin line and immediately under the higher
deck.
Factor of subdivision
The maximum permissible length of a compartment having
its centre at any point in the ship’s length is obtained from the floodable
length by multiplying the latter by an appropriate factor called the factor of
subdivision.
The factor of subdivision shall depend on the length of
the ship, and for a given length shall vary according to the nature of the
service for which the ship is intended. It shall decrease in a regular and
continuous manner,
.1 as the length of the ship
increases, and
.2 from a factor A,
applicable to ships primarily engaged in the carriage of cargo, to a factor B,
applicable to ships primarily engaged in the carriage of passengers.
Special requirements concerning passenger ship subdivision
Where in a portion or portions of a ship the
watertight bulkheads are carried to a higher deck than in the remainder of the
ship and it is desired to take advantage of this higher extension of the
bulkheads in calculating the floodable length, separate margin lines may be
used for each such portion of the ship provided that:
.1 the sides of the ship are extended throughout the
ship’s length to the deck corresponding to the upper margin line and all
openings in the shell plating below this deck throughout the length of the ship
are treated as being below a margin line, and
.2 the two compartments adjacent to the “step” in the
bulkhead deck are each within the permissible length corresponding to their
respective margin lines, and, in addition, their combined length does not
exceed twice the permissible length based on the lower margin line.
A compartment may exceed the permissible length
provided the combined length of each pair of adjacent compartments to which the
compartment in question is common does not exceed either the floodable length
or twice the permissible length, whichever is the less.
If one of the two adjacent compartments is situated
inside the machinery space, and the second is situated outside the machinery
space, and the average permeability of the portion of the ship in which the
second is situated differs from that of the machinery space, the combined
length of the two compartments shall be adjusted to the mean average
permeability of the two portions of the ship in which the compartments are
situated.
Where the two adjacent compartments have different
factors of subdivision, the combined length of the two compartments shall be
determined proportionately.
Unsymmetrical
flooding is to be kept to a minimum consistent with efficient
arrangements. Where it is necessary to correct large angles of heel, the means
adopted shall, where practicable, be self-acting, but in any case where
controls to cross-flooding fittings are provided they shall be operable from
above the bulkhead deck. These fittings together with their controls shall be
acceptable to the Administration. The maximum angle of heel after flooding but
before equalization shall not exceed 15˚. Where cross-flooding fittings
are required the time for equalization shall not exceed 15 min. Suitable information concerning the use of
cross-flooding fittings shall be supplied to the master of the ship.
The final conditions of the ship after damage and, in
the case of unsymmetrical flooding, after equalization measures have been taken
shall be as follows:
.1 in the case of symmetrical flooding there shall be
a positive residual metacentric height of at least 50 mm as calculated by the
constant displacement method;
.2 in the case of
unsymmetrical flooding, the angle of heel for one compartment flooding shall
not exceed 7˚. For the simultaneous flooding of two or more adjacent
compartments, a heel of 12˚ may be permitted by the Administration;
.3 in no case shall the margin line be submerged in
the final stage of flooding.
On completion of loading of the ship and prior to its
departure, the master shall determine the ship’s trim and stability and also
ascertain and record that the ship is in compliance with stability criteria in
the relevant regulations. The determination of the ship’s stability shall
always be made by calculation. The Administration may accept the use of an
electronic loading and stability computer or equivalent means for this purpose.
No relaxation from the requirements for damage
stability may be considered by the Administration unless it is shown that the
intact metacentric height in any service condition necessary to meet these
requirements is excessive for the service intended.
Relaxations from the requirements for damage stability
shall be permitted only in exceptional cases and subject to the condition that
the Administration is to be satisfied that the proportions, arrangements and
other characteristics of the ship are the most favourable to stability after
damage which can practically and reasonably be adopted in the particular
circumstances.
Ballasting of passenger ships
Water ballast should not in general be carried in
tanks intended for oil fuel. In ships in which it is not practicable to avoid
putting water in oil fuel tanks, oily-water separating equipment to the
satisfaction of the Administration shall be fitted, or other alternative means,
such as discharge to shore facilities, acceptable to the Administration shall
be provided for disposing of the oily-water ballast.
The provisions of this regulation are without
prejudice to the provisions of the International Convention for the Prevention
of Pollution from Ships in force.
Assigning, marking and recording of subdivision load lines for passenger ships
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.
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.
The freeboard corresponding to each of these load
lines shall be measured at the same position and from the same deck line as the
freeboards determined in accordance with the International Convention on Load
Lines in force.
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.
In no case shall any subdivision load line mark be
placed above the deepest load line in salt water as determined by the strength
of the ship or the International Convention on Load Lines in force.
Whatever may be the position of the subdivision load
line marks, a ship shall in no case be loaded so as to submerge the load line
mark appropriate to the season and locality as determined in accordance with
the International Convention on Load Lines in force.
A ship shall in no case be so loaded that when it is in salt water the subdivision load line mark appropriate to the particular voyage and condition of service is submerged.
Openings in
watertight bulkheads in passenger ships (This regulation applies to ships
constructed on or after 1 February 1992)
1 The number of openings in watertight bulkheads shall
be reduced to the minimum compatible with the design and proper working of the
ship; satisfactory means shall be provided for closing these openings.
Where pipes, scuppers, electric cables, etc., are
carried through watertight subdivision bulkheads, arrangements shall be made to
ensure the watertight integrity of the bulkheads.
Valves not forming part of a piping system shall not
be permitted in watertight subdivision bulkheads.
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.
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.
The collision bulkhead may be pierced below the margin
line by not more than one pipe for dealing with fluid in the forepeak tank,
provided that the pipe is fitted with a screw down valve capable of being
operated from above the bulkhead deck, the valve chest being secured inside the
forepeak to the collision bulkhead. The Administration may, however, authorize
the fitting of this valve on the after side of the collision bulkhead provided
that the valve is readily accessible under all service conditions and the space
in which it is located is not a cargo space.
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, 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.
Watertight doors fitted in bulkheads between permanent
and reserve bunkers shall always be accessible, except as provided for
between-deck bunker doors.
Satisfactory arrangements shall be made by means of
screens or otherwise to prevent the coal from interfering with the closing of
watertight bunker doors.
Not more than one door, apart from the doors to
bunkers and shaft tunnels, may be fitted in each main transverse bulkhead
within spaces containing the main and auxiliary propulsion machinery including
boilers serving the needs of propulsion and all permanent bunkers. Where two or
more shafts are fitted, the tunnels shall be connected by an intercommunicating
passage. There shall be only one door between the machinery space and the
tunnel spaces where two shafts are fitted and only two doors where there are
more than two shafts. All these doors shall be of the sliding type and shall be
so located as to have their sills as high as practicable. The hand gear for
operating these doors from above the bulkhead deck shall be situated outside
the spaces containing the machinery.
Watertight
doors:
.1 shall be power-operated sliding doors capable of
being closed simultaneously from the central operating console at the
navigation bridge in not more than 60 s with the ship in the upright position.
.2 The means of operation whether by power or by hand
of any power operated sliding watertight door shall be capable of closing the
door with the ship listed to 15˚ either way. Consideration shall also be
given to the forces which may act on either side of the door as may be
experienced when water is flowing through the opening applying a static head
equivalent to a water height of at least 1 m above the sill on the centreline
of the door.
.3 Watertight door controls, including hydraulic
piping and electric cables, shall be kept as close as practicable to the
bulkhead in which the doors are fitted, in order to minimize the likelihood of
them being involved in any damage which the ship may sustain. The positioning
of watertight doors and their controls shall be such that if the ship sustains
damage within one fifth of the breadth of the ship, such distance being
measured at right angles to the centreline at the level of the deepest
subdivision load line, the operation of the watertight doors clear of the
damaged portion of the ship is not impaired.
.4 All power-operated sliding watertight doors shall
be provided with means of indication which will show at all remote operating
positions whether the doors are open or closed. Remote operating positions
shall only be at the navigation bridge and at the location where hand operation
above the bulkhead deck is required.
.5 In ships constructed before 1 February 1992, doors
which do not comply shall be closed before the voyage commences, and shall be
kept closed during navigation; the time of opening such doors in port and of
closing them before the ship leaves port shall be entered into the log-book.
Each
power-operated sliding watertight door:
.1 shall have a vertical or horizontal motion;
.2 shall, be normally limited to a maximum clear
opening width of 1.2 m. The Administration may permit larger doors only to the
extent considered necessary for the effective operation of the ship provided
that other safety measures, including the following, are taken into
consideration:
.3 special consideration
shall be given to the strength of the door and its closing appliances in order
to prevent leakages;
.4 the door shall be located
outside the damage zone;
.5 the door shall be kept
closed when the ship is at sea, except for limited periods when absolutely
necessary as determined by the Administration;
.6 shall be fitted with the necessary equipment to
open and close the door using electric power, hydraulic power, or any other
form of power that is acceptable to the Administration;
.7 shall be provided with an individual hand-operated
mechanism. It shall be possible to open
and close the door by hand at the door itself from either side, and in
addition, close the door from an accessible position above the bulkhead deck
with an all round crank motion or some other movement providing the same degree
of safety acceptable to the Administration. Direction of rotation or other
movement is to be clearly indicated at all operating positions. The time
necessary for the complete closure of the door, when operating by hand gear,
shall not exceed 90 s with the ship in the upright position;
.8 shall be provided with controls for opening and
closing the door by power from both sides of the door and also for closing the
door by power from the central operating console at the navigation bridge;
.9 shall be provided with an audible alarm, distinct
from any other alarm in the area, which will sound whenever the door is closed
remotely by power and which shall sound for at least 5 s but no more than 10 s
before the door begins to move and shall continue sounding until the door is
completely closed. In the case of remote hand operation it is sufficient for
the audible alarm to sound only when the door is moving. Additionally, in
passenger areas and areas of high ambient noise the Administration may require
the audible alarm to be supplemented by an intermittent visual signal at the
door; and
.10 shall have an approximately uniform rate of
closure under power. The closure time, from the time the door begins to move to
the time it reaches the completely closed position,
shall in no case be less than 20 s or more than 40 s with the ship in the
upright position.
The electrical power required for power-operated
sliding watertight doors shall be supplied from the emergency switchboard
either directly or by a dedicated distribution board situated above the
bulkhead deck. The associated control, indication and alarm circuits shall be
supplied from the emergency switchboard either directly or by a dedicated
distribution board situated above the bulkhead deck and be capable of being
automatically supplied by the transitional source of emergency electrical power
required in the event of failure of either the main or emergency source of
electrical power.
Power-operated
sliding watertight doors shall have either:
.1 a centralized hydraulic
system with two independent power sources each consisting of a motor and pump
capable of simultaneously closing all doors. 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, against an adverse
list of 15˚. This operating cycle shall be capable of being carried out
when the accumulator is at the pump cut-in pressure. The fluid used shall be
chosen considering the temperatures liable to be encountered by the
installation during its service. The power operating system shall be designed
to minimize the possibility of having a single failure in the hydraulic piping
adversely affect the operation of more than one door. The hydraulic system
shall be provided with a low-level alarm for hydraulic fluid reservoirs serving
the power-operated system and a low gas pressure alarm or other effective means
of monitoring loss of stored energy in hydraulic accumulators. These alarms are
to be audible and visual and shall be situated on the central operating console
at the navigation bridge; or
.2 an independent hydraulic
system for each door with each power source consisting of a motor and pump
capable of opening and closing the door. In addition, there shall be a
hydraulic accumulator of sufficient capacity to operate the door at least three
times, i.e. closed open closed, against an adverse list of 15˚. This operating cycle shall be capable of
being carried out when the accumulator is at the pump cut-in pressure. The
fluid used shall be chosen considering the temperatures liable to be encountered
by the installation during its service. A low gas pressure group alarm or other
effective means of monitoring loss of stored energy in hydraulic accumulators
shall be provided at the central operating console on the navigation bridge.
Loss of stored energy indication at each local operating position shall also be
provided; or
.3 an independent electrical
system and motor for each door with each power source consisting of a motor
capable of opening and closing the door. The power source shall be capable of
being automatically supplied by the transitional source of emergency electrical
power as required in the event of failure of either the main or emergency
source of electrical power and with sufficient capacity to operate the door at
least three times, i.e. closed open closed, against an adverse list of 15˚.
Power systems for power-operated watertight sliding
doors shall be separate from any other power system. A single failure in the
electric or hydraulic power-operated systems excluding the hydraulic actuator
shall not prevent the hand operation of any door.
Control handles shall be provided at each side of the
bulkhead at a minimum height of 1.6 m above the floor 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 power closing mechanism in
operation accidentally. The direction of movement of the handles in opening and
closing the door shall be in the direction of door movement and shall be
clearly indicated.
As far as practicable, electrical equipment and components
for watertight doors shall be situated above the bulkhead deck and outside
hazardous areas and spaces.
The enclosures of electrical components necessarily
situated below the bulkhead deck shall provide suitable protection against the
ingress of water.
Electric power, control, indication and alarm circuits
shall be protected against fault in such a way that a failure in one door
circuit will not cause a failure in any other door circuit. Short circuits or
other faults in the alarm or indicator circuits of a door shall not result in a
loss of power operation of that door. Arrangements shall be such that leakage
of water into the electrical equipment located below the bulkhead deck will not
cause the door to open.
A single electrical failure in the power operating or
control system of a power-operated sliding watertight door shall not result in
a closed door opening. Availability of the power supply should be continuously
monitored at a point in the electrical circuit as near as practicable to each
of the motors. Loss of any such power supply should activate an audible and
visual alarm at the central operating console at the navigation bridge.
The central operating console at the navigation bridge
shall have a “master mode” switch with two modes of control: a “local control”
mode which shall allow any door to be locally opened and locally closed after
use without automatic closure, and a “doors closed” mode which shall
automatically close any door that is open. The “doors closed” mode shall permit
doors to be opened locally and shall automatically reclose
the doors upon release of the local control mechanism. The “master mode” switch
shall normally be in the “local control” mode. The “doors closed” mode shall
only be used in an emergency or for testing purposes. Special consideration
shall be given to the reliability of the “master mode” switch.
The central operating console at the navigation bridge
shall be provided with a diagram showing the location of each door, with visual
indicators to show whether each door is open or closed. A red light shall
indicate a door is fully open and a green light shall indicate a door is fully
closed. When the door is closed remotely, the red light shall indicate the
intermediate position by flashing. The indicating circuit shall be independent
of the control circuit for each door.
It shall not be possible to remotely open any door
from the central operating console.
All watertight doors shall be kept closed during
navigation except that they may be opened during navigation as specified in
other paragraphs and
Watertight doors of width of more than 1.2 m permitted
may only be opened in the circumstances detailed in that paragraph. Any door
which is opened in accordance with this paragraph shall be ready to be
immediately closed.
A watertight door may be opened during navigation to
permit the passage of passengers or crew, or when work in the immediate
vicinity of the door necessitates it being opened. The door must be immediately
closed when transit through the door is complete or when the task which
necessitated it being open is finished.
Certain watertight doors may be permitted to remain
open during navigation only if considered absolutely necessary; that is, being
open is determined essential to the safe and effective operation of the ship’s
machinery or to permit passengers normally unrestricted access throughout the
passenger area. Such determination shall be made by the Administration only
after careful consideration of the impact on ship operations and survivability.
A watertight door permitted to remain thus open shall be clearly indicated in
the ship’s stability information and shall always be ready to be immediately
closed.
Sliding watertight doors fitted between bunkers in the
between-decks below the bulkhead deck may sometimes be open at sea for the
purpose of trimming coal. The opening and closing of these doors shall be
recorded in such log-book as may be prescribed by the Administration.
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, such distance being measured at right angles to the centreline at the
level of the deepest subdivision load line.
Such doors shall be closed before the voyage commences
and shall be kept closed during navigation; the time of opening such doors in
port and of closing them before the ship leaves port shall be entered in the log-book. Should any of the doors be accessible during
the voyage, they shall be fitted with a device which prevents unauthorized
opening. When it is proposed to fit such doors, the number and arrangements
shall receive the special consideration of the Administration.
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 at the discretion of the master. The times of removal and
replacement of any such portable plates shall be recorded in the log-book, and
the necessary precautions shall be taken in replacing them to ensure that the
joints are watertight. The Administration may permit not more than one
power-operated sliding watertight door in each main transverse bulkhead larger
than those to be substituted for these portable plates, provided these doors
are closed before the ship leaves port and remain closed during navigation
except in case of urgent necessity at the discretion of the master. These doors
need not meet the requirements regarding complete closure by hand-operated gear
in 90s. The time of opening and closing these doors, whether the ship is at sea
or in port, shall be recorded in the log-book.
Where trunkways or tunnels
for access from crew accommodation to the stokehold, for piping, or for any
other purpose are carried through main transverse watertight bulkheads, they
shall be watertight. 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.
Where it is proposed to fit tunnels piercing main
transverse watertight bulkheads, these shall receive the special consideration
of the Administration.
Where trunkways in
connection with refrigerated cargo and ventilation or forced draught trunks are
carried through more than one watertight bulkhead, the means of closure at such
openings shall be operated by power and be capable of being closed from a
central position situated above the bulkhead deck.
Passenger ships carrying goods vehicles and accompanying personnel
This regulation applies to passenger ships regardless
of the date of construction designed or adapted for the carriage of goods
vehicles and accompanying personnel where the total number of persons on board,
exceeds 12.
If in such a ship the total number of passengers which
includes personnel accompanying vehicles does not exceed N = 12 + A/25, where A
= total deck area (square metres) of spaces available for the stowage of goods
vehicles and where the clear height at the stowage position and at the entrance
to such spaces is not less than 4 m, the provisions in respect of watertight doors
apply except that the doors may be fitted at any level in watertight bulkheads
dividing cargo spaces. Additionally,
indicators are required on the navigation bridge to show automatically when
each door is closed and all door fastenings are secured.
When applying the provisions of this chapter to such a
ship, N shall be taken as the maximum number of passengers for which the ship
may be certified in accordance with this regulation.
In applying regulation 8 for the worst operating
conditions, the permeability for cargo spaces intended for the stowage of goods
vehicles and containers shall be derived by calculation in which the goods
vehicles and containers shall be assumed to be non-watertight and their
permeability taken as 65. For ships engaged in dedicated services the actual
value of permeability for goods vehicles or containers may be applied. In no
case shall the permeability of the cargo spaces in which the goods vehicles and
containers are carried be taken as less than 60.
Openings in the shell plating of passenger ships below the margin line
The number of openings in the shell plating shall be
reduced to the minimum compatible with the design and proper working of the
ship.
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.
Subject to the requirements of the International
Convention on Load Lines in force, no sidescuttle
shall be fitted in such a position that its sill is below a line drawn parallel
to the bulkhead deck at side and having its lowest point 2.5% of the breadth of
the ship above the deepest subdivision load line, or 500 mm, whichever is the
greater.
All sidescuttles the sills of which are below the
margin line, shall be of such construction as will
effectively prevent any person opening them without the consent of the master
of the ship.
Where in a between-decks, the sills of any of the sidescuttles are below a line drawn parallel to the bulkhead deck at side and having its lowest point 1.4 m plus 2.5% of the breadth of the ship above the water when the ship departs from any port, all the sidescuttles in that between-decks shall be closed watertight and locked before the ship leaves port, and they shall not be opened before the ship arrives at the next port. In the application of this paragraph the appropriate allowance for fresh water may be made when applicable.
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.
For any ship that has one or more sidescuttles so
placed that the requirements would apply when it was floating at its deepest
subdivision load line, the Administration may indicate the limiting mean
draught at which these sidescuttles will have their sills above the line drawn
parallel to the bulkhead deck at side, and having its lowest point 1.4 m plus
25% of the breadth of the ship above the waterline corresponding to the
limiting mean draught, and at which it will therefore be permissible to depart
from port without previously closing and locking them and to open them at sea
on the responsibility of the master during the voyage to the next port. In
tropical zones as defined in the International Convention on Load Lines in
force, this limiting draught may be increased by 0.3 m.
Efficient hinged inside deadlights so arranged that
they can be easily and effectively closed and secured watertight, shall be
fitted to all sidescuttles except that abaft one eighth of the ship’s length
from the forward perpendicular and above a line drawn parallel to the bulkhead
deck at side and having its lowest point at a height of 3.7 m plus 2.5% of the
breadth of the ship above the deepest subdivision load line, the deadlights may
be portable in passenger accommodation other than that for steerage passengers,
unless the deadlights are required by the International Convention on Load
Lines in force to be permanently attached in their proper positions. Such
portable deadlights shall be stowed adjacent to the sidescuttles they
serve.
Sidescuttles and their deadlights which will not be
accessible during navigation shall be closed and secured before the ship leaves
port.
No sidescuttles shall be fitted in any spaces which
are appropriated exclusively to the carriage of cargo or coal.
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.
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.
Automatic ventilating sidescuttles shall not be fitted
in the shell plating below the margin line without the special sanction of the
Administration.
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.
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.
Subject to the requirements of the International Convention
on Load Lines in force, each separate discharge led through the shell plating
from spaces below the margin line shall be provided with either one automatic
non-return valve fitted with a positive means of closing it from above the
bulkhead deck or with two automatic non-return valves without positive means of
closing, provided that the inboard valve is situated above the deepest
subdivision load line and is always accessible for examination under service
conditions. Where a valve with positive means of closing is fitted, the
operating position above the bulkhead deck shall always be readily accessible
and means shall be provided for indicating whether the valve is open or closed.
The requirements of the International Convention on
Load Lines in force shall apply to discharges led through the shell plating
from spaces above the margin line.
Machinery space main and auxiliary sea inlets and
discharges in connection with the operation of machinery shall be fitted with
readily accessible valves between the pipes and the shell plating or between
the pipes and fabricated boxes attached to the shell plating. The valves may be
controlled locally and shall be provided with indicators showing whether they
are open or closed.
All shell fittings and valves required by this
regulation shall be of steel, bronze or other approved ductile material. Valves
of ordinary cast iron or similar material are not acceptable. All pipes to
which this regulation refers shall be of steel or other equivalent material to
the satisfaction of the Administration.
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.
Such ports shall in no case be so fitted as to have
their lowest point below the deepest subdivision load line.
The inboard opening of each ash-chute, rubbish-chute,
etc., shall be fitted with an efficient cover.
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 chute in an easily accessible position above the
deepest subdivision load line. When the chute is not in use both the cover and
the valve shall be kept closed and secured.
Openings in the shell plating below the bulkhead deck
of passenger ships and the freeboard deck of cargo ships
For Ships constructed on or after
Closure of cargo loading doors
This regulation applies to all passenger ships.
The following doors, located above the margin line,
shall be closed and locked before the ship proceeds on any voyage and shall
remain closed and locked until the ship is at its next berth:
.1 cargo loading doors in the shell or the boundaries
of enclosed superstructures;
.2 bow visors fitted in positions;
.3 cargo loading doors in the collision bulkhead;
.4 weathertight
ramps forming an alternative closure to those inclusive.
Provided that where a door cannot be opened or closed
while the ship is at the berth, such a door may be opened or left open while
the ship approaches or draws away from the berth, but only so far as may be
necessary to enable the door to be immediately operated. In any case, the inner
bow door must be kept closed.
The Administration may authorize that particular doors
can be opened at the discretion of the master, if necessary for the operation
of the ship or the embarking and disembarking of passengers, when the ship is
at safe anchorage and provided that the safety of the ship is not
impaired.
The master shall ensure that an effective system of
supervision and reporting of the closing and opening of the doors is
implemented.
The master shall ensure, before the ship proceeds on
any voyage, that an entry in the log-book, is made of
the time of the last closing of the doors and the time of any opening of
particular doors.
Drills for the operating of watertight doors,
sidescuttles, valves and closing mechanisms of scuppers, ash-chutes and
rubbish-chutes 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.
All watertight doors, both hinged and power operated,
in main transverse bulkheads, in use at sea, shall be operated daily.
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-connections shall be periodically inspected at sea at
least once a week.
Intact Stability Booklet
Every passenger ship regardless of size and every
cargo ship of 24 m and over shall be inclined on completion and the elements of
their stability determined. The master shall be supplied with a Stability
Booklet containing such information as is necessary to enable him, by rapid and
simple procedures, to obtain accurate guidance as to the ship under varying
conditions of loading. For bulk carriers, the information required in a bulk
carrier booklet may be contained in the stability booklet.
Damage control plans in passenger ships
There shall be permanently exhibited, for the guidance
of the officer in charge of the ship, plans showing clearly for each deck and
hold the boundaries of the watertight compartments, the openings therein with
the means of closure and position of any controls 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.
Damage control in dry cargo ships
(This regulation applies to ships constructed on or
after 1 February 1992)
1 There shall be permanently exhibited or readily
available on the navigation bridge, for the guidance of the officer in charge
of the ship, a plan 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.
Indicators shall be provided for all sliding doors and
for hinged doors in watertight bulkheads. Indication showing whether the doors
are open or closed shall be given on the navigation bridge. In addition, shell
doors and other openings which, in the opinion of the Administration, could
lead to major flooding if left open or not properly secured, shall be provided
with such indicators.
3.1 General precautions shall consist of a listing of
equipment, conditions and operational procedures, considered by the
Administration to be necessary to maintain watertight integrity under normal
ship operations.
3.2 Specific precautions shall consist of a listing of
elements (i.e. closures, security of cargo, sounding of alarms, etc.)
considered by the Administration to be vital to the survival of the ship and
its crew.
Watertight integrity from the ro-ro deck (bulkhead deck) to spaces below
1 In ro-ro passenger ships constructed on or after
.1 subject to the provisions of subparagraphs .2 and
.3, all accesses that lead to spaces below the bulkhead deck shall have a
lowest point which is not less than 2.5 m above the bulkhead deck;
.2 where vehicle ramps are installed to give access to
spaces below the bulkhead deck, their openings shall be able to be closed weathertight to prevent ingress of water below, alarmed and
indicated to the navigation bridge;
.3 the Administration may permit the fitting of
particular accesses to spaces below the bulkhead deck provided they are
necessary for the essential working of the ship, e.g. the movement of machinery
and stores, subject to such accesses being made watertight, alarmed and
indicated to the navigation bridge;
.4 the accesses referred to
in subparagraphs .2 and .3 shall be closed before the ship leaves the berth on
any voyage and shall remain closed until the ship is at its next berth;
.5 the master shall ensure that an effective system of
supervision and reporting of the closing and opening of such accesses referred
to in subparagraphs .2 and .3 is implemented; and .6 the master shall ensure,
before the ship leaves the berth on any voyage, that an entry in the log-book,
as required by regulation 25, is made of the time of the last closing of the accesses
referred to in subparagraphs .2 and .3.
In ro-ro passenger ships constructed before
.1 all accesses from the ro-ro deck that lead to
spaces below the bulkhead deck shall be made Weathertight and means shall be
provided on the navigation bridge, indicating whether the access is open or
closed;
.2 all such accesses shall be closed before the ship
leaves the berth on any voyage and shall remain closed until the ship is at its
next berth;
.3 notwithstanding the requirements of subparagraph .2,
the Administration may permit some accesses to be opened during the voyage but
only for a period sufficient to permit through passage and, if required, for
the essential working of the ship; and
.4 the requirements of
subparagraph .1 shall apply not later than the date of the first periodical
survey after