Marine Orders Part 12, issue 3 (Cth)
Marine Orders Part 12, issue 3 (Construction — Subdivision and stability, machinery and electrical installations)
This compilation was prepared on 9 January 2012 taking into account amendments up to Marine Orders Part 12 Amendment 2011 (No. 1)
Prepared by the Office of Legislative Drafting, Australian Maritime Safety Authority
1AName of Order............................................................................................... 3
1Purpose and power........................................................................................ 3
2Definitions..................................................................................................... 3
3Interpretation.................................................................................................. 4
4Application.................................................................................................... 4
5Exemptions................................................................................................... 5
6Equivalents.................................................................................................... 5
7Requirements................................................................................................. 6
8Intact stability information............................................................................... 8
9Additional requirements.................................................................................. 8
Schedule 1 Additional or different requirements.................................. 9
1A Name of Order
This Order is Marine Orders Part 12, issue 3.
Purpose and power
1.1 Purpose
This Part of Marine Orders gives effect to Chapter II-1 of SOLAS and prescribes standards to be met concerning structure, subdivision, stability, machinery and electrical installations for SOLAS ships and non-SOLAS ships. It also gives effect to the IMO guidelines for the design and construction of offshore supply vessels.
Note For the current text of Chapter II-1 of SOLAS, see the SOLAS Consolidated Edition 2009, published by the IMO, as amended by IMO Resolutions MSC.216 (82) (Annex 3), MSC.256 (84), MSC.269 (85), MSC.282 (86), MSC.290 (87) and MSC.291 (87). IMO Resolution MSC.308 (88) will amend Chapter II-1 with effect from 1 July 2012.
1.2 Power
1.2.1 Paragraph 190B(1)(a) of the Navigation Act provides for regulations to specify requirements with which the construction, hull, equipment and machinery of ships shall comply. Section 191 of that Act provides for regulations to make provision for or in relation to giving effect to SOLAS, while section 192B provides for regulations to make provision for or in relation to the carrying on a ship of information with respect to the stability of the ship. Sub-Paragraph 283D(1)(a) of the Act provides that the regulations may make provision for or in relation to giving effect to resolutions of the International Maritime Organization with respect to off-shore industry vessels.
1.2.2 Subsection 425(1) of the Navigation Act provides for regulations to be made prescribing matters required or permitted to be prescribed or which are necessary or convenient to be prescribed for carrying out or giving effect to the Act.
1.2.3 Subsection 425(1AA) of the Navigation Act provides that AMSA may make orders with respect to any matter for or in relation to which provision may be made by regulation.
Definitions
In this Part:
AS means Australian Standard.
Guidelines means the Guidelines for the Design and Construction of Offshore Supply Vessels 2006, published by the IMO as Resolution MSC.235 (82).
IMCA means the International Maritime Contractors Association.
IS Code means the Code on Intact Stability, 2008 adopted by IMO Resolution MSC.267 (85) as amended by IMO Resolution MSC.319 (89).
length or LBP means, unless otherwise provided, the length between perpendiculars.
offshore supply vessel has the same meaning as in the Guidelines.
SOLAS ship means:
(a)a ship to which SOLAS applies as mentioned in Regulations 1 and 3 of Chapter 1 of SOLAS; or
(b)an Australian registered ship to which SOLAS would apply if that ship were to undertake an international voyage as defined in the Navigation Act.
surveyor means:
(a)a person appointed to be a surveyor under section 190 of the Navigation Act; or
(b)a person employed as a surveyor by a survey authority.
Note 1 There is information on obtaining copies of IMO resolutions and documents mentioned in this Order on AMSA’s website at or by email at [email protected].
Note 2 Some terms used in this Order are defined or explained in Marine Order 1 (Administration), including:
·AMSA
·General Manager, Maritime Operations Division
·IMO
·Manager, Ship Inspection and Registration
·penal provision
·SOLAS
·USL Code.
Interpretation
3.1 In this Part, a reference to the date on which a ship was constructed means the date on which not less than 50 tonnes or one per cent of the proposed total mass of the structural material of the ship, whichever is the less, has been assembled.
3.2 A reference in Chapter II-1 of SOLAS and the IS Code to the Administration is to be read, in relation to an Australian registered ship, as a reference to the Manager, Ship Inspection and Registration.
3.3 Provisions 7 and 8 of this Part are to be read to give effect to the guidance provided by the Explanatory Notes to the SOLAS Chapter II-1 subdivision and damage stability regulations contained within the annex to IMO resolution MSC.281 (85).
Application
4.1 This Part applies to and in relation to:
(a) a ship registered in Australia; and
(b) a ship registered in a country other than Australia, that is in the territorial sea of Australia or in waters on the landward side of the territorial sea.
4.2 This Part does not apply to a ship that is a Safety Convention ship registered in a country other than Australia, except to the extent that the ship fails to comply with Chapter II-1 of SOLAS.
Exemptions
Application
5.1 A person may apply, in accordance with the application process set out in Marine Order 1 (Administration), for an exemption of a ship from a requirement of this Order.
Decision maker
5.2 The decision maker for the application is the Manager, Ship Inspection and Registration.
Decision making criteria
5.3 The Manager, Ship Inspection and Registration may give an exemption only if he or she is satisfied that:
(a) compliance with the requirement would be unnecessary or unreasonable having regard to the ship, its equipment and its intended voyage; and
(b) giving the exemption would not contravene SOLAS.
Note Marine Order 1 (Administration) deals with the following matters about exemptions:
· making an application
· seeking further information about an application
· the time allowed for consideration of an application
· imposing conditions on approval of an application
· notification of a decision on an application
· review of decisions.
Equivalents
Application
6.1 A person may apply, in accordance with the application process set out in Marine Order 1 (Administration), for approval to use an equivalent.
Note For definitions of equivalent and use, see subsection 6.4.
Decision maker
6.2 The decision maker for the application is the Manager, Ship Inspection and Registration.
Decision making criteria
6.3 The Manager, Ship Inspection and Registration may approve use of an equivalent only if he or she is satisfied that:
(a)use of the equivalent would be at least as effective as compliance with the requirement to which the equivalent is an alternative; and
(b)approving use of the equivalent would not contravene SOLAS.
Meaning of equivalent and use of an equivalent
6.4 For this provision:
equivalent means:
(a) a fitting, material, appliance or apparatus that may be fitted or carried in a ship as an alternative to a fitting, material, appliance or apparatus that a provision of this Order requires to be fitted or carried in a ship; or
(b) an arrangement that could be made or a procedure that could be followed in or for a ship as an alternative to a requirement of this Order.
use, of an equivalent, includes:
(a) fitting or carrying the equivalent in or on a ship; and
(b) making an alternative arrangement or following an alternative procedure.
Requirements
7.1 SOLAS ships
7.1.1 Subject to 7.1.2, 7.1.3 and 7.3, a SOLAS ship must meet the relevant standards for structure, subdivision, stability, machinery and electrical installations contained in Chapter II-1 of SOLAS.
Note Some Regulations, or parts of Regulations, of Chapter II-1 of SOLAS apply to: (i) particular ships; or (ii) ships constructed before or after a particular date specified in Chapter II-1 of SOLAS.
7.1.2 A ship that is surveyed and certified in accordance with the MODU code as set out in Marine Orders Part 47 is taken to comply with Chapter II-1 of SOLAS.
7.1.3 A ship that is surveyed and certified in accordance with the High Speed Craft code as set out in Marine Orders Part 49 is taken to comply with Chapter II-1 of SOLAS.
7.1.4 In this provision:
High Speed Craft Code means the 1994 HSC Code, 2000 HSC Code or DSC Code within the meaning of Marine Orders Part 49; and
MODU Code means the 1979 MODU Code or 1989 MODU Code within the meaning of Marine Orders Part 47.
7.2 Non-SOLAS ships
A ship that is not a SOLAS ship must comply with the relevant construction and stability standards set out in the USL Code.
Note The construction and stability standards are contained in sections 5 and 8 of the USL Code. Amendment list 7 of the USL Code amended sections 5 and 8 and these changes entered into force on 1 October 2009.
7.3 Off-shore supply vessels
7.3.1 If a ship is to operate as an off-shore supply vessel:
(a) it is to meet the requirements specified in Part 2 (Intact Stability) and Part 3 (Subdivision and Damage Stability) of the Guidelines where such requirements differ from those in Chapter II-1 of SOLAS or Section 8 of the USL Code, as applicable to the vessel;
(b) an opening in a watertight bulkhead one or both sides of which may be subjected to flooding under the assumptions of 3.2 of the Guidelines must be fitted with a sliding watertight door; and
(c) its engine room(s) must be separated from a steering space, or any space that may be rendered open to the sea by damage to propellers, propeller shafting, rudders or steering gear, by one or more watertight bulkheads.
Note 1 For paragraph (a) Parts 4, 5 and 6 of the Guidelines deal with matters implemented by other parts of Marine Orders or the USL Code. Relevant provisions of those Marine Orders or USL Code will also need to be complied with.
Note 2 For guidance for offshore supply vessels with dynamic positioning systems, see the following documents as in force on 1 January 2012:
(a) IMO MSC/Circ.645, dated 6 June 1994, Annex, Guidelines for Vessels with Dynamic Positioning Systems; and
(b) The Training and Experience of Key DP Personnel, IMCA, IMCA M 117 Rev.1, February 2006, noted by IMO MSC.1/Circ.738/Rev.1 as a guideline that can be used for the training of dynamic positioning system operators (available on the IMCA website at 7.3.2 A sliding watertight door in an off-shore supply vessel must have each of the following characteristics:
(a) be of a design, material and construction to maintain the integrity of the watertight bulkhead in which it is fitted;
(b) be capable of being remotely closed from above the bulkhead deck outside a machinery space;
(c) be capable of being operated locally from each side of the bulkhead;
(d) possess indicators at the control position that display whether the doors are open or closed; and
(e) possess an audible alarm positioned at the door that:
(i) is distinct from other alarms in the area where the door is located;
(ii) sounds immediately when the door is closed remotely by power; and
(iii) sounds for at least 5 seconds but no more than 10 seconds before the door begins to move and continues to sound until the door is completely closed.
Note In assessing the design, material, construction and means of operation, the relevant requirements of Regulation II-1/13-1 of SOLAS will be considered.
Intact stability information
8.1 The owner of a ship must ensure that, at all times, there is carried on a ship information relating to the ship’s intact stability characteristics under different conditions of service.
This is a penal provision.
8.2 The information referred to in 8.1 must:
(a) for ships constructed before 1 July 2010 — be substantially in accordance with Schedule 2 of Issue 2 of this Part; or
(b) for ships constructed on or after 1 July 2010 — demonstrate compliance with relevant provisions of the IS Code and be substantially in accordance with IMO Circular MSC/Circ.456; and
(c) be approved:
(i) in the case of a ship registered in Australia — by the Manager, Ship Inspection and Registration, or a survey authority; or
(ii) in the case of any other ship — by the marine administration of the country in which the ship is registered.
Note 1 For paragraph (a) information in respect of an off-shore supply vessel should be in accordance with the Guidelines and include appropriate guidance for the Master to ensure operational compliance.
Note 2 The requirements of paragraph c apply to vessels to which either paragraph a or b apply above.
Note 3 For subparagraph (c) (i) the Manager, Ship Inspection and Registration, or a survey authority, will not approve information unless any inclining experiment or light ship measurement has been carried out substantially in accordance with the procedures set out in Annex 1 of the IS Code.
Additional requirements
9.1 An Australian registered SOLAS ship must, in addition to complying with the relevant requirements of Chapter II-1 of SOLAS, comply with Schedule 1.
Note For requirements dealing with materials containing asbestos, see the Occupational Health and Safety (Maritime Industry) (National Standards) Regulations 2003.
9.2 If the Manager, Ship Inspection and Registration is satisfied that the standards mentioned in SOLAS, the USL Code or Schedule 1 do not provide for an adequate level of safety for an Australian registered ship or class of ships, he or she may determine additional requirements with which the ship or class of ships must comply.
Note The Manager, Ship Inspection and Registration has determined that ro-ro passenger ships must comply with the Annex 5 to Resolution 14, Stability Requirements pertaining to the Agreement (the ‘Stockholm Agreement’), of the Conference of Contracting Governments to the International Convention for the Safety of Life at Sea, 1974, adopted on 29 November 1995, including the revised model test method and associated guidance notes adopted by IMO Resolution MSC.141 (76). For Annex 5 to Resolution 14 of the Stockholm Agreement, see the SOLAS Consolidated Edition 1997, published by the IMO.
Schedule 1 Additional or different requirements
1 Watertight doors
(relates to Regulation II-1/16.1.1 of SOLAS)
The design, materials and construction of a watertight door and its frame on passenger and cargo ships must comply with or be shown to be equivalent to the following:
(a) the door and its frame is to be made of suitable material to withstand the likely hydraulic, impact or other stresses involved;
(b) a sliding door or its frame is to be fitted with rubbing faces of brass or a similar material, such rubbing faces being fitted in recesses where the width of the rubbing face is less than 25 mm;
(c) the mechanical components of the operating gear of a sliding door are to be made of a suitable, non-corrodible material;
(d) the jointing material between a bulkhead and the frame of a door is to be of a type that will not deteriorate or be damaged when subjected to heat;
(f) the bottom edge of a vertically-sliding door is to be tapered or bevelled;
(g) a power-operated vertically-sliding door is not to drop if the power is interrupted when the door is raised;
(h) a horizontally-sliding door is to be so installed as to resist uncontrolled movement when the ship rolls; and
(i) any restraining device fitted to a door to comply with (h) is not to interfere with the closing of the door when it is required to be closed.
2 Bilge pumping arrangements
(relates to Regulation II-1/35-1 of SOLAS)
2.1 General
The requirements in Regulation 35-1 paragraph 3 of Chapter II-1 of SOLAS for passenger ships are to be applied to cargo ships as far as practicable.
2.2 Power bilge pumps to be self priming
Power pumps that are required for bilge pumping must be of the self-priming type or be provided with an efficient priming device, unless a central priming system is provided that is satisfactory to the Manager, Ship Inspection and Registration or a survey authority, as appropriate. However, cooling water pumps having emergency bilge suctions need not be of the self-priming type.
2.3 Bilge branch suctions and strum boxes
2.3.1 The diameter of the bilge branch suction pipes is to be calculated according to the following formula:
where:
db is the internal diameter of the bilge branch suction in millimetres;
B is the breadth of the ship in metres;
C is the length of the compartment in metres; and
D is the moulded depth of the ship to bulkhead deck in metres provided that, in a ship having an enclosed cargo space on the bulkhead deck which is internally drained and which extends for the full length of the ship, D shall be measured to the next deck above the bulkhead deck. Where the enclosed cargo spaces cover a lesser length, D shall be taken as the moulded depth to the bulkhead deck plus lh/L where l and h are the aggregate length and height respectively of the enclosed cargo spaces in metres.
However, the actual internal diameter of any bilge branch pipe may be rounded off to the nearest standard size acceptable to the Manager, Ship Inspection and Registration, or survey authority, as appropriate, but in no case may the diameter of any suction be less than 32 mm.
2.3.2 A bilge suction in the machinery space or tunnel of a ship, other than an emergency suction, must be led from a filter box capable of being readily cleaned situated in an accessible position and, wherever practicable, above the level of the working floor. This filter box must be provided with a straight tail pipe to the bilges and a cover that may be readily opened and closed. Strum boxes are not to be fitted to the lower end of such tail pipe or emergency suction.
2.3.3 A bilge suction end in a hold space or other compartment outside the machinery spaces or tunnel must be enclosed in a strum box. The strum box must be provided with perforations of approximately 10 mm in diameter, the combined area of which is not to be less than twice the area of the end of the bilge suction pipe. The strum box must be so constructed that it can be cleared without breaking any joint of the bilge suction pipe.
2.3.4 The open end of an emergency bilge suction or its strainer, if any, must be accessible for clearing.
3 Sounding arrangements
3.1 A tank forming part of the structure of a ship, and any watertight compartment (other than one that is part of a machinery space) of a ship, must be provided with means for sounding the depth of liquid that may be present in the tank or compartment. Such means must, if necessary, be protected against damage.
3.2 If the means for sounding tanks uses sounding pipes, then:
(a) a thick steel doubling plate for the sounding rod to strike upon must be securely fixed below each sounding pipe;
(b) each sounding pipe for the bilge of an insulated hold must be at least 60 mm in diameter and must itself be insulated; and
(c) each sounding pipe must extend to an accessible position above the top of the tank and above the bulkhead deck, except that where a bilge, cofferdam or double bottom tank is in a machinery space its sounding pipe need not extend above the bulkhead deck if the upper end of the pipe:
(i) is in an accessible position above an access platform in that space;
(ii) is not situated adjacent to boilers or electrical equipment nor where an accidental spray from the cock, when opened, could impact on a surface the temperature of which is likely to be above the ignition temperature of the oil fuel used in the ship; and
(iii) is fitted with a cock with a permanently secured handle so loaded that, on being released, it automatically closes the cock.
Note Provision must be made for sounding all tanks and the bilges of those compartments that are not readily accessible at all times.
4 Stability information
Regulation 5 of Chapter II-1 of SOLAS applies to all Australian registered cargo ships, regardless of length.
6 Electrical installations — emergency sources of power
(relates to Regulation 43 of SOLAS)
In addition to the emergency power availability required by Regulation 43 of Chapter II-1 of SOLAS, the emergency power source must be capable of:
(a)operating the machinery space fixed pressure water spraying fire-extinguishing system pump, if any, for at least 18 hours; and
(b)providing any other services, for any periods, that the Manager, Ship Inspection and Registration considers necessary for the safety of all on board in such an emergency.
7 Alarm systems
(relates to Regulation II-1/51 of SOLAS)
7.1 Introduction
7.1.1 This part of Schedule 1 sets out requirements for oil mist detectors and alarm systems. The requirements of Regulations 47.2 and 51 of Chapter II-1 of SOLAS are applicable to all ships whether they have periodically unattended machinery spaces or not.
7.1.2 Proposals for periodically unattended machinery spaces on a passenger ship must be submitted to the Manager, Ship Inspection and Registration for consideration.
7.3 Alarm systems
If the engine room is not certified under Regulation 46 paragraph 3 of Chapter II-1 of SOLAS for periodically unattended machinery space operations:
(a) alarm systems must be provided in accordance with Regulation 51 of Chapter II-1 of SOLAS and survey authority requirements; and
(b) a shutdown system for machinery must be provided, as necessary, with all important pressures, temperatures and fluid levels and other essential criteria as set out in relevant survey authority rules for unmanned machinery system.
7.4 Additional equipment
Where an item of instrumentation, control, alarm or detection equipment that is fitted in a ship, additional to the provisions of this Schedule or the requirements of one of the specified survey authorities, is not subject to the survey of a survey authority and malfunction of that item could adversely affect the safety of the ship, it is subject to annual survey by an AMSA surveyor. If the performance of the item proves to be unsatisfactory, the Manager, Ship Inspection and Registration may require that it be removed from the ship.
7.5 Instruction books
There must be carried on board for the use of the engineers operating and maintaining the equipment adequate instruction books in English containing information on:
(a) operation of machinery, control systems, monitoring systems and alarms systems;
(b) maintenance of systems;
(c) testing of systems;
(d) identification and rectification of faults; and
(e) emergency operation equipment and systems;
in respect of such equipment and systems installed in the ship.
8 Lifts
8.1 Introduction
Provision 8 of Schedule 1 sets out the requirements additional to AS 1735 (lifts, escalators and moving walks) that apply to lifts installed in ships for the use of passengers or crew. It does not apply to lifts used primarily for the conveyance of cargo and stores.
8.2 Definitions
Except for the following definitions, a term used in provision 8 has the same meaning as in AS 1735. A reference to the ‘Statutory Authority’ in AS 1735 means AMSA.
approved means approved by the Manager, Ship Inspection and Registration;
‘A’ class division, door or enclosure means a fire division that complies with the requirements of Marine Orders, Part 15, for such a division, door or enclosure;
low flame spread surface means a surface that complies with the requirements of Marine Orders, Part 15;
passenger means a person other than:
(a) a member of the crew of the ship; or
(b) another person employed or engaged in any capacity on board the ship on the business of that ship.
8.3 General
8.3.1 Lifts must comply with AS 1735, modified where necessary in accordance with these requirements, except that in the case of ships built overseas a national standard acceptable to the Manager, Ship Inspection and Registration, may be substituted for AS 1735.
8.3.2 Any departure from these requirements must be submitted to the Manager, Ship Inspection and Registration for consideration.
8.3.3 In lifts installed in hazardous locations, such as pump rooms in oil or gas tankers, the designer must take into account the hazardous environment. Special precautions must be taken to prevent static discharge or sparking due to electrical equipment, or metals in either impact or rubbing contact.
8.4 Submission of plans and data
8.4.1 A sufficient number of copies of drawings and data must be submitted to permit:
(a) the retention of one copy by AMSA; and
(b) the return of the number of copies required by the designer.
8.4.2 The information must be sufficient to establish that the lift installation complies with this Schedule. Such information is to include:
(a) a specification of the lift installation;
(b) the location of the lift trunk in the ship, the position of lift trunk entrances, means of escape and location of the lift machinery room; and
(c) arrangements and details of safety devices.
8.5 Design
8.5.1 Lifts must be designed to operate safely in both directions of travel with a load 25% in excess of the rated load.
8.5.2 Due regard must be given to the arrangement and position of the lift installation within the ship, particular attention being given to:
(a)integration with and means of attachment to the ship’s structure;
(b) effects of static and dynamic forces arising from the motion of the ship at sea; and
(c) effects of vibration on the lift structure and machinery.
8.5.3 The lift installation must be capable of safe operation when the ship is listed 10° either side of the upright position whilst simultaneously trimmed 5° forward or aft. It must be capable of withstanding a rolling motion of the ship up to 30° on either side of the vertical combined with a simultaneous pitching motion of up to 10° with the car stopped at any position in its travel.
8.5.4 The lift trunk and machinery room must be located within the structure of the ship so as to give protection to machinery, electrical equipment and other parts liable to corrosion or deterioration in a marine environment.
8.5.5 Passenger and machinery spaces are not to be served by the same lift.
8.5.6 The lift car must be provided with a suitable grab rail.
8.5.7 The method of operating the lift must be obvious and not require any instruction notice.
8.6 Structural fire protection
8.6.1 The lift car frame must be constructed of steel. The cladding, lining and flooring shall be of approved materials that have low flame spread surfaces.
8.6.2 Lift landing doors must be of an approved type and, having regard to the nature of the space adjacent to the door, must meet the requirements for ‘A’ class doors except that, when lift landing doors are protected by ‘A’ class enclosures around a landing entrance, the lift landing doors need not be of ‘A’ class standard or be of an approved type.
8.6.3 A glass viewing window may be permitted in lift landing doors where:
(a) the door with the viewing window has been approved as an ‘A’ class lift landing door; or
(b) an unrated lift landing door is protected by an ‘A’ class enclosure.
8.6.4 That part of a lift trunk located wholly within the machinery space need not be insulated. However, the trunk must be at least A0 standard in respect of prevention of passage of smoke and flame to upper levels of the ship.
8.6.5 Lift trunks and closure of openings in lift trunks must in addition comply with Marine Orders Part 15.
8.7 Means of escape
8.7.1 A steel ladder of adequate strength must be provided in the trunk so situated that a person can escape from the lift when the car is stopped at any position in its travel. An emergency exit must be provided above the upper limit of travel of the lift car, and may be supplemented by additional emergency exits at other locations in the trunk. The emergency exits must be easy to open from within the trunk and readily accessible from the ladder.
8.7.2 In a passenger ship where a lift is used exclusively by crew members and in a cargo ship, the trap door in the lift car must be operable from inside the car by means of a special key contained in a break glass box. Where necessary, steps or equivalent means must be provided within the lift car to gain access to the trap door.
8.8 Ventilation
8.8.1 Where necessary, lift trunks must be adequately ventilated to prevent the accumulation of stagnant air in any part of the trunk.
8.8.2 Lift cars must be provided with screened ventilation openings giving positive circulation of air in the car and, if necessary, be supplemented by power ventilation.
8.9 Electrical
8.9.1 Power supplies for personnel lifts, for lifting machinery, lighting in lifts and machinery rooms, alarms, communications and signalling devices must be from both main and emergency sources on all ships, irrespective of date of construction.
8.9.2 Power supplies for lift alarms, communication and signalling devices may also be provided from an independent accumulator battery.
8.9.3 The power supply must be so arranged that in the event of a failure of the mains supply, each lift can be moved by the emergency supply to a deck where the doors can be safely opened.
8.9.4 When the trap door in the lift car is opened, the hoist power supply must be shut off. It must not be possible to restore hoist power supply until the trap door is shut and locked by means of a key from within the car.
8.10 Alarms and communications
A lift car must be provided with a telephone for communication with a station in an area normally occupied whilst the ship is in service. In a passenger ship where a lift is used exclusively by crew members and in a cargo ship, an alarm push button giving audible and visual warning at a station normally occupied whilst the ship is in service may be provided in place of a telephone.
8.11 Notices
8.11.1 A notice must be provided at each landing door carrying a warning that the lift is not to be used when the general alarm has sounded, in case of fire, or when the ship is rolling more than 10° from the vertical.
8.11.2 A notice must be mounted in a prominent position in the lift car stating the maximum number of persons and the maximum mass permitted and the date of test of the lift.
8.11.3 In a passenger ship where a lift is used exclusively by crew members and in a cargo ship, a notice describing the emergency means of escape must be provided inside the lift car, on the roof of the car adjacent to the trap door and at the emergency exit.
8.12 Tests and certificates
8.12.1 Tests required by AS 1735 and this Schedule must be carried out before putting the lift into service and must be witnessed by an AMSA surveyor. In the case of a ship built overseas, tests may instead be witnessed by an employee of an organisation nominated by the Manager, Ship Inspection and Registration. A certificate must be issued by the firm responsible for the tests, listing the tests carried out and their result. The certificate must also state that the installation complies with AS 1735 and these requirements.
8.12.2 A certificate covering tests of wire ropes must be supplied.
8.13 Maintenance manual
A suitable handbook containing all relevant particulars necessary for servicing and maintaining the lift installation must be provided.
9 Machinery space cranes and other lifting gear
9.1 Introduction
Provision 9 of Schedule 1 sets out the requirements for the certification, testing, examination and marking of machinery space cranes and lifting gear.
9.2 Definitions
In Provision 9:
competent person means a person who, in relation to machinery space cranes and lifting gear, is responsible to:
(a) the manufacturer of that equipment; or
(b) a classification society in pursuance of a scheme of classification or certification of such equipment; or
(c) a competent testing establishment.
lifting gear means an article for use in lifting operations within a machinery space that is not riveted, welded or otherwise permanently attached to the machinery space crane, and includes wire rope slings, shackles, chain blocks and eye bolts;
machinery space crane means a crane permanently installed within a machinery space;
qualified person in relation to a function means a member of the ship’s crew who is appropriately certificated such as to be competent to perform that function;
thorough examination means a detailed visual examination and such other measures as are considered necessary by the person carrying out the examination to determine the condition of an article or integrated assembly of articles being examined and may include ultrasonic, dye penetrant and magnetic particle testing, hammer testing, drilling, opening up and dismantling.
9.3 Machinery space cranes
9.3.1 A machinery space crane must not be used unless:
(a) it has been tested, thoroughly examined, certificated and marked in accordance with the relevant provisions of this Schedule;
(b) the current record of examination in the appropriate register indicates that the crane is fit for use; and
(c) a qualified person has determined it to be fit for such use.
9.3.2 A crane must be tested and thoroughly examined by a competent person in accordance with 9.3.5 before being put to use for the first time and subsequently tested and thoroughly examined at intervals not greater than 5 years. A test and thorough examination may be postponed, for a period of not more than 6 months, where the postponement will enable the test and examination to be carried out concurrently with a class survey of the ship by its classification society, provided that a competent person certifies in writing that, in that person’s opinion, the crane may be safely operated during the period of the postponement.
9.3.3 Where the design of the crane is such that compliance with 9.3.2 is, in the opinion of the competent person, impractical or would require unnecessary dismantling, the test and thorough examination may be dispensed with provided:
(a) the manufacturer’s equipment specification, schedule of examination and maintenance manual are available to the competent person; and
(b) such examination and maintenance procedures in accordance with the maintenance manual as have been carried out are recorded in the appropriate register of the ship by the qualified person.
9.3.4 A crane must be thoroughly examined by a qualified person in accordance with 9.3.5 at intervals not greater than 12 months. Following examination, the qualified person must record the examination and condition of the crane in an appropriate register, such as the register of materials handling equipment of the ship.
9.3.5 Testing
9.3.5.1 Proof Load
When a crane is tested, the proof load must not be less than 1.25 x the safe working load (SWL) of the crane.
9.3.5.2 Thorough examination
Following the testing of a crane, the crane and all accessory gear must be examined for damage or permanent deformity.
9.3.5.3 Certification
A Certificate of Test and Examination in accordance with Form MO32/1 (see Marine Orders, Part 32) is to be issued on satisfactory completion of testing referred to in 9.3.2.
Note Strict adherence to the layout of the form is not required - other form of certificate containing all the information mentioned in MO32/1 is acceptable.
9.3.5.4 Marking
A machinery space crane must be clearly marked with its safe working load (SWL).
9.4 Machinery space lifting gear
9.4.1 Machinery space lifting gear must not be used unless:
(a) it has been tested, examined, certificated and marked by a competent person in accordance with the relevant provisions of this Schedule before first putting into use; and
(b) a qualified person has determined it to be fit for such use on each occasion thereafter.
9.4.2 Wire rope slings are to be tested, examined, certificated and marked in accordance with AS 1666 (Wire Rope Slings).
9.4.3 Shackles are to be tested, examined, certificated and marked in accordance with AS 2741 (Shackles).
9.4.4 Chain blocks are to be tested, examined, certificated and marked in accordance with AS 1418.2 (Cranes (including Hoists and Winches) Part 2 — Serial Hoists and Winches).
9.4.5 Eyebolts are to be tested, examined, certificated and marked in accordance with AS 2317 (Collared Eye Bolts).
10 Spare parts and tools
A ship must be provided with an adequate quantity of replacements for those parts of the ship’s electrical and mechanical equipment and installations that, having regard to the intended service of the ship, are essential for the safety of the ship and of the persons on board and that will enable running repairs to be carried out while the ship is at sea. Tools and materials necessary for carrying out repairs must also be provided.
11 Gas welding and cutting equipment
11.1 Introduction
Provision 11 of Schedule 1 details the requirements for gas welding and cutting equipment installed on board and carried by a ship for the purposes of maintenance and repair.
11.2 Definitions
In Provision 11:
fuel gas means acetylene gas or any liquefied petroleum gas;
fuel gas cylinder or oxygen cylinder includes a cylinder that is fully charged, partially charged, or expended;
portable unit means gas welding and cutting equipment containing not more than one cylinder of fuel gas and one of oxygen.
11.3 General requirements
11.3.1 A fuel gas cylinder and an oxygen cylinder must comply with AS 2030 ‘Gas Cylinders,’ or an equivalent standard accepted by the Manager, Ship Inspection and Registration.
11.3.2 A fuel gas cylinder and an oxygen cylinder must not be recharged whilst on board a ship.
11.3.3 A tool necessary for opening or closing a cylinder head valve must be available in a readily accessible and conspicuous position near the cylinder.
11.4 Cylinder storage
11.4.1 A fuel gas cylinder and an oxygen cylinder must be adequately secured and stored in a position not immediately above a machinery space that is:
(a) a sheltered position on the open deck; or
(b) a storage room situated on or above the uppermost continuous deck.
11.4.2 A fuel gas cylinder and an oxygen cylinder, whether in use or in store, must be kept in an upright position (that is, longitudinal axis vertical). A cylinder securing device must be capable of quick and easy release, and cylinder stowage arrangements must be such that, in the event of fire, each cylinder may be quickly removed.
11.4.3 Fuel gas cylinders stored on the open deck must be at least 3 metres from oxygen cylinders stored on the open deck except that a single fuel gas cylinder and a single oxygen cylinder may be stored together. Separate rooms must be provided for fuel gas cylinders and oxygen cylinders, except that a single fuel gas cylinder and a single oxygen cylinder may be carried in the same storage room.
11.4.4 A fuel gas cylinder or an oxygen cylinder stored on the open deck must be located away from an accommodation space and, where practicable, the distance of separation is to be at least 3 metres.
11.4.5 A fuel gas cylinder stored on the open deck must not be directly over a hold or compartment containing:
(a) a flammable solid or a substance liable to spontaneous combustion, designated Class 4.2 by the International Maritime Dangerous Goods Code; or
(b) a flammable liquid, having a flash point of less than 23°C designated Class 3 by the International Maritime Dangerous Goods Code; or
(c) coal.
11.4.6 A fuel gas cylinder or an oxygen cylinder, when in the stored position must not be exposed to the direct rays of the sun or to another source of heat that will cause overheating of the cylinder or its contents.
11.5 Storage room
11.5.1 A storage room for gas bottles must:
(a) be constructed of steel and be gas tight to any adjacent enclosed space;
(b) have safe and ready access that must be from the open deck only; and
(c) not have a boundary common with an accommodation space.
11.5.2 Unless the room is fitted with an expanded metal mesh door, a mechanical or natural ventilation system must be provided for a storage room as a safeguard against the accumulation of fuel gas or oxygen and the system shall be separate from any other ventilation system.
11.5.3 The installation of electric wiring and electrical fittings in a storage room, or in contact with exhaust from a storage room, must be kept to a minimum. The wiring and fittings must be of the intrinsically safe or explosion proof type.
11.5.4 Storage rooms must not be used for storage of material other than gas bottles.
11.6 Pipes and fittings
11.6.1 Where in a ship a fixed system is fitted to convey fuel gas or oxygen, a pipe or fitting used in or connected to the system must:
(a) be constructed of steel; or other suitable material, except that a material containing more than 70% copper must not be used in association with acetylene unless for a blow pipe tip; and
(b) be capable of withstanding the maximum working stresses to which the pipe or fitting may be subject with a factor of safety that is adequate having regard to:
(i) the material of which the pipe or fitting is constructed; and
(ii) the working conditions under which the pipe or fitting is intended to be used.
11.6.2 Pipes and fittings must be properly supported, protected against damage and installed with adequate allowance for expansion.
11.6.3 Where a fuel gas cylinder or an oxygen cylinder is connected to a fixed system, it must be by a flexible hose or pipe.
11.6.4 The working pressure in a piping system must not exceed:
(a)100 kPa for fuel gas; and
(b) 700 kPa for oxygen;
except that a short length of pipe between a cylinder and a pressure regulator may be subject to a pressure equal to that within the cylinder.
Note Flexible hoses used in high pressure sections of the system (between cylinder valve and pressure regulator) are to conform to ISO 14113 or equivalent and must be fit for purpose.
11.6.5 Where a pipe for conveying fuel gas, a pipe for conveying oxygen or any fitting connected to such pipes may receive fuel gas or oxygen from a source at a higher pressure than it can withstand with an adequate factor of safety, those pipes and fittings must be fitted with:
(a) a reducing valve;
(b) a relief valve located on the low pressure side of the reducing valve; and
(c) a pressure gauge located on the low pressure side of the reducing valve.
Where a relief valve is fitted, it must be arranged so that it discharges within the store room or to a safe position on the open deck.
11.6.6 A pipe for conveying fuel gas and a pipe for conveying oxygen must:
(a) not pass through accommodation spaces, including galleys and associated domestic store rooms;
(b) be readily visible;
(c) be marked at appropriate intervals to indicate their contents; and
(d) be readily accessible.
11.6.7 Where a fixed system may be supplied by more than one cylinder, it must be possible to isolate any cylinder by a stop valve and this stop valve is to be in addition to the shut off valve on the cylinder head.
11.6.8 The outlet from a pipe conveying fuel gas and from a pipe conveying oxygen must be fitted with:
(a) a stop valve; and
(b) a device to prevent return flow of gas or back burning.
11.6.9 An outlet from a pipe conveying fuel gas and an outlet from a pipe conveying oxygen must be confined to an area suitable for welding or cutting.
11.6.10 The number of joints in any system used for conveying fuel gas or for conveying oxygen must be kept to the practical minimum.
11.7 Notices
A warning notice in clear and permanent lettering must be displayed in a conspicuous position:
(a) at any space where a fuel gas cylinder or an oxygen cylinder is stored, and the wording of the notice must be:
Danger ‘Name of Stored Gas’
No Smoking
No Naked Flames
Close All Valves When Gas Is Not In Use;
(b) at a space where an acetylene cylinder is stored, and the wording of the notice must be, in addition to the above:
In Case Of Fire, Acetylene Cylinders That Have Been Hot May Explode Even After They Have Cooled And Therefore Should Be Jettisoned
(c) in a welding or cutting area, and the wording of the notice must be:
Close All Valves When Gas Is Not In Use.
11.8 Installation and initial testing
11.8.1 A gas welding and cutting installation must be installed and tested to the satisfaction of a surveyor.
11.8.2 Before being put into service for the first time, the assembly of pipes and fittings making up a fixed system must satisfactorily withstand a pressure test equal to twice the maximum working pressure of the system without leakage or failure.
11.8.3 After installation in a ship and prior to use, a fixed system for conveying fuel gas and oxygen must be cleaned, de‑greased internally and purged with inert gas.
Note In deciding whether to provide a fixed system or a portable unit, account must be taken of the design parameter that a portable unit unused for a continuous period of 4 hours must be returned to the position set aside for its safe storage.
11.9 Installation and maintenance
11.9.1 All the equipment and fittings required by this Schedule must be installed, serviced and maintained so that they remain safe to operate and do not endanger the safety of the ship and the persons on board.
11.9.2 A storage room must be kept free from contamination by grease and oil.
12 Conduct of inclining experiment
12.1 Heeling
12.1.1 Where the heeling is accomplished by the transfer of liquid under the provisions 2.3.4 of Annex 1 of the IS Code, details of arrangements for the transfer of liquids and the recording system to be used should be submitted to the Manager, Ship Inspection and Registration for acceptance at least 2 weeks prior to the experiment. When this method is used, strict attention must be paid to the following conditions:
(a) the tanks must be fully calibrated over the full range of soundings to be used during the experiment. The weight, transverse, vertical and longitudinal positions of the centre of gravity and the free surface moments of the contents are to be accurately established taking account of the trim and heel of the ship at inclining;
Note Rectangular tanks are preferred.
(b) the density of the liquid used for the heeling of the ship is to be determined using a hydrometer calibrated within the preceding 2 years if made of metal or 5 years if made of glass.
(c) the method used for transferring liquid from one tank to the other must be simple and direct, allowing for the transfer to be accomplished in a reasonable time with minimum leakage. Prior to undertaking the inclining experiment, the transfer system is to be purged to ensure that the system is working satisfactorily;
(d) a calibrated sight board must be set up in each tank to measure the liquid level;
Note The work of calculation is reduced and the accuracy increased where the sight boards are placed at the intersection of the longitudinal and transverse centres of the liquid surfaces. In a rectangular tank, the preferred position of the sight board would thus be at the vertical axis of the tank.
(e) safe access and adequate lighting of the sight boards must be provided to permit accurate liquid level readings to be taken; and
(f) where it is impossible or impracticable to measure accurately the liquid level in a tank using sight boards, the Manager, Ship Inspection and Registration may, on written application, accept the use of sounding tubes for measurement of liquid level.
12.2 Results of Inclining
12.2.1 In addition to the requirements of section 4.3 of Annex 1 to the IS Code, the following procedures are to be applied to the results of the inclining:
(a) for each pendulum, the ratio of applied heeling moment to the pendulum deflection (w.d/x) is to be calculated and recorded; and
(b) where any individual w.d/x value deviates by more than 5% from the average ratio for that pendulum, then the following must be checked and rectified if possible and appropriate:
(i) that the ship is still clear of the berth and that the moorings are still slack;
(ii) the pendulum readings, making sure that the pendulums are free to swing;
(iii) the value of the weight last moved and the distance through which it was moved;
(iv) that nothing aboard the ship has moved due to heeling; and
(v) that the ship is not aground.
Note For the purposes of 12.2:
w means weight
d means distance
x means pendulum deflection
Note 2 A running average w.d/x ratio computed during the conduct of the inclination is generally a good early indicator of this type of problem.
12.2.2 Where it is found, after checking, that:
(a) the pendulum readings of the ship in the upright position are considerably erratic; or
(b) the pendulum deflexions are greater than might have been expected; or
(c) there is an inconsistency in the values of the pendulum deflexions for equal weight movements in opposite directions; or
(d) the ship appears to have an unexplained initial list that cannot be corrected
then the ship could have a negative GM value and therefore might be initially unstable. The inclining experiment must be immediately discontinued and the Manager, Ship Inspection and Registration advised.
Note For the purposes of 12.2.2 and 12.2.3, GM means the initial transverse metacentric height when one or more tank is slack, commonly known as the metacentric height.
12.2.3 If the reason for the w.d/x ratio deviation cannot be identified but none of the criteria in the preceding clause are triggered, then the Manager Ship Inspection and Registration may require all w.d/x ratios to be converted into values of measured GM and determine that the ‘as inclined’ GM value for the ship is to be the lower bound of a 95% confidence interval of the normal statistical distribution of those measured GM values.
Notes to the Marine Orders Part 12, issue 3
Note 1
Marine Orders Part 12, issue 3 (in force under the Navigation Act 1912) as shown in this compilation comprise Marine Orders Part 12, issue 3 amended as indicated in the following tables.
Table of Orders
| Year and number | Registration date | FRLI number | Commencement date | Application, saving or transitional provisions |
| Marine Orders Part 12, issue 3 (MO 2009/13) | 10 December 2009 | F2009L04209 | 1 January 2010 | – |
| Marine Orders Part 12, Issue 3 Amendment (MO 2010/8) | 24 December 2010 | F2010L03416 | 1 January 2011 | – |
| Marine Orders Part 12 Amendment 2011 (No.1) (MO 2011/11) | 15 December 2011 | F2011L02686 | 1 January 2012 | – |
Table of amendments
| ad. = added or inserted am. = amended rep. = repealed rs. = repealed and substituted | |
| Provision affected | How affected |
| 1A.......................................... | ad. 2011/11 |
| 1............................................ ............................................... | am. 2011/11 |
| 2............................................ ............................................... | am. 2010/8; am. 2011/11 |
| 3............................................ ............................................... | am. 2011/11 |
| 5............................................ ............................................... | rs. 2011/11 |
| 6............................................ ............................................... | am. 2010/8; rs. 2011/11 |
| 7............................................ ............................................... | am. 2011/11 |
| 8............................................ ............................................... | am. 2011/11 |
| 9............................................ ............................................... | am. 2011/11 |
| Schedule 1.......................... | am. 2011/11 |
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