Navigation (Construction of Passenger Ships) Regulations (Cth)
Statutory Rules 1959, No.
45.
Part I.—Preliminary.
Part I.—Preliminary (Regulations 1-6).
Part II.—Watertight Sub-division.
Division 1.—General (Regulation 7).
Division 2.—Peak and Machinery Space Bulkheads, &c. (Regulations 8-10).
Division 3.—Double Bottoms (Regulations 11-15).
Division 4.—Stability in Damaged Condition (Regulations 16-18).
Division 5.—Construction of Watertight Bulkheads, &c. (Regulations 19-20).
Division 6.—Openings in Watertight Bulkheads, &c. (Regulations 21-26).
Division 7.—Means of Closing Openings in Watertight Bulkheads (Regulations 27-28).
Division 8.—Construction of Watertight Doors (Regulations 29-37).
Division 9.—Means of Operating Sliding Watertight Doors (Regulations 38-40).
Division 10.—Watertight Doors—Signals and Communications (Regulations 41-42).
Division 11.—Openings in the Shell Plating below the Margin Line (Regulations 43-54).
Division 12.—Side and other Openings above the Margin Line (Regulation 55).
Division 13.—Weather Deck (Regulations 56-57).
Division 14.—Sub-division Load Lines (Regulations 58-60).
Part III.—Bilge Pumping Arrangements.
Division 1.—Number and Type of Bilge Pumps (Regulations 61-64).
Division 2.—Requirements for Bilge Pumps and Bilge Suctions (Regulations 65-75).
Division 3.—Arrangement of Bilge Pipes (Regulations 76-78).
Division 4.—Diameter of Bilge Suction Pipes (Regulations 79-81).
Division 5.—Precautions against Flooding through Bilge Pipes (Regulations 82-87).
Division 6.—Bilge Valves, Cocks, &c. (Regulations 88-90).
Division 7.—Bilge Mud Boxes and Strum Boxes (Regulations 91-92).
Division 8.—Sounding Pipes (Regulations 93-94).
(
Part IV.—Electrical Equipment and Installations.
Division 1.—General (Regulations 95-96).
Division 2.—Main Generating Sets (Regulations 97-98).
Division 3.—Emergency Source of Electrical Power (Regulations 99-100).
Division 4.—Distribution Systems (Regulations 101-106).
Division 5.—Miscellaneous Electrical Precautions (Regulations 107-116).
Part V.—Fire Protection.
Division 1.—General (Regulations 117-118).
Division 2.—Exhibition of Plans (Regulation 119).
Division 3.—Structure of Ship (Regulations 120-122).
Division 4.—Openings in A class Divisions (Regulations 123-126).
Division 5.—Protection of Stairways (Regulation 127).
Division 6.—Protection of Vertical Trunks (Regulations 128-131).
Division 7.—Protection of Control Stations (Regulations 132-133).
Division 8.—Protection of Storerooms, &c. (Regulations 134-135).
Division 9.—Deck Sheathing (Regulation 136).
Division 10.—Ventilation Systems (Regulations 137-138).
Division 11.—Miscellaneous Items of Fire Protection (Regulations 139-145).
Division 12.—Methods of Fire Protection (Regulations 146-147).
Part VI.—Boilers and Machinery.
Division 1.—General (Regulation 148).
Division 2.—Boilers, &c. (Regulations 149-154).
Division 3.—Boiler Feed Systems (Regulations 155-159).
Division 4.—Steam Pipe Systems (Regulations 160-164).
Division 5.—Machinery (Regulations 165-171).
Division 6.—Shafts (Regulation 172).
Division 7.—Air Pressure Systems (Regulations 173-187).
Division 8.—Engine Cooling Systems (Regulations 188-191).
Division 9.—Lubricating Oil Systems (Regulations 192-194).
Division 10.—Oil-fuel Installations (Boilers and Machinery) (Regulations 195-225).
Division 11.—Oil-fuel Installations (Cooking Ranges) (Regulations 226-227).
Division 12.—Ventilation (Regulation 228).
Division 13.—Stores, Spare Gear and Tools (Regulation 229).
Division 14.—Means for Reversing Propelling Machinery (Regulation 230).
Part VII.—Miscellaneous (Regulations 231-233).
“accommodation space” includes—
(
a )passenger space;(
b ) crew space;(
c )office space;(
d )pantry space other than main pantry space; and(
e ) other similar space other than service space or open space on deck;“breadth”, in relation to a ship, means the greatest moulded breadth of the ship at or below the ship’s deepest sub-division load water-line;
“bulkhead deck”, in relation to a ship, means the uppermost deck of the ship up to which transverse watertight bulkheads are carried;
“Class I. ship” means—
(
a )a passenger ship registered in Australia that is engaged, whether regularly or intermittently, on international voyages other than short international voyages; or(
b ) a passenger ship that is engaged, whether regularly or intermittently, in carrying passengers from Australia on international voyages other than short international voyages;“Class II. ship” means—
(
a ) a passenger ship that is an Australian-trade ship; or(
b )a passenger ship that is engaged, whether regularly or intermittently, in carrying passengers from Australia on short international voyages,but does not include a Class I. ship;
“Class III. ship” means a passenger ship that is a limited coast-trade ship, but does not include a Class I. ship or a Class II. ship;
“combustible material” means material other than incombustible material;
“control station” includes—
(
a )a radiotelegraph room; or(
b )any other enclosed space which houses—(i) a compass, a direction-finder, radar equipment, a steering wheel or other similar equipment used in navigation;
(ii) a control indicator connected with a system for the detection of fire or smoke; or
(iii) an emergency generator;
“crew space” has the same meaning as crew accommodation in the Navigation (Crew Accommodation) Regulations;
“criterion numeral”, in relation to a ship, means the criterion numeral of the ship determined in accordance with such of the provisions of the First Schedule as apply to the ship;
“draught”, in relation to a ship, means the vertical distance from the moulded base line amidships to a sub-division load water-line;
“factor of sub-division”, in relation to a ship or portion of a ship, means the factor of sub-division for the ship or that portion of the ship, as the case may be, determined in accordance with such of the provisions of the First Schedule as apply to that ship or that portion of the ship, as the case may be;
“floodable length”, in relation to a point along the length of a ship at a draught, means the maximum portion of the length of the ship having its centre at the point which, at the draught, under the assumption that the ship has no list, and under such of the assumptions of permeability set out in the First Schedule as are applicable to that portion, can be flooded without submerging any part of the margin line of the ship;
“incombustible material” means material which, when heated to a temperature of one thousand three hundred and eighty-two degrees Fahrenheit, neither burns nor gives off inflammable vapours in sufficient quantity to ignite at a pilot flame;
“independent power pump”, in relation to a ship, means a pump operated by power otherwise than from the main engines of the ship;
“international voyage” has the same meaning as in Part IV. (other than Division 5 of that Part) of the Act;
“length”, in relation to a ship, means the length measured between the perpendiculars at the extremities of the deepest sub-division load water-line of the ship;
“machinery space”, in relation to a ship—
(
a )means the space extending from the moulded base line to the margin line of the ship and between the extreme transverse watertight bulkheads of the ship which bound the spaces appropriated to the main and auxiliary propelling machinery, the boilers, if any, and the permanent coal bunkers, if any, of the ship; and(
b )in Part V. of these Regulations, includes spaces which are occupied by refrigerating machinery, pumps, engineers’ workshops, generators, ventilation or air conditioning machinery or oil-filling stations and trunkways leading to those spaces;“main circulating pump”, in relation to a ship, means the pump installed for the purpose of circulating water through the main condenser of the ship;
“main vertical zone”, in relation to a ship, means one of the main vertical zones into which the hull, superstructure and deckhouses of the ship are divided in accordance with sub-regulation (1.) of regulation 121 of these Regulations;
“margin line”, in relation to a ship, means a line drawn at least three inches below the upper surface of the bulkhead deck at the side of the ship and assumed for the purpose of determining the floodable length of the ship;
“mile” means a nautical mile of six thousand and eighty feet;
“passenger ship” has the same meaning as in Part IV. of the Act;
“passenger space” means space provided for the use of passengers;
“permeability”, in relation to a space in a ship, means the percentage of the space below the margin line of the ship which, on the assumption that it is equipped for the purpose for which it is intended, can be occupied by water;
“public room” includes a hall, a dining room, a bar room, a smoke-room, a lounge room, a recreation room, a children’s nursery and a library;
“radiotelegraph room” means the radiotelegraph room provided in a ship in accordance with the Navigation (Radio) Regulations;
“service space” includes galleys, main pantries, laundries, store rooms, paint rooms, baggage rooms, mail rooms, bullion rooms, carpenters’ workshops, plumbers’ workshops and any trunkway leading to such a space;
“short international voyage” has the same meaning as in Part IV. of the Act;
“sub-division load water-line”, in relation to a ship, means the water-line assumed in determining the sub-division of the ship in accordance with these Regulations;
“the Act” means the
Navigation Act 1912-1956;“watertight”, in relation to a structure in a ship, means capable of preventing the passage of water through the structure in any direction under a head of water up to the margin line of the ship;
“watertight bulkhead” means a bulkhead of a ship required by these Regulations to be watertight;
“watertight door” means a door required by these Regulations to be watertight;
“weathertight”, in relation to a structure, means capable of preventing the passage of sea water through the structure in ordinary sea conditions.
(2.) A reference in these Regulations to a Schedule by number shall be read as a reference to the Schedule so numbered to these Regulations.
Part II.—Watertight Sub-division.
(2.) Each bulkhead required by the last preceding sub-regulation shall be watertight up to the bulkhead deck.
(3.) Every other portion of the internal structure of the ship which affects the efficiency of the sub-division of the ship shall be watertight and of a design which will maintain the integrity of the sub-division.
(2.) The collision bulkhead shall be watertight up to the bulkhead deck.
(3.) The distance between the collision bulkhead and the ship’s forward perpendicular shall be not less than five per centum of the length of the ship and not more than ten feet plus five per centum of the length of the ship.
(4.) If the ship has a forward superstructure, the collision bulkhead shall be extended to the deck next above the bulkhead deck.
(5.) Where an extension of the collision bulkhead is required by the last preceding sub-regulation—
(
a )the extension shall be weathertight; and(
b )if the extension is not fitted directly over the bulkhead below—(i) the distance between the extension and the ship’s forward perpendicular shall be not less than fiveper centum of the length of the ship; and
(ii) the part of the bulkhead deck which forms the step shall be made weathertight.
(6.) The plating and stiffeners of the extension required by sub-regulation (4.) of this regulation shall be constructed in accordance with the provisions of the Third Schedule as if the extension formed part of a bulkhead immediately below the bulkhead deck.
(2.) Subject to the next succeeding sub-regulation, the bulkheads referred to in the last preceding sub-regulation shall be watertight up to the bulkhead deck.
(3.) The afterpeak bulkhead may be stopped below the bulkhead deck if the safety of the ship is not thereby impaired.
(2.) The stern tube of a ship shall be enclosed in a watertight compartment the volume of which shall be the smallest compatible with the proper design of the ship.
(2.) Subject to the next succeeding sub-regulation, a ship the length of which is two hundred and forty-nine feet or more shall be fitted with a watertight double bottom extending from, or from as near as is practicable to, the collision bulkhead to, or to as near as is practicable to, the afterpeak bulkhead.
(3.) The last preceding sub-regulation does not require a double bottom to be fitted in the machinery space of a ship the length of which is less than three hundred and thirty feet.
(2.) The inner bottom shall be deemed to comply with the last preceding sub-regulation if the line of intersection of the outer edge of the margin plate of the inner bottom with the shell plating of the ship is not lower at any point than a horizontal plane passing through the point of intersection of the frame line amidships with a line inclined at an angle of twenty-five degrees to the base line amidships and cutting that base line at a point one half of the ship’s moulded breadth from the middle line.
(2.) The Minister shall not exempt a ship from the requirements of the last preceding sub-regulation unless he is satisfied that the protection given to the ship by the double bottom will not be diminished by reason of the exemption.
(3.) A well may be constructed in the double bottom of a ship for the purposes of drainage if the well—
(
a )is not larger, and does not extend downwards further, than is necessary for that purpose;(
b )is not, at any point, less than eighteen inches from the inner edge of the margin plate of the inner bottom; and(
c ) not being a well which is constructed at the after end of a shaft tunnel, is not, at any point, less than eighteen inches from the outer bottom.
(
a )portion of a Class II. ship or a Class III. ship is sub-divided by application of a factor of sub-division not exceeding .5;(
b )this Division requires a double bottom to be fitted in that portion of the ship; and(
c ) the Minister is satisfied that the fitting of a double bottom in that portion of the ship would not be compatible with the design and proper working of the ship,
the Minister may exempt the ship from the provisions of this Division insofar as those provisions require a double bottom to be fitted in that portion of the ship.
(
a )to enable the ship to withstand the final flooding of any one of the main compartments into which the ship is sub-divided in accordance with regulation 7 of these Regulations;(
b )if two adjacent main compartments of the ship are separated by a bulkhead which is stepped—to enable the ship to withstand the final flooding of those compartments; and(
c ) if the ship’s factor of sub-division is .5 or less—to enable the ship to withstand the final flooding of any two of the main compartments which are adjacent to each other.
(2.) For the purposes of the last preceding sub-regulation, the sufficiency of the intact stability of a ship shall be determined in accordance with the provisions of the Second Schedule.
(2.) If cross-flooding fittings are provided in a ship, the fittings and the maximum heel of the ship before equalization shall be such as will not endanger the safety of the ship.
(3.) If the margin line of a ship may become submerged during the flooding assumed for the purposes of the calculation referred to in the Second Schedule, the construction of the ship shall be such that it will be possible to ensure—
(
a )that the maximum angle of heel during any stage of the flooding will not be such as will endanger the safety of the ship; and(
b ) that the margin line will not be submerged in the final stage of flooding.
(
a )information as to the use of any cross-flooding fittings provided in the ship;(
b )such information as is necessary for the maintenance of sufficient intact stability under service conditions to enable the ship to withstand damage to the extent specified in the Second Schedule; and(
c ) information as to the conditions of stability on which the calculations of heel have been based, together with the information that excessive heeling might result should the ship sustain damage under less favorable conditions.
Penalty: One hundred pounds.
(2.) Where a watertight bulkhead in the machinery space of a ship is pierced by a doorway, the doorway shall be placed so that the sill of the doorway is as high as possible in the ship.
(
a )in the collision bulkhead of a ship below the margin line; or(
b )in any other watertight bulkhead which divides a cargo space from another cargo space or from a permanent or reserve bunker in the ship.
(2.) The Minister may approve of a bulkhead referred to in the last preceding sub-regulation which divides two between-deck cargo spaces being fitted with doorways if he is satisfied that—
(
a )the doorways are necessary for the proper working of the ship;(
b )the distance of the outboard vertical edge of each doorway from the shell plating of the ship is not less than one-fifth of the breadth of the ship, measured at right angles to the centre line of the ship at the level of the deepest subdivision load water-line, from the shell plating of the ship; and(
c ) the doorways are fitted so that the sills of the doorways are as high as possible in the ship.
(2.) Where a tunnel required by the last preceding sub-regulation to be watertight is intended for use as a passage at sea—
(
a )the means of access at one end of the tunnel shall be through a watertight trunkway extending to a height sufficient to permit access above the margin line; and(
b )the means of access at the other end of the tunnel shall be through a watertight door.
(3.) A tunnel shall not extend through the first watertight bulkhead abaft the collision bulkhead.
(2.) In the case of a Class I. ship, a hinged door may be fitted to an opening—
(
a )in a bulkhead, not being a collision bulkhead, which divides one between-deck cargo space from another between-deck cargo space; or(
b )in a bulkhead or other structure in a passenger space, crew space or working space above a deck the underside of which at its lowest point is at least seven feet above the deepest sub-division load water-line.
(3.) A hinged door referred to in the last preceding sub-regulation shall be fitted with catches capable of being operated from each side of the bulkhead in which the door is fitted.
(2.) A watertight door, and the frame of a watertight door, which gives direct access to a space which may contain bunker coal shall not be made of cast iron.
(2.) If the width of the rubbing faces is less than one inch, the rubbing faces shall be fitted in recesses.
(2.) The frame of a vertically sliding watertight door shall be so constructed—
(
a )that there is no groove in the bottom of the frame in which dirt may lodge; and(
b )if the frame is of skeleton form—that dirt cannot lodge in the frame.
(2.) A vertically sliding watertight door which is operated by power shall be so constructed and fitted that, if the power supply ceases when the door is raised, the door will not drop.
(2.) A clip or device referred to in the last preceding sub-regulation shall not interfere with the closing of the door when the door is required to be closed.
(2.) The last preceding sub-regulation does not apply to a ship if—
(
a )there is only one sliding bulkhead watertight door, and only one tunnel door, in the ship; and(
b )both of those doors are in the machinery space of the ship.
(3.) In this regulation, “sliding bulkhead watertight door” means a sliding watertight door (other than a door at the entrance of a tunnel)—
(
a )which is fitted in a bulkhead;(
b )which is in a position which may require it to be opened at sea; and(
c ) the sill of which is below the deepest sub-division load waterline of the ship.
(4.) Subject to the next succeeding sub-regulation, all sliding watertight doors in a Class II. ship or Class III. ship required by paragraph 11 of the First Schedule to have a factor of sub-division of .5 or less shall be operated by power and shall be capable of being simultaneously closed from a central control situated on the bridge of the ship.
(5.) The last preceding sub-regulation does not apply to a ship if there is only one sliding watertight door in the ship and that door is in the machinery space of the ship.
(6.) A sliding watertight door which—
(
a )is fitted between bunkers in the between decks of a ship below the bulkhead deck; and(
b ) may be required to be opened at sea for the purpose of trimming coal,
shall be operated by power.
(7.) Where, in a ship—
(
a )a trunkway which is part of a refrigeration, ventilation or forced draught system is carried through more than one transverse watertight bulkhead;(
b )the sill of an opening by which the trunkway is carried through such a bulkhead is less than seven feet above the deepest sub-division load water-line of the ship; and(
c ) a sliding door is fitted to that opening,
that sliding door shall be operated by power.
(
a )the door shall also be capable of being operated by power at the door itself;(
b )the door shall close automatically if opened at the door itself after being closed from the central control;(
c ) the door shall be capable of being kept closed at the door itself notwithstanding that an attempt may be made to open the door from the central control; and(
d )handles for controlling the power system which operates the door shall be provided at both sides of the bulkhead in which the door is situated and shall be so placed that a person is able to hold both handles in the open position simultaneously.
(2.) Where a ship is fitted with sliding watertight doors required by these Regulations to be operated by power—
(
a )the ship shall be provided with at least two sources of power for opening and closing those doors;(
b )each of those sources of power shall be capable of operating all those doors simultaneously;(
c ) an indicator shall be fitted on the bridge of the ship to show whether sufficient power is available for operating the doors;(
d )the fluid, if any, used for the purpose of operating the doors shall be incapable of freezing at temperatures likely to be encountered on the voyages on which the ship is, or will be, engaged; and(
e )each of those doors shall be provided with gear by which the door can be operated by hand both at the door itself and at an accessible position above the bulkhead deck of the ship, being gear which, at the position above the bulkhead deck, is operated with an all-round crank motion.
(2.) Where a sliding watertight door is in a machinery space of a ship the gear by which the door can be operated by hand shall be situated outside the machinery space unless there is no position outside that space in which the controls can be placed without interfering with the efficiency of that gear.
(2.) A control of a sliding watertight door in a ship, being a control which operates the door by power, shall be connected to a warning device which, upon any movement of the control to close the door, will give an audible warning at the door in sufficient time before the closing of the door to enable the movement of persons and articles away from the door.
(3.) If a watertight door on a ship is not capable of being operated from a central control, there shall be installed in the ship a telegraph, telephone or other means of communication by means of which an order to close the door may be promptly communicated from the bridge.
Penalty: One hundred pounds.
(2.) An opening referred to in the last preceding sub-regulation shall be provided with a watertight covering, or other device, by means of which the opening may be closed and made watertight.
(3.) In this regulation, “opening” includes a side scuttle (whether opening or non-opening), a port, a scupper and a sanitary discharge opening.
(2.) Where a side scuttle in a ship is fitted in a between decks and the sill of that side scuttle, and of every other side scuttle in the between decks, is above a line drawn parallel to the bulkhead deck at side and having its lowest point at a distance equal to two and one-half per centum of the breadth of the ship above the deepest sub-division load water-line of the ship, the side scuttle may be an opening type if it can be opened only by means of a key or special tool which does not form part of the scuttle.
(2.) Where—
(
a )a side scuttle is fitted below the margin line of a ship in a crew space or in a passenger space not intended for the carriage of steerage passengers; and(
b )the side scuttle is—(i) abaft a point which is distant one-eighth of the length of the ship from the forward perpendicular of the ship; and
(ii) above a line drawn parallel to the bulkhead deck at side and having its lowest point at a distance equal to twelve feet plus two and one half per centum of the breadth of the ship above the deepest subdivision load water-line of the ship,
the side scuttle may be fitted with a portable watertight deadlight.
(2.) A side scuttle for automatic ventilation shall not be fitted below the margin line of a ship.
(
a )one automatic non-return valve fitted with—(i) means by which the valve can be closed from a readily accessible position above the bulkhead deck of the ship; and
(ii) an indicator at the position from which the valve can be closed to show whether the valve is open or closed; or
(
b ) two automatic non-return valves the upper of which—(i) shall be of a horizontal balanced type which is normally closed; and
(ii) shall be so situated above the ship’s deepest subdivision load water-line as to be always accessible for examination under service conditions.
(2.) Where a valve fitted to a discharge in pursuance of the last preceding sub-regulation is—
(
a )a geared valve; or(
b )the lower of two non-geared valves,
the valve shall be secured to the shell plating of the ship.
(
a )a cock or valve is fitted to an inlet or discharge in a ship;(
b )the inlet or discharge is not connected with machinery; and(
c ) the cock or valve is situated below the margin line of the ship or the failure of the cock or valve could affect the sub-division of the ship,
the cock or valve shall be made of steel, bronze or other suitable material.
(
a )shall be situated between the pipe connected with the inlet or discharge and the shell plating of the ship or between that pipe and a fabricated box attached to the shell plating of the ship;(
b )if the bore of the cock or valve exceeds three inches—shall be made of steel, bronze or other suitable material; and(
c ) if the cock or valve is made of steel—shall be protected against corrosion.
(2.) A discharge pipe led through the shell plating of a ship below the margin line, and the valve or valves fitted to it, shall be protected from damage.
(
a )have its head outside the shell plating of the ship; and(
b )shall be either countersunk or cup-headed.
(
a )a watertight cover; and(
b ) where the opening is below the margin line of the ship—an automatic non-return valve in a readily accessible position above the deepest sub-division load water-line of the ship.
(2.) The valve referred to in the last preceding sub-regulation shall be of a horizontal balanced type which is normally closed and shall be provided with a control at the valve for securing it in a closed position.
(3.) An ash ejector or expeller the inboard opening of which is in the stokehold of a ship and below the deepest sub-division load water-line of the ship shall be fitted with equipment which will prevent water entering the ship through the ejector or expeller.
(
a )the port shall be of adequate strength; and(
b )the lowest point of the port shall be above the deepest sub-division load water-line of the ship.
(2.) The master or owner of a ship shall not take the ship to sea, or permit the ship to be taken to sea, unless the ship is marked as required by the last preceding sub-regulation.
Penalty: One hundred pounds.
(
a )in the case of a ship which is a load line ship for the purposes of Division 5 of Part IV. of the Act—a horizontal line one inch in breadth and nine inches in length; or(
b )in any other case—a horizontal line one inch in breadth and twelve inches in length.
(2.) A mark referred to in the last preceding sub-regulation—
(
a )shall be painted in white or yellow on a dark ground or in black on a light ground; and(
b ) shall be cut in or centre-punched on iron or steel ships or cut into the planking on wooden ships.
(3.) The marks referred to in sub-regulation (1.) of this regulation shall be identified—
(
a )in the case of a Class I. ship or a Class II. ship—with the letter C and, in addition, if more than one sub-division load line has been assigned to the ship, with consecutive numbers beginning from the mark indicating the position of the deepest sub-division load line assigned to the ship, which shall be identified with the letter and number “C1 ”; or(
b )in the case of a Class III. ship—with the letter C and, in addition, if more than one sub-division load line has been assigned to the ship, with consecutive letters beginning from the mark indicating the position of the deepest sub-division load line assigned to the ship, which shall be identified with the letters “Ca”.
(4.) An identifying letter or number referred to in the last preceding sub-regulation shall be painted and cut or centre-punched, as the case may be, on the sides of the ship in the same manner as the mark to which the letter or number relates.
Part III.—Bilge Pumping Arrangements.
Type of Ship. | Pumps. | |
Length in Feet. | Criterion Numeral. | |
Less than 300 ............. | Less than 30............... | 3 independent power pumps |
1 main engine pump and— | ||
| ||
| ||
300 or more................ | Less than 30............... | 3 independent power pumps |
1 main engine pump and 2 independent power pumps | ||
Any length.................. | 30 or more.................. | 4 independent power pumps |
1 main engine pump and 3 independent power pumps | ||
Length of Ship in Feet. | Pumps. |
Less than 50....................................... | 2 independent power pumps |
1 main engine pump and— | |
| |
| |
| |
50 or more, but less than 100 .............. | 3 independent power pumps |
1 main engine pump and— | |
| |
| |
| |
| |
100 or more, but less than 250 ............. | 3 independent power pumps |
1 main engine pump and— | |
| |
| |
250 or more, but less than 300 ............. | 3 independent power pumps |
1 main engine pump and— | |
| |
| |
300 or more........................................ | 3 independent power pumps |
1 main engine pump and 2 independent power pumps |
(
a )at least one pump fitted to the ship shall be an efficient emergency pump of a submersible type having its source of power and the necessary controls situated above the bulkhead deck of the ship; or(
b )the power pumps fitted to the ship, and their sources of power, shall be so disposed throughout the length of the ship that, under any condition of flooding which, under these Regulations, the ship is required to withstand, at least one power pump in an undamaged watertight compartment will be available.
(2.) This regulation applies—
(
a )to a Class I. ship or Class II. ship, other than a ship provided with two or more crank hand pumps; and(
b ) to a Class III. ship—(i) which is at least three hundred feet in length; or
(ii) which has, in pursuance of regulation 62 of these Regulations, been provided with pumps which do not include hand pumps.
(2.) If the engines and boilers of a ship are situated in two or more watertight compartments, the power bilge pumps available in those compartments shall, as far as practicable, be distributed through those compartments.
(
a )shall be capable of giving a speed of water through the ship’s main bilge pipe of not less than four hundred feet per second; and(
b )subject to the next succeeding sub-regulation, shall have a direct suction from the space in which it is situated.
(2.) Paragraph (
(
a )which is of sufficient length to reach from a fitting on an independent power bilge pump to each of the stoke hold bilges; and(
b ) the internal diameter of which is not less than—(i) four inches; or
(ii) the internal diameter of the largest branch bilge suction in the ship plus one half of an inch,
whichever is the less.
(2.) A suction connexion referred to in the last preceding sub-regulation—
(
a )shall be provided with a non-return valve;(
b )shall be of a diameter not less than two thirds of the diameter of the main sea inlet of the ship; and(
c ) shall be accessible for clearing at its open end or at the strainer, if any, attached to the open end.
(
a )the pump shall be capable of being operated from above the bulkhead deck of the ship;(
b )the construction of the pump shall be such that the bucket and tail valve of the pump can be withdrawn for examination and overhaul under conditions of flooding; and(
c ) if the pump is of a crank type and another pump of that type is fitted in the ship—that first-mentioned pump shall be provided with a shut-off valve or cock operated from above the bulkhead deck of the ship, or a non-return valve, to enable the pump to be examined and overhauled without affecting the operation of the other pump.
(
a )in or under coal bunkers or an oil-fuel storage tank; or(
b )in a compartment in which oil settling tanks or oil-fuel pumping units are situated.
(
a )shall not be led through an oil tank unless the pipe is enclosed in an oil-tight trunkway;(
b )shall not be led through a double-bottom tank;(
c ) shall be made with flanged joints;(
d )shall be thoroughly secured in position and protected, where necessary, against the risk of damage; and(
e )shall be provided, in each line of pipe, with expansion joints or bends.
(2.) Where a lead bend is fitted in a bilge suction pipe—
(
a )the radius of the bend, and the distance between the axes of the straight parts of the pipe, shall be not less than three times the diameter of the pipe; and(
b )the length of the bend shall be not less than eight times that diameter.
L is the length of the ship in feet;
B is the breadth of the ship in feet;
D is the moulded depth of the ship, in feet, at the bulkhead deck;
l is the length of the compartment in feet.
(
a )two and one half inches; or(
b )a number of inches which, to the nearest one quarter of an inch, is equal to the number calculated in respect of the ship in accordance with the following formula:—
(
a ) two inches; or(
b )a number of inches which, to the nearest one quarter of an inch, is equal to the number calculated in respect of the compartment in accordance with the following formula:—
(2.) The last preceding sub-regulation does not apply so as to require the internal diameter of a branch bilge suction pipe to be greater than four inches.
(
a )from the sea or a water-ballast space in the ship into a cargo space or machinery space in the ship; or(
b )from one watertight compartment in the ship to another watertight compartment in the ship.
(
a )a non-return valve; or(
b )a cock so constructed that it cannot be opened to the bilge pipe when water is being pumped by that pump from the sea or from the water-ballast space.
(2.) The master or owner of a ship shall not take the ship to sea, or permit the ship to be taken to sea, unless instructions are displayed on the ship as required by the last preceding sub-regulation.
Penalty: One hundred pounds.
(
a )nearer to the side of the ship than one-fifth of the breadth of the ship measured admidships at the level of the deepest sub-division load water-line of the ship; or(
b )in a duct keel,
a non-return valve shall be fitted to the pipe in the watertight compartment containing the open end of the pipe.
(
a )shall be in positions which are accessible at all times in ordinary circumstances; and(
b )shall be so arranged that, by their means, in the event of flooding, one of the bilge pumps provided in pursuance of these Regulations may operate on any watertight compartment in the ship.
(2.) The last preceding sub-regulation does not apply to a Class III. ship of less than 100 feet in length if—
(
a )the ship is provided with one hand bilge pump of the lever type for each watertight compartment; and(
b )the valves and cocks provided for controlling the bilge suctions are in the same compartment as a power pump.
(3.) The operating rod by which a valve or cock provided for controlling the bilge suctions in a ship is operated—
(
a )shall be led as directly as practicable from the valve or cock to the controls of that valve or cock; and(
b ) shall be protected against damage along any part of its length which is situated in a cargo space or a bunker space.
(2.) The master or owner of a ship shall not take the ship to sea, or permit the ship to be taken to sea, unless index plates are displayed on the ship as required by the last preceding sub-regulation.
Penalty: One hundred pounds.
(2.) A mud box referred to in the last preceding sub-regulation—
(
a )shall be situated—(i) in an accessible position; and
(ii) wherever practicable, above the level of the working floor; and
(
b )shall be provided with—(i) a straight tail pipe to the bilges; and
(ii) a cover which may be readily opened and closed.
(2.) A strum box referred to in the last preceding sub-regulation—
(
a )shall be provided with perforations—(i) each of which shall be approximately three-eighths of an inch in diameter; and
(ii) the combined area of which shall be not less than twice the area of the end of the bilge suction pipe; and
(
b )shall be so constructed that it can be cleared without breaking any joint of the bilge suction pipe.
(2.) The equipment referred to in the last preceding sub-regulation shall, where necessary, be protected against damage.
(
a )a thick steel doubling plate for the sounding rod to strike upon shall be securely fixed below each sounding pipe;(
b )subject to the next succeeding sub-regulation, each sounding pipe shall extend to an accessible position above the bulkhead deck; and
(
c ) each sounding pipe for the bilge of an insulated hold shall be insulated and not less than two and one half inches in internal diameter.
(2.) Paragraph (
(
a )is in an accessible position; and(
b ) is fitted with a cock having a parallel plug with a permanently secured handle so loaded that, on being released, it automatically closes the cock.
Part IV.—Electrical Equipment and Installations.
(
a )where the ship’s emergency bilge pump is electrically operated—that pump;(
b )any watertight door on the ship which is electrically operated;(
c ) the ship’s emergency lights situated—(i) at every boat station on deck and overside;
(ii) in every alleyway, stairway and exit;
(iii) in the machinery space of the ship;
(iv) in any control station where radio equipment, main navigating equipment or central fire recording equipment is situated; and
(v) in the place where the emergency source of electrical power is situated;
(
d )if the ship’s navigation lights are electrically operated—those lights; and(
e )if any part of the ship’s communication equipment and signals which may be required in an emergency is electrically operated from the main generating sets of the ship—that part.
(2.) The emergency source of electrical power with which a ship is provided in pursuance of this Division shall be capable of operating efficiently when the ship is listed twenty-two and one-half degrees and the trim of the ship is ten degrees from an even keel.
(
a )an accumulator battery capable of complying with the requirements of sub-regulation (1.) of the last preceding regulation without being re-charged or suffering an excessive voltage drop; or(
b )a generator driven by a compression ignition engine designed to run on fuel with a flash point greater than one hundred and ten degrees Fahrenheit and provided with an independent fuel supply and efficient starting arrangements.
(2.) Where the emergency source of electrical power with which a ship is provided in pursuance of this Division consists of an accumulator battery, it shall be so installed that, on the failure of the main source of power for the ship’s main lighting system, the accumulator battery will automatically commence to operate the ship’s emergency lighting system.
(3.) Where the emergency source of electrical power with which a ship is provided in pursuance of this Division consists of a generator, the ship shall also be provided with an accumulator battery as a temporary source of emergency electrical power.
(4.) An accumulator battery provided in a ship in pursuance of the last preceding sub-regulation—
(
a )shall be so installed that, on the failure of the main or electrical source of electrical power of the ship, the accumulator battery will automatically come into operation;(
b )shall be capable of operating the emergency lighting system of the ship continuously for half an hour; and(
c )while operating the emergency lighting system, shall be capable of closing, simultaneously or otherwise, all electrically operated watertight doors on the ship.
(5.) A ship shall be provided with
means for testing the automatic operations referred to in sub-regulation (2.)
of this regulation and in paragraph (
(2.) The sides and back of an open-type switchboard on a ship shall be guarded by a hand rail, wire netting, expanded metal or other equally efficient means of protection.
(3.) The floor surrounding an open-type switchboard on a ship shall be covered by a non-conducting mat or grating.
(4.) The face or control panel of an open-type switchboard on a ship shall not contain an exposed part which may have a voltage to earth exceeding two hundred and fifty volts direct current or one hundred and fifty volts alternating current.
(
a )provision shall be made for the sets to operate in parallel; and(
b )the circuits shall be so arranged that, in the event of overload or partial failure of the power supply—(i) the services not essential for the propulsion or safety of the ship will cut out first; and
(ii) the services essential for the propulsion and safety of the ship will be retained in circuit with such of the generators as remain in service.
(2.) The two sets of feeder cables shall be separated from each other throughout their lengths as widely as practicable.
(3.) Each feeder cable shall have a capacity adequate for serving simultaneously all motors which may operate simultaneously in connexion with the steering gear.
(4.) Each feeder cable serving the steering gear and each motor in the electrical system operating the steering gear shall be protected by fuses, circuit breakers or other devices against short circuits, but shall not be protected against lesser loads.
(2.) In the circuit created by the feeder cable referred to in the last preceding sub-regulation there shall be only one switch and that switch shall be at the switchboard.
(3.) The switch referred to in the last preceding sub-regulation shall be labelled to indicate its purpose and that it should normally be kept closed.
(
a )shall be earthed; and(
b )shall be otherwise so constructed and installed as not to injure a person handling the part in a proper manner.
(2.) The metal covering surrounding an electrical cable in a ship shall be electrically continuous and earthed.
(2.) There shall be inscribed on or near each device which protects a circuit against overload a notice setting out the current carrying capacity of the circuit and the rating or setting of the device.
(2.) Each junction or outlet box shall be so constructed as to prevent the spread of any fire from the joint.
(
a )prevent a rise in temperature in the electrical wiring serving the fitting to an extent that that wiring would be injured; and(
b ) avoid the danger of fire in the material surrounding the fitting and that wiring.
(2.) An electrical device which is likely to arc and is not flame-proof shall not be installed in a compartment in a ship used to house an accumulator battery.
(
a )an adequate supply of replacements for those parts of the ship’s electrical equipment and installations which are essential for the safety of the ship and persons on board the ship; and(
b )such tools as are necessary for the fitting of those replacements.
Penalty: One hundred pounds.
Part V.—Fire Protection.
“A class division” means a division—
(
a )which is constructed of steel or similar material;(
b )which is so stiffened as to be capable of preventing the passage through the division of smoke and flame throughout a standard fire test of sixty minutes duration;(
c )which, having regard to the nature of the spaces adjacent to the division, has an adequate insulating value; and(
d )which, if the division is between spaces either of which contains combustible material adjacent to the division, shall be so insulated that, if either face of the division is exposed to a standard fire test of sixty minutes duration—(i) the average temperature on the unexposed face will not, at any time during the test, rise to a temperature which exceeds, by more than two hundred and fifty degrees Fahrenheit, the temperature of that face when the test commenced; and
(ii) the temperature at any point on the unexposed face will not, at any time during the test, rise to a temperature which exceeds, by more than three hundred and twenty-five degrees Fahrenheit, the temperature of that point when the test commenced;
“B class division” means a division—
(
a )which is capable of preventing the passage through the division of smoke and flame throughout a standard fire test of thirty minutes duration;(
b )which, having regard to the nature of the spaces adjacent to the division, has an adequate insulating value; and(
c ) which is so constructed that, if either face of the division is exposed to a standard fire test of fifteen minutes duration in a case where the division is constructed wholly of incombustible material, and of thirty minutes duration in any other case—(i) the average temperature on the unexposed face will not, at any time during the test, rise to a temperature which exceeds, by more than two hundred and fifty degrees Fahrenheit, the temperature of that face when the test commenced; and
(ii) the temperature at any point on the unexposed face will not, at any time during the test, rise to a temperature which exceeds, by more than three hundred and twenty-five degrees Fahrenheit, the temperature of that point when the test commenced;
“standard fire test” means a fire test in a test furnace, being a test under which the temperature of the furnace, at the end of each of the periods of time of the test specified in the following table, attains the temperature specified opposite to that period:—
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(a) is designed to carry not more than thirty-six passengers; and
(
b ) fitted with an efficient fire detection system,
he may exempt the ship from the requirements of regulation 122, regulations 127 to 145 inclusive and regulation 147, of these Regulations.
(2.) In the last preceding sub-regulation, “an efficient fire detection system”, in relation to a ship, means a system capable of indicating, by means of a visible and audible alarm signal at as many points in the ship as are necessary to give simultaneous warning to the crew, the existence and position of any fire in any accommodation space or service space, other than a space in which, in the opinion of the Minister, there is no substantial risk of a fire occurring.
(3.) Where the hull, superstructure, structural bulkheads, deck or deck-houses of a ship are constructed of a material which the Minister is satisfied is as resistant to fire as is steel, the Minister may, with respect to that part of the ship which is so constructed, exempt the ship from the requirements of regulation 120 of these Regulations.
(4.) The Minister may exempt a ship from the requirements of regulation 121 of these Regulations to the extent that he is satisfied—
(
a )that compliance with those requirements is incompatible with the purpose for which the ship is designed; and(
b )that other equally effective methods of fire protection have been adopted in the ship.
(5.) Where the Minister is satisfied that the application of this Part, or of any requirement of this Part, of these Regulations to a Class II. ship or a Class III. ship is, by reason of the intended service of the ship, unreasonable or impracticable, he may exempt the ship from that application accordingly.
(6.) Where—
(
a ) a ship is required by this Part to be provided with an A class division or a B class division in any part of the ship; and(
b )the Minister is satisfied that, having regard to the degree of fire hazard present, strict compliance with that requirement is unnecessary,
the Minister may, to such extent as he considers fit, exempt the ship from so much of that requirement as relates to the insulation of the division.
(
a )the section or sections, if any, of the ship enclosed by A class divisions;(
b )the section or sections, if any, of the ship enclosed by B class divisions; and(
c ) particulars of—(i) the fire alarm and fire detecting systems;
(ii) the sprinkler installations;
(iii) the fire-extinguishing appliances;
(iv) the means of entry into and exit from the deck and the various compartments on the deck; and
(v) the ship’s ventilating system including, in particular, the positions of the dampers of the system and the identification numbers of the ventilation fans,
shall be permanently affixed, under glass or similar material, to a bulkhead, table or desk near the place from which the ship is normally navigated.
9787/59.—7
(2.) The master or owner of a ship shall not take the ship to sea, or permit the ship to be taken to sea, unless plans for each deck are permanently affixed in the ship as required by the last preceding sub-regulation.
Penalty: One hundred pounds.
(2.) The mean length of a zone referred to in the last preceding sub-regulation, being a zone above the bulkhead deck, shall not exceed one hundred and thirty-one feet.
(3.) A step in a bulkhead referred to in sub-regulation (1.) of this regulation shall consist of an A class division.
(4.) Where an A class division required to be fitted in a ship under this regulation extends above the bulkhead deck of the ship, that portion of the division situated above the bulkhead deck—
(
a )shall, if practicable, be in line with a watertight sub-division bulkhead situated immediately below the bulkhead deck; and(
b )shall extend from—(i) deck to deck; and
(ii) to the shell plating of the ship or, if the division forms part of a deck-house, to the external plating of the deck-house.
(2.) Each position from which dampers referred to in the last preceding sub-regulation may be operated—
(
a )shall be readily accessible;(
b )shall be permanently marked in red; and(
c ) shall be provided with an indicator to show whether the dampers are open or shut.
7 x 3 x .40 | 8 x 3 x .35 | 8 x 3 x .35 | |||||||||||
11 | 8 x 3 x .35 | 8 x 3 x .37 | 8 x 3 x .42 | 8 x 3½ x .46 | |||||||||
12 | Bulb Angle | 8 x 3 x .42 | 9 x 3½ x .38 | 9 x 3½ x .38 | 9 x 3½ x .40 | ||||||||
13 | 9 x 3½ x .38 | 9 x 3½ x .44 | 9 x 3½ x .51 | 10 x 3½ x .40 | |||||||||
14 | 9 x 3½ x .51 | 10 x 3½ x .40 | 10 x 3½ x .45 | 11 x 3½ x .43 | |||||||||
15 | 10 x 3½ x .42 | 10 x 3½ x .50 | 11 x 3½ x .43 | 11 x 3½ x .45 | |||||||||
16 | 11 x 3½ x .43 | 11 x 3½ x .44 | 11 x 3½ x .45 | 12 x 3½ x 3½ x | .50 | ||||||||
.38 | |||||||||||||
17 | 11 x 3½ x .48 | 11 x 3½ x .56 | 12 x 3½ x 3½ x | .50 | 12 x 3½ x 3½ x | .60 | |||||||
.39 | 44 | ||||||||||||
18 | 12 x 3½ x 3½ x | .50 | 12 x 3½ x 3½ x | .60 | 12 x 4 x 4 x | .60 | 12 x 4 x 4 x | 60 | |||||
.38 | .44 | .40 | 48 | ||||||||||
19 | 12 x 3½ x 3½ x | .60 | 12 x 4 x 4 x | .60 | 12 x 4 x 4 x | .60 | 12 x 4 x 4 x | 60 | |||||
.44 | .48 | .52 | 67 | ||||||||||
20 | Channels | 12 x 4 x 4 x | .60 | 12 x 4 x 4 x | .60 | 12 x 4 x 4 x | .60 | 15 x 4 x 4 x | 62 | ||||
.48 | .67 | .70 | 41 | ||||||||||
21 | 12 x 4 x 4 x | .60 | 15 x 4 x 4 x | .62 | 15 x 4 x 4 x | .62 | 15 x 4 x 4 x | 62 | |||||
.67 | .41 | .41 | 50 | ||||||||||
22 | 15 x 4 x 4 x | .62 | 15 x 4 x 4 x | .62 | |||||||||
.41 | .46 | ||||||||||||
23 | 15 x 4 x 4 x | .62 | |||||||||||
.46 | |||||||||||||
24 | |||||||||||||
Third Schedule—
Table 3—
Sizes of Bulkhead Stiffeners spaced 30 inches apart and fitted with Lug End Connexions at Top and Bottom in accordance with Table 4.
Overall Length of Stiffener, including End Connexions, in Feet. | Height of Bulkhead Deck above Top of Stiffener, in Feet. | ||||||||||||
18 | 20 | 22 | 24 | ||||||||||
8 | 7 x 3 x .33 | 7 x 3 x .36 | 7 x 3 x .38 | 7 x 3 x .41 | |||||||||
9 | 7 x 3 x .46 | 8 x 3 x .35 | 8 x 3 x .37 | 8 x 3 x .40 | |||||||||
10 | 8 x 3 x .40 | 8 x 3½ x .46 | 9 x 3½ x .38 | 9 x 31 x .38 | |||||||||
11 | Bulb Angles | 9 x 3½ x .38 | 9 x 3½ x .40 | 9 x 3½ x .45 | 9 x 3½ x .51 | ||||||||
12 | 9 x 3½ x .51 | 10 x 3½ x .40 | 10 x 3½ x .42 | 10 x 3½ x .46 | |||||||||
13 | 10 x 3½ x .45 | 11 x 3½ x .43 | 11 x 3½ x .43 | 11 x 3½ x .44 | |||||||||
14 | 11 x 3½ x .43 | 11 x 3½ x .45 | 11 x 3½ x .55 | 12 x 3½ x 3½ x | .50 | ||||||||
.38 | |||||||||||||
15 | 11 x 3½ x .56 | 12 x 31 x 3½ x | .50 | 12 x 3½ x 3½ x | .60 | 12 x 3½ x 3½ x | .60 | ||||||
.38 | .44 | .44 | |||||||||||
16 | 12 x 3½ x 3½ x | .50 | 12 x 3½ x 3½ x | .60 | 12 x 4 x 4 x | .60 | 12 x 4 x 4 x | .60 | |||||
.42 | .44 | .40 | .48 | ||||||||||
17 | 12 x 4 x 4 x | .60 | 12 x 4 x 4 x | .60 | 12 x 4 x 4 x | .60 | 12 x 4 x 4 x | .60 | |||||
Channels | .40 | .48 | .67 | .70 | |||||||||
18 | 12 x 4 x 4 x | .60 | 12 x 4 x 4 x | .60 | 15 x 4 x 4 x | .62 | 15 x 4 x 4 x | .62 | |||||
.67 | .70 | .41 | .41 | ||||||||||
19 | 15 x 4 x 4 x | .62 | 15 x 4 x 4 x | .62 | 15 x 4 x 4 x | .62 | |||||||
.41 | .41 | .46 | |||||||||||
20 | 15 x 4 x 4 x | .62 | 15 x 4 x 4 x | .62 | |||||||||
.46 | .53 | ||||||||||||
21 | |||||||||||||
22 | |||||||||||||
23 | |||||||||||||
24 | |||||||||||||
Third Schedule—
Table 3—
Sizes of Bulkhead Stiffeners spaced 30 inches apart and pitted with Lug End Connexions at Top and Bottom in accordance with Table 4.
Overall Length of Stiffener, including End Connexions, in Feet. | Height of Bulkhead Deck above Top of Stiffener, in Feet. | ||||||||||||
26 | 28 | 30 | 32 | ||||||||||
8 | 8 x 3 x .35 | 8 x 3 x .35 | 8 x 3 x .37 | 8 x 3 x .40 | |||||||||
9 | 8 x 3½ x .46 | 9 x 3½ x .38 | 9 x 3½ x .38 | 9 x 3½ x .38 | |||||||||
10 | Bulb Angles | 9 x 3½ x .40 | 9 x 3½ .45 | 9 x 3½ x .51 | 10 x 3½ x .40 | ||||||||
11 | 10 x 3½ x .40 | 10 x 3½ x .42 | 10 x 3½ x .50 | 11 x 3½ x .43 | |||||||||
12 | 10 x 3½ x .50 | 11 x 3½ x .43 | 11 x 3½ x .45 | 11 x 3½ x .52 | |||||||||
13 | 11 x 3½ x .52 | 11 x 3½ x .55 | 12 x 3½ x 3½ x | .50 | 12 x 3½ x 3½ x | .50 | |||||||
.38 | .42 | ||||||||||||
14 | 12 x 3½ x 3½ x | .50 | 12 x 3½ x 3½ x | .60 | 12 x 3½ x 3½ x | .60 | 12 x 4 x 4 x | .60 | |||||
.42 | .44 | .44 | .40 | ||||||||||
15 | 12 x 4 x 4 x | .60 | 12 x 4 x 4 x | .60 | 12 x 4 x 4 x | .60 | 12 x 4 x 4 x | .60 | |||||
Channels | .40 | .48 | .52 | .67 | |||||||||
16 | 12 x 4 x 4 x | .60 | 12 x 4 x 4 x | .60 | 15 x 4 x 4 x | .62 | 15 x 4 x 4 x | .62 | |||||
.67 | .67 | .41 | .41 | ||||||||||
17 | 15 x 4 x 4 x .62 | .62 | 15 x 4 x 4 x | .62 | 15 x 4 x 4 x | .62 | 15 x 4 x 4 x | .62 | |||||
.41 | .41 | .46 | .50 | ||||||||||
18 | 15 x 4 x 4 x | .62 | 15 x 4 x 4 x | .62 | |||||||||
.46 | .53 | ||||||||||||
19 | |||||||||||||
20 | |||||||||||||
21 | |||||||||||||
22 | |||||||||||||
23 | |||||||||||||
24 | |||||||||||||
Third Schedule—
Table 3—
Sizes of Bulkhead Stiffeners spaced 30 inches apart and fitted with Lug End Connexions at Top and Bottom in accordance with Table 4.
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Notes to Table 3:—
1. The sizes of stiffeners are specified in inches.
2. Sizes for intermediate lengths of stiffeners and heights of bulkhead deck shall be determined by interpolation.
3. In the case of Channel Sections the lower thickness is that of the web and the upper thickness that of the flange.
4. The above stiffeners shall comply with specifications approved by the Minister.
5. The ends of upper between-deck stiffeners marked * may be riveted to boundary bars only without lug connexions.
TABLE 3a.
(Paragraph 9 of this Schedule.)
Sizes of Bulkhead Stiffeners Spaced 30 Inches Apart and Fitted with Lug End Connexions at Top and Bottom in Accordance with Table 4.
Overall Length of Stiffener, including End Connexions, in Feet. | Height of Bulkhead Deck above Top of Stiffener, in Feet. | ||||||||||||||
0 | 2 | 4 | 6 | 8 | 10 | 12 | 14 | 16 | 18 | ||||||
8 |
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| 5½ x 3 x .35 | 6 x 3 x .34 | 6 x 3½ x .35 | |||||||||
9 | Angles | 5 x 3 x .32 | 6 x 3 x .32 | 6 x 3 x .36 |
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| 7 x 3 x .33 | 7 x 3 x .33 | 7 x 3 x .36 | |||||
10 | 5 x 3 x .30 | 6 x 3 x .32 | 6 x 3 x .38 | 5½ x 3 x .34 |
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| 7 x 3 x .36 | 7 x 3 x .41 | 8 x 3 x .35 | |||||
11 | 6 x 3 x .32 | 5½ x 3 x .32 | 5½ x 3 x .38 | 6 x 3½ x .35 |
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| 8 x 3 x .35 | 8 x 3 x .37 | 8 x 3 x .42 | |||||
12 | 6 x 3 x .36 | 6 x 3 x .34 | 6 x 3 x .39 | 7 x 3 x .33 |
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| 8 x 3 x .42 | 9 x 3½ x .38 | 9 x 3½ x .38 | |||||
13 | 6 x 3 x .34 | 7 x 3 x .33 | 7 x 3 x .33 | 7 x 3 x .41 |
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| 9 x 3½ x .38 | 9 x 3½ x .44 | ||||||
14 | 7 x 3 x .33 | 7 x 3 x .36 | 8 x 3 x .35 | 8 x 3 x .37 |
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| 9 x 3½ x .51 | 10 x 3½ x .40 | ||||||
15 | 7 x 3 x .33 | 8 x 3 x .35 | 8 x 3 x .37 | 8 x 3½ x .46 |
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| 10 x 3½ x .42 | |||||||
16 | Bulb Angle | 7 x 3 x .40 | 8 x 3 x .37 | 8 x 3½x .46 | 9 x 3½ x .38 |
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| 11 x 3½ x .43 | ||||||
17 | 8 x 3 x .35 | 8 x 3½ x .46 | 9 x 3½ x .38 | 9 x 3½ x .51 |
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18 | 8 x 3½ x .46 | 9 x 3½ x .38 | 9 x 3½ x .51 | 10 x 3½ x .42 |
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| 12 x 3½ x 3½ x | .50 | |||||||
.38 | |||||||||||||||
19 | 9 x 3½ x .38 | 9 x 3½ x .51 | 10 x 3½ x .42 | 11 x 3½ x .43 |
| 12 x 3½ x 31 x. | .50 | ||||||||
.38 | |||||||||||||||
20 | 9 x 3½ x .51 | 10 x 3½ x .42 | 11 x 3½ x .43 | 11 x 3½ x .48 | 12 x 3½ x 3½ x | .50 | 12 x 3½ x 3½ x | .50 | |||||||
.38 | .44 | ||||||||||||||
Channels | |||||||||||||||
Notes to Table 3a:—
1. The sizes of stiffeners are specified in inches.
2. Sizes for intermediate lengths of stiffeners and heights of bulkhead deck shall be determined by interpolation.
3. In the case of Channel Sections the lower thickness is that of the web and the upper thickness that of the flange.
4. The above stiffeners shall comply with specifications approved by the Minister.
TABLE 3b.
(Paragraph 9 of this Schedule.)
Sizes of Bulkhead Stiffeners Spaced 30 Inches Apart not Fitted with Bracket or Lug End Connexions.
Overall Length of Stiffener, including End Connexions, in Feet. | Height of Bulkhead Deck above Top of Stiffener, in Feet. | ||||||||||||
0 | 2 | 4 | 6 | 8 | 10 | 12 | 14 | 16 | 18 | ||||
6 | 3 x 2½ x .23 | 3½ x 2½ x .26 | 4 x 2½ x .28 | 4 x 3 x .32 | 4½ x 3 x .32 | 5 x 3 x .32 | 6 x 3 x .32 | 6 x 3 x .32 | 6 x 3 x .34 | 6 x 3 x .38 | |||
7 | 3½ x 2½ x .25 | 4 x 2½ x .28 | 4½ x 3 x .30 | 5 x 3 x .32 | 6 x 3 x .32 | 6 x 3 x .32 | 6 x 3 x .38 | 5½ x 3 x .32 | 5½ x 3 x .34 | 6 x 3 x .34 | |||
8 | Angles | 4 x 2½ x .25 | 4½ x 3 x .30 | 5 x 3 x .34 | 6 x 3 x .32 | 6 x 3 x .38 | 5½ x 3 x .32 | 6 x 3 x .34 | 6 x 3 x .35 | 7 x 3 x .33 | 7 x 3 x .33 | ||
9 | 4½ x 3 x .30 | 6 x 3 x .32 | 6 x 3 x .34 | 5½ x 3 x .32 | 6 x 3 x .34 | 6 x 3½ x .35 | 7 x 3 x .33 | 7 x 3 x .36 | 7 x 3 x .38 | 8 x 3 x .35 | |||
10 | 6 x 3 x .32 | 6 x 3 x .34 | 5½ x 3 x .32 | 6 x 3 x .34 | 7 x 3 x .33 | 7 x 3 x .36 | 7 x 3 x .38 | 8 x 3 x .35 | 8 x 3 x .35 | 8 x 3 x .37 | |||
11 | 6 x 3 x .32 | 5½ x 3 x .32 | 6 x 3 x .35 | 7 x 3 x .33 | 7 x 3 x .36 | 8 x 3 x .35 | 8 x 3 x .35 | 8 x 3 x .40 | 8 x 3½ x .46 | 9 x 3½ x .38 | |||
12 | 5½ x 3 x .32 | 6 x 3 x .35 | 7 x 3 x .33 | 7 x 3 x .40 | 8 x 3 x .35 | 8 x 3 x .37 | 8 x 3 x .40 | 9 x 3½ x .38 | 9 x 3½ x .40 | 9 x 3½ x .51 | |||
13 | Bulb Angles | 6 x 3 x .34 | 7 x 3 x .33 | 7 x 3 x .40 | 8 x 3 x .35 | 8 x 3 x .42 | 9 x 3½ x .38 | 9 x 3½ x .38 | 9 x 3½ x .40 | 10 x 3½ x .40 | |||
14 | 7 x 3 x .33 | 7 x 3 x .40 | 8 x 3 x .37 | 8 x 3½ x .46 | 9 x 3½ x .38 | 9 x 3½ x .45 | 10 x 3½ x .40 | 10 x 3½ x .42 | 10 x 3½ x .50 | ||||
15 | 7 x 3 x .38 | 8 x 3 x .37 | 8 x 3½ x .44 | 9 x 3½ x .38 | 9 x 3½ x .51 | 10 x 3½ x .40 | 10 x 3½ x .50 | 11 x 3½ x .43 | |||||
16 | 8 x 3 x .35 | 8 x 3½ x .46 | 9 x 3½ x .38 | 9 x 3½ x .51 | 10 x 3½ x .40 | 11 x 3½ x .43 | 11 x 3½ x .50 | 11 x 3½ x .52 | |||||
17 | 8 x 3 x .42 | 9 x 3½ x .38 | 9 x 3½ x .51 | 10 x 3½ x .45 | 11 x 3½ x .43 | 11 x 3½ x .50 | 11 x 3½ x .56 | ||||||
18 | 9 x 3½ x .38 | 9 x 3½ x .51 | 10 x 3½ x .45 | 11 x 3½ x .43 | 11 x 3½ x .50 | 12 x 3½ x 3½ x | .50 | 12 x 3½ x 3½ x | .50 | ||||
.38 | .44 | ||||||||||||
19 | 9 x 3½ x .51 | 10 x 3½ x .42 | 11 x 3½ x .43 | 11 x 3½ x .52 | 12 x 3½ x 3½ x | .50 | 12 x 3½ x 3½ x | .60 | |
.38 | .44 | ||||||||
20 | 10 x 3½ x .40 | 11 x 3½ x .43 | 11 x 3½ x .50 | 12 x 3½ x 3½ x | .50 | 12 x 3½ x 3½ x | .60 | 12 x 4 x 4 x | .60 |
.38 | .44 | .48 | |||||||
Channels | |||||||||
Notes to Table 3b:—
1. The sizes of stiffeners are specified in inches.
2. Sizes for intermediate lengths of stiffeners and heights of bulkhead deck shall be determined by interpolation.
3. The ends of the stiffeners shall be riveted to the bulkhead boundary angle.
4. In the case of Channel Sections the lower thickness is that of the web and the upper thickness that of the flange.
5. The above stiffeners shall comply with specifications approved by the Minister.
Third Schedule—
TABLE 4.
(Paragraphs 3 and 9 of this Schedule.)
End Connexions for Stiffeners.
Type and Depth of Stiffener. | Bracket End Connexions. | Lug End Connexions. | |||
Thickness of Bracket in Inches. | Width of Flange in Inches. | Number and Size of Rivets in each Arm of Bracket. | Number and Size of Rivets in Lugs. | ||
Angles 6″ and under | .34 | .. | 3 @ ¾″ diameter | 2 @ ¾″ diameter | |
Bulb Angles 6″ and under | .36 | .. | 3 @ ¾″ diameter | 2 @ ¾″ diameter | |
Bulb Angles 7″ | .40 | .. | 4 @ ¾″ diameter | 3 @ ¾″ diameter | |
Bulb Angles 8″ | .42 | .. | 5 @ ¾″ diameter | 3 @ ¾″ diameter | |
Bulb Angles 9″ | .34 | 2¼ | 6 | 4 @ ¾″ diameter | |
Bulb Angles 10″ | .36 | 2½ | 7 @ ¾″ diameter | 4 @ ¾″ diameter | |
Bulb Angles 11″ | Flanged | .38 | 2¾ | 7 @ ⅞″ diameter | 4 @ ⅞″ diameter |
Bulb Angles 12″ | .4 | 3 | 8 @ ⅞″ diameter | 5 @ ⅞″ diameter | |
Channels 12″ x 3½″ x 3½″ | .4 | 3 | 9 @ ⅞″ diameter | 6 @ ⅞″ diameter | |
Channels 12″ x 4″ x 4″ | .4 | 3 | 10 @ ⅞″ diameter | 7 @ ⅞″ diameter | |
Channels 15″ x 4″ x 4″ | .44 | 3½ | 13 @ ⅞″ diameter | 8 @ ⅞″ diameter | |
Notes to Table 4:—
I. The distance from the heel of the boundary bar to the extremities of the arms of the bracket shall not be less than two and one-half times the depth of the stiffener to which the bracket is connected.
2. The overlap of stiffeners on brackets shall not be less than .12 of the span.
TABLE 5.
(Paragraphs 6 and 9 of this Schedule.)
Sizes of Tunnel Stiffeners Spaced 36 Inches Apart.
Mean Height from Base of Tunnel to Bulkhead Deck in Feet. | Height from Base of Tunnel to the Top of Flat Side in Feet. | ||||||
3 | 4 | 5 | 6 | 7 | 8 | ||
12 | 3 x 2½ x .24 | 4 x 2½ x .26 | 4½ x 3 x .30 | 5 x 3 x .34 | 6 x 3 x .32 | 5½ x 3 x .32 | |
16 | 3½ x 2½ x .25 | 4 x 3 x .30 | 5 x 3 x .32 | 6 x 3 x .32 | 5½ x 3 x .32 | 6 x 3 x .34 | |
20 | 3½ x 2½ x .26 | 4½ x 3 x .30 | 6 x 3 x .32 | 6 x 3 x .38 | 6 x 3 x .34 | 7 x 3 x .33 | |
24 | 4 x 2½ x .28 | 5 x 3 x .32 | 6 x 3 x .32 | 5½ x 3 x .37 | 6 x 3½ x .35 | 7 x 3 x .36 | |
28 | Angles | 4 x 3 x .30 | 5 x 3 x .36 | 6 x 3 x .40 | 6 x 3 x .34 | 7 x 3 x .33 | 8 x 3 x .35 |
32 | 4½ x 3 x .30 | 6 x 3 x .32 | 5½ x 3 x .37 | 7 x 3 x .33 | 7 x 3 x .38 | 8 x 3 x .37 | |
36 | 4½ x 3 x .32 | 6 x 3 x .32 | 6 x 3 x .34 | 7 x 3 x .33 | 7 x 3 x .45 | 8 x 3 x .42 | |
40 | 4½ x 3 x .34 | 6 x 3 x .38 | 6 x 3 x .35 | 7 x 3 x .36 | 8 x 3 x .37 | 9 x 3½ x .38 | |
44 | 5 x 3 x .32 | 6 x 3 x .40 | 7 x 3 x .33 | 8 x 3 x .35 | 8 x 3 x .42 | 9 x 3½ x .38 | |
48 | 5 x 3 x .36 | 5½ x 3 x .32 | 7 x 3 x .33 | 8 x 3 x .35 | 8 x 3½ x .46 | 9 x 3½ x .45 | |
52 | 6 x 3 x .32 | 54 x 3 x .37 | 7 x 3 x .36 | 8 x 3 x .37 | 9 x 3½ x .38 | 10 x 3½ x .40 | |
56 | 6 x 3 x .32 | 6 x 3 x .34 | 7 x 3 x .36 | 8 x 3 x .42 | 9 x 3½ x .38 | 10 x 3½ x .40 | |
60 | 6 x 3 x .32 | 6 x 3 x .35 | 8 x 3 x .35 | 8 x 3½ x .46 | 9 x 3½ x .51 | 10 x 3½ x .50 | |
Angles | Bulb Angles | ||||||
Notes to Table 5:—
1. The sizes of the stiffeners are specified in inches.
2. Sizes for intermediate heights shall be determined by interpolation.
3. Angle stiffeners of 6 inches in depth and all bulb angle stiffeners shall be connected to the inner bottom plating by a lug.
4. The above stiffeners shall comply with specifications approved by the Minister.
TABLE 5a.
(Paragraph 9 of this Schedule.)
Sizes of Tunnel Stiffeners Spaced 36 Inches Apart.
Mean Height from Base of Tunnel to Bulkhead Deck in Feet. | Height from Base of Tunnel to Top of Flat Side in Feet. | |||||||
3 feet 0 inches. | 3 feet 6 inches. | 4 feet 0 inches. | 4 feet 6 inches. | 5 feet 0 inches. | 5 feet 6 inches. | 6 feet 0 inches. | ||
8 | 2½ x 2½ x .20 | 2½ x 2½ x .24 | 3 x 2½ x .23 | |||||
12 | 2½ x 2½ x .24 | 3 x 2½ x .26 | 3½ x 2½ x .25 | 4 x 2½x .25 | 4 x 2½x .28 | 4 x 3 x .30 | ||
16 | Angles | 3 x 2½ x .24 | 3½ x 2½ x .26 | 4 x 2 ½x .26 | 4 x 3 x .32 | 4½ x 3 x .32 | 5 x 3 x .32 | 5 x 3 x .38 |
20 | 3½ x 2½ x .25 | 4 x 2½ x .26 | 4 x 3 x .32 | 4½ x 3 x .34 | 5 x 3 x .32 | 6 x 3 x .32 | 6 x 3 x .32 | |
24 | 3½ x 2½ x .30 | 4 x 3 x .30 | 4½ x 3 x .32 | 5 x 3 x .32 | 6 x 3 x .32 | 6 x 3 x .34 | 6 x 3 x .40 | |
28 | 4 x 2½ x .28 | 4½ x 3 x .30 | 4½ x 3 x .38 | 5 x 3 x .38 | 6 x 3 x .32 | 6 x 3 x .40 | 5½ x 3 x .34 | |
Bulb Angles | ||||||||
Notes to Table 5a:—
1. The sizes of the stiffeners are specified in inches.
2. Sizes for intermediate heights shall be determined by interpolation.
3. The ends of tunnel stiffeners shall be riveted to the tunnel boundary angles.
4. The above stiffeners shall comply with the specifications set forth in British Standard Specifications Numbers 4A–1934 and 6–1924 applicable to stiffeners of the scantlings and type indicated.
FOURTH SCHEDULE.
Regulation 146.
METHODS OF FIRE PROTECTION.
Method I.
1. A bulkhead in an accommodation space or service space, not being a bulkhead required by these Regulations to consist of A class divisions, shall consist of B class divisions.
2. Where the ship is designed to carry more than one hundred passengers, a B class division referred to in the last preceding paragraph shall be constructed of, but, subject to paragraph 12 of this Method, need not necessarily be faced with, incombustible material.
3. The bulkheads in an accommodation space or service space shall be joined together in a manner which ensures the maximum resistance to fire.
4. A bulkhead in an accommodation space or service space shall extend from deck to deck or, except in the case of a corridor bulkhead, from the deck to a ceiling consisting of incombustible material.
5. Where the shell plating of the ship forms the boundary of an accommodation space or service space, the transverse bulkheads adjacent to the shell plating shall extend to the shell plating or, except in the case of a corridor bulkhead, to a lining consisting of incombustible material.
6. Where the external plating of a deckhouse on the ship forms the boundary of an accommodation space or service space, the transverse or longitudinal bulkheads adjacent to the plating shall extend to the plating or, except in the case of a corridor bulkhead, to a lining consisting of incombustible material.
7. A ventilation opening in a corridor bulkhead in an accommodation space or service space—
(
a )shall, wherever practicable, be in the lower part of the bulkhead; and(
b ) shall be provided with a grille constructed of incombustible material.
8. There shall be installed in the ship a fire alarm and fire detection system capable of—
(
a )detecting the presence of fire in an accommodation space or service space;and(
b )indicating promptly to the master and crew of the ship, by means of a signal or signals given at one or more points on the ship, the presence and position of the fire.
9.The linings, grounds and ceilings in an accommodation space or service space, other than a mail room, a bullion room, a baggage room or a refrigerated store room, shall be constructed of—
(
a )in the case of a ship designed to carry one hundred passengers or more—incombustible material; and(
b ) in any other case—incombustible material or combustible material having the same fire-resisting properties as the material of the bulkheads enclosing the spaces in which the linings, grounds or ceilings are situated.
10. The insulation in a space to which the last preceding paragraph applies shall consist of incombustible material.
11. The facings, mouldings, decorations and veneers installed in an accommodation space or service space consisting of a corridor or stairway enclosure shall consist of incombustible materials.
12. Where the ship is designed to carry one hundred passengers or more, the total volume of combustible materials installed as facings, mouldings, decorations or veneers in an accommodation space or service space shall not exceed a volume equal to that of a veneer of one-tenth of an inch on the combined area of the walls and ceiling of the space.
Fourth Schedule—
Method II.
1. There shall be installed in the ship so as to protect all accommodation spaces and service spaces in the ship an automatic sprinkler and fire alarm and fire detection system which complies with the requirements set out hereunder.
2. The system shall be of the wet type with overhead sprinklers.
3. The system shall be provided with a pressure tank which—
(
a )is of adequate strength and construction having regard to the charge of water specified in the next succeeding paragraph; and(
b ) has a capacity of not less than twice the standing charge of fresh water required for the automatic operation of the system.
4. A standing charge of not less than five hundred gallons of fresh water shall be capable of being maintained in the pressure tank under an air pressure of not less than seventy pounds per square inch plus the pressure due to a head of water measured from the bottom of the tank to the highest sprinkler in the system.
5. The pressure tank shall be fitted with an efficient relief valve and with a water-gauge glass and a pressure gauge.
6. Stop valves or cocks shall be provided at each of the gauge connexions.
7. The pressure tank shall be connected to an air compressor capable of maintaining in the tank the pressure required by paragraph 4 of this Method.
8. The pipes forming part of the system—
(
a )shall be made of steel of adequate strength having regard to the pressure to which they may be subjected; and(
b )shall be properly jointed and supported.
9. Connexions shall be provided which—
(
a )will supply a replenishment of the standing fresh water charge in the pressure tank; and(
b ) will enable the pipes to be flushed with fresh water after the use of salt water in the system.
10. A pipe which may be affected by frost shall be insulated so as to prevent the water in the pipe from freezing.
11.—(1.) The sprinkler system shall be a self-contained unit.
(2.) External connexions shall not be fitted to the sprinkler system except—
(
a )hose couplings with shut-off valves, and non-return valves situated close to the couplings, for the purpose of coupling to a shore supply; or(
b )a connexion with the ship’s fire main provided with a shut-off screw-down non-return valve at the connexion which will prevent a back flow from the sprinkler system to the fire main.
12. Shut-off valves for the shore supply and the ship’s fire-main connexion shall be clearly and permanently marked to show their purpose and shall be capable of being locked in the closed position.
13. The system shall be provided with an independent power pump the sole purpose of which shall be the automatic continuation of the discharge of water from the sprinkler heads.
14. The pump shall be so connected to the system that the pump is brought into action automatically by a pressure drop in the system before the standing fresh-water charge in the pressure tank is completely exhausted.
Fourth Schedule—
15. The pump shall have a suction direct from the sea and independent of any other suction.
16. There shall be fitted close to the pump on the delivery side a waste valve of at least two inches diameter with a short open-ended discharge pipe for testing purposes.
17. The pump shall be capable of maintaining a pressure of twenty-five pounds per square inch at the level of the highest sprinkler with the waste valve referred to in the last preceding paragraph fully open.
18. The system shall be so arranged that the pump cannot pass sea water into the pressure tank.
19.—(1.) Sprinkler heads shall be grouped into separate sections.
(2.) A section of sprinkler heads shall not contain more than one hundred and fifty sprinkler heads.
20. A section of sprinkler heads—
(
a )shall not serve more than two decks; and(
b )shall not be in more than one main vertical zone or in more than one watertight compartment.
21.—(1.) Each section of sprinkler heads shall be controlled by one control valve and no other valves shall be provided for controlling any of the sprinklers in that section.
(2.) The control valve shall be readily accessible and its location shall be clearly and permanently indicated.
22. The control valves shall be so constructed as to be capable of being operated only by means of a key or special tool which does not form part of a valve.
23. A pressure gauge shall be provided at each control valve and at a central station to indicate the pressure of water available throughout the system.
24. The sprinkler heads shall be capable of operating with salt water.
25. The temperature at which sprinkler heads come into operation shall be not less than one hundred and fifty-five degrees Fahrenheit and, except in the case of sprinkler heads in drying rooms and similar spaces, shall be not more than 200 degrees Fahrenheit.
26. A sprinkler head shall be capable of discharging water at a rate of not less than twenty gallons per minute under a supply pressure of twenty-five pounds per square inch.
27. The placing of sprinkler heads shall be such that—
(
a )there is not a point on the ceiling of the space that is more than nine feet two and one-half inches from a sprinkler head;(
b )a point on the edge of the ceiling of the space that is required by a surveyor to be not more than a distance specified in writing by the surveyor from a sprinkler head is not more than that distance from a sprinkler head;(
c ) all combustible material in the space is well sprayed when the system is in operation; and(
d )each sprinkler head is, as far as practicable, clear of beams and other objects likely to obstruct the projection of water from the head.
28. The sprinkler system shall include means for giving a visible and audible alarm signal automatically whenever any sprinkler comes into operation.
29. The alarm signal shall indicate at one or more points in the ship, so as to come rapidly to the attention of the master and crew of the ship, the presence and position of any fire in the spaces served by the system.
30. If the alarm is operated by electricity, it shall be constructed so as to operate if any derangement occurs in the electrical circuit.
31. Not less than two sources of power shall be provided to operate the independent pump, air compressor and automatic alarm.
Fourth Schedule—
32.—(1.) A test valve shall be provided for testing the automatic alarm for each section of sprinklers by a discharge of water equivalent to the operation of one sprinkler head.
(2.) The test valve for each section shall be situated near the control valve for that section.
33. Means shall be provided for testing the automatic cutting in of the pump.
34. Switches shall be provided at one of the points referred to in paragraph 29 of this Method so that the alarm and the indicators for each section of sprinklers may be tested.
Method III.
1. A bulkhead in an accommodation space or service space, not being a bulkhead required by these Regulations to consist of A class divisions, shall be constructed of B class divisions.
2. The bulkheads in an accommodation space or service space shall be joined together so as to form a continuous network of B class divisions or of A class divisions and B class divisions, as the case may be.
3. The area of a compartment formed by the network of bulkheads referred to in the last preceding paragraph—
(
a )shall not, where practicable, exceed thirteen hundred square feet; and(
b )shall not, in any case, exceed sixteen hundred square feet.
4. Where a public room in an accommodation space or service space is without interior sub-divisions, the room shall, except in a place where it is bounded by the shell plating of the ship or the external plating of a deckhouse, be bounded by bulkheads each of which, if it is not a bulkhead which is required by these Regulations to consist of A class divisions, shall consist of B class divisions.
5. A corridor bulkhead in an accommodation space or service space—
(
a )if it is not a bulkhead which is required by these Regulations to consist of A class divisions—shall consist of B class divisions; and(
b )shall extend from deck to deck.
6. A ventilation opening may be installed in a corridor bulkhead in an accommodation space or service space if—
(
a )a grille of incombustible material is fitted to the opening; and(
b ) the opening is installed at a point—(i) where there is no ceiling above the bulkhead; or
(ii) where a ceiling of incombustible material is fitted above the bulkhead.
7. Where the ship is designed to carry more than one hundred passengers, a B class division in an accommodation space or service space shall be constructed of, but not necessarily faced with, incombustible material.
8. Where the ship is designed to carry one hundred passengers or less, a B class division in an accommodation space or service space shall have an incombustible core or shall be assembled with internal layers of sheet asbestos or similar incombustible material.
9. There shall be installed in the ship a fire alarm and fire detection system capable of—
(
a )detecting the presence of fire in an accommodation space or service space; and(
b )
0
0
0