Navigation (Construction) Regulations 1968 (Cth)
made under the
This compilation was prepared on 21 December 2001
taking into account amendments up to SR 2001 No. 351
Prepared by the Office of Legislative Drafting,
Attorney-General’s Department, Canberra
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Division 5 Construction of watertight bulkheads etc
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Division 7 Means of closing openings in watertight bulkheads etc
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Division 10 Watertight doors — signals and communications
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Division 11 Openings in the shell plating below the margin line
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Part III Bilge pumping arrangements in passenger ships
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Division 2 Requirements for bilge pumps and bilge suctions
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Division 5 Precautions against flooding through bilge pipes
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Part IV Electrical equipment and installations in passenger ships
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Division 11 Miscellaneous items of fire protection
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Division 10 Oil-fuel installations (boilers and machinery)
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Division 11 Oil-fuel installations (cooking ranges)
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These Regulations are the
Navigation (Construction) Regulations 1968.
(1) The Navigation (Construction of Passenger Ships) Regulations (being Statutory Rules 1959, No. 45) are repealed.
(2) Notwithstanding the repeal effected by the last preceding subregulation, the Navigation (Construction of Passenger Ships) Regulations continue, subject to subregulation (2) of regulation 5 of these Regulations, to apply to and in relation to passenger ships the keels of which were laid before the commencement of these Regulations.
(1) In these Regulations, unless the contrary intention appears:
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.
approved means approved by the Authority.
breadth , in relation to a ship, means the extreme width from outside of frame to outside of frame at or below the ship’s deepest subdivision load water-line.
bulkhead deck , in relation to a ship, means the deck of the ship determined by the Authority to be, for the purposes of these Regulations, the bulkhead deck of the ship.
cargo ship has the same meaning as in Part IV of the Act.
cargo space means the space used for cargo including cargo oil tanks and trunks to such spaces.
Class I ship means:
(a) a passenger ship registered in Australia that is engaged, whether regularly or intermittently, on international voyages; or
(b) a passenger ship that is engaged, whether regularly or intermittently, in carrying passengers from Australia on international voyages.
Class II ship means a passenger ship that is an Australian-trade ship or a limited coast-trade ship other than a Class I ship.
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 central indicator connected with a system for the detection of fire or smoke; or
(iii) an emergency generator.
crew space has the same meaning as 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.
deepest subdivision load line , in relation to a ship, means the deepest subdivision load line marked on the ship in accordance with regulation 66 of these Regulations.
deepest subdivision load water-line , in relation to a ship, means the load water-line that corresponds to the greatest draught 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 subdivision load water-line.
factor of subdivision , in relation to a ship or portion of a ship, means the factor of subdivision 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 that point which, at that 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.
Group A cargo ship means a cargo ship the keel of which was laid before 20 March 1968.
Group A passenger ship means a passenger ship the keel of which was laid before 20 March 1968.
Group B cargo ship means a cargo ship the keel of which was laid during the prescribed period.
Group B passenger ship means:
(a) a passenger ship the keel of which was laid during the prescribed period; or
(b) a ship that was converted during the prescribed period for service as a passenger ship.
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.
machinery space , in relation to a ship, means:
(a) if the Authority has defined the spaces of the ship that are to be regarded for the purpose of these Regulations as the machinery space of the ship — the spaces so defined; or
(b) if the Authority has not so defined the spaces — the space extending from the moulded base line to the margin line of the ship and between the extreme main transverse watertight bulkheads of the ship which bound the spaces appropriated to the main and auxiliary propelling machinery, the boilers, if any, serving the needs of propulsion and the permanent coal bunkers, if any, of the ship;
and, for the purposes of Parts V and VIII of these Regulations, also includes spaces which are occupied by refrigerating machinery, boilers not serving the needs of propulsion, pumps, engineers’ work shops, generators, ventilation or air conditioning machinery, or oil-filling stations and other machinery used in the service of the ship, and trunkways leading to those spaces.
main-engine 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 deck‑houses of the ship are divided in accordance with regulation 132 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.
naval architect means the Assistant Manager, Ship Structures, in the Authority.
passenger ship has the same meaning as in Part IV of the Act.
passenger space means:
(a) space provided for the accommodation and use of passengers other than service space; and
(b) in Part II and in the First Schedule includes space, provided below the margin line, for the accommodation and use of the crew.
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.
prescribed period means the period commencing on 20 March 1968 and ending at the expiration of 24 May 1980.
public space 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 Marine Orders, Part 26 (Equipment — Communication), as in force from time to time.
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.
subdivision load water-line , in relation to a ship, means a water-line assumed in determining the subdivision of the ship in accordance with these Regulations.
the Act means theNavigation Act 1912-1967 .
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 door means a door that complies with the requirements of Division 8 of Part II of these Regulations.
weathertight , in relation to a structure, means capable of preventing the passage of sea water through the structure in ordinary sea conditions.
(2) In Parts II to VII (inclusive) of these Regulations, a reference to a ship is a reference to a passenger ship to which those Parts apply.
(3) A reference in these Regulations to a Schedule by number shall be read as a reference to the Schedule so numbered to these Regulations.
(4) A reference in these Regulations to Marine Orders is a reference to orders made under the Navigation (Orders) Regulations as in force from time to time.
(1) A reference in these Regulations to the length of a ship, being a ship that is a passenger ship, shall be read as a reference to the length measured between the perpendiculars at the extremities of the deepest subdivision load waterline of the ship.
(2) A reference in these Regulations to the length of a ship, being a ship that is a cargo ship, shall be read as a reference to:
(a) a distance equal to 96 per cent of the total length of the ship measured on a waterline that is:
(i) in the case of a ship other than a ship referred to in subparagraph (ii) or (iii) — at a distance, from the top of the keel, equal to 85 per cent of the least moulded depth of the ship;
(ii) in the case of a wood ship or a composite ship — at a distance, from the lower edge of the keel rabbet, equal to 85 per cent of the least moulded depth of the ship; or
(iii) in the case of a ship in which the form at the lower part of the midship section is of a hollow character or in which thick garboards are fitted — at a distance, from the point where the line of the flat of the bottom continued inwards cuts the side of the keel of the ship, equal to 85 per cent of the least moulded depth of the ship; or
(b) if the distance measured from the fore side of the stem to the axis of the rudder stock on that waterline is greater than the distance applicable under paragraph (a) — that greater distance.
(3) In the case of a cargo ship designed with a rake of keel, the waterline on which the total length of the ship is to be measured for the purposes of subregulation (2) shall be parallel to the designed waterline.
(1) Parts I to VII (inclusive) of these Regulations apply to and in relation to Group B passenger ships which are Class I ships or Class II ships.
(2) Where, during the prescribed period, alterations were made to the watertight subdivision, to the bilge pumping arrangements, to the electrical equipment and installations, to the boilers and the machinery, or to the means of fire protection in a Group A passenger ship or to the construction of a Group A passenger ship, the provisions of these Regulations, in so far as they apply to and in relation to the part of the ship that has been altered apply to and in relation to the ship as so altered as if it were a Group B passenger ship to which these Regulations apply.
The Authority may, subject to these Regulations, exempt a ship (other than a nuclear ship) or ships (other than nuclear ships) included in a specified class of ships from the application of any of the provisions of these Regulations to the extent that it is satisfied that compliance with such a provision is unreasonable or impracticable in relation to that ship or those ships.
(1) A ship shall be subdivided below the bulkhead deck into compartments by bulkheads.
(2) The length of a compartment shall not exceed the permissible length ascertained for that compartment in accordance with the First Schedule.
(3) Each bulkhead shall be watertight up to the bulkhead deck.
(4) Every other portion of the internal structure of the ship which affects the efficiency of the subdivision of the ship shall be watertight and of a design which will maintain the integrity of the subdivision.
(1) A ship shall be provided with a collision bulkhead.
(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 long 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 subregulation:
(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 five per 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 subregulation (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.
(7) Except as provided in the next succeeding subregulation, the collision bulkhead may be pierced below the margin line by not more than one pipe for dealing with fluid in the forepeak tank, if the pipe is fitted with a screwdown valve capable of being operated from above the bulkhead deck and the valve chest is secured inside the forepeak tank to the collision bulkhead.
(8) Where the forepeak is divided to hold two different kinds of liquids, the Authority may allow the collision bulkhead to be pierced below the margin line by two pipes, each of which is fitted in accordance with the last preceding subregulation, if the Authority is satisfied that there is no practical alternative to the fitting of such a second pipe and that, having regard to the additional subdivision provided in the forepeak, the safety of the ship is maintained.
(1) A ship shall be provided with a watertight afterpeak bulkhead and with watertight bulkheads dividing the space appropriated to the main and auxiliary propelling machinery, the boilers, if any, and the permanent coal bunkers, if any, from other spaces.
(2) Subject to the next succeeding subregulation, the bulkheads referred to in the last preceding subregulation 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.
(1) The stern gland of a ship shall be situated in a watertight shaft tunnel or other watertight space separate from the stern tube compartment and of such a volume that, if the tunnel or space is flooded, the margin line will not be submerged.
(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.
(1) A ship the length of which is one hundred and sixty-five feet or more but less than two hundred feet shall be fitted with a watertight double bottom extending from the machinery space to, or as near as is practicable to, the collision bulkhead.
(2) Subject to the next succeeding subregulation, a ship the length of which is two hundred 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 as near as is practicable to, the afterpeak bulkhead.
(3) The last preceding subregulation does not require a double bottom to be fitted in the machinery space of a ship the length of which is less than two hundred and forty-nine feet.
(1) Where a double bottom is fitted to a ship in pursuance of the last preceding regulation, its depth shall not be less than that determined by a naval architect and its inner bottom shall be continued out to the sides of the ship in such a manner as to protect the ship to the turn of the bilge.
(2) The inner bottom shall be deemed to comply with the last preceding subregulation 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.
(1) Subject to subregulation (3) of this regulation, a well shall not be constructed in a double bottom fitted to a ship in pursuance of this Division unless the Authority exempts the ship from the requirements of this subregulation.
(2) The Authority shall not exempt a ship from the requirements of the last preceding subregulation unless it 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 in the after end of the shaft tunnel, if the ship is a screw ship, and in any other position, if:
(a) the well is not larger, and does not extend downwards further, than is necessary for that purpose;
(b) the depth of the well is not, except in the case of a well at the after end of the shaft tunnel, more than the depth less eighteen inches of the double bottom at the centreline; and
(c) the well does not, except in the case of a well at the after end of the shaft tunnel, extend below the horizontal plane referred to in subregulation (2) of the last preceding regulation.
Nothing in this Division requires a double bottom to be fitted in a part of a ship in way of a watertight compartment used exclusively for the carriage of liquids if, in the event of bottom or side damage to that part of the ship, the safety of the ship will not be impaired by reason of the absence of the double bottom.
For the purposes of this Division sufficiency of the intact stability of a ship shall be determined in accordance with the provisions of the Second Schedule or, where in regard to a particular ship it appears to a naval architect that the range of stability in the damaged condition is doubtful or unreasonable, the Authority may, after such further investigation as it requires, fix special conditions applicable to the construction of that particular ship.
A ship shall be so constructed as to provide sufficient intact stability in all service conditions:
(a) to enable the ship to withstand the final flooding of any one of the main compartments into which the ship is subdivided in accordance with regulation 8 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;
(c) if the ship’s factor of subdivision is .5 or less but more than .33 — to enable the ship to withstand the final flooding of any two of the main compartments which are adjacent to each other; and
(d) if the ship’s factor of subdivision is .33 or less — the intact stability shall be adequate to withstand the flooding of any three adjacent main compartments.
(1) So far as is practicable, a ship shall be so constructed as to keep at a minimum unsymmetrical flooding when the ship is in a damaged condition.
(2) 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 Authority may, after such investigations as it considers necessary, require that 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.
(3) Where it is necessary to correct large angles of heel, the means adopted shall be self-acting or, if cross-flooding fittings are used, the controls for those fittings shall be capable of being operated from above the bulkhead deck and the time that those fittings take for equalization shall not exceed fifteen minutes.
(4) If cross-flooding fittings are provided in a ship, the Authority may require that those fittings and the maximum heel of the ship before equalization shall be such as will not endanger the safety of the ship.
(1) The master or owner of a ship may take the ship to sea, or permit the ship to be taken to sea, only if there is provided in the ship, for the use of the master, in writing:
(a) information as to the use of any cross-flooding fittings provided in the ship; and
(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) in the case of a ship provided with cross-flooding fittings, information as to the conditions of stability on which the calculations of heel have been based, including a warning that excessive heeling may result if the ship sustains damage under less favourable conditions.
Penalty: 2 penalty units.
(2) An offence against subregulation (1) is an offence of strict liability.
Note Forstrict liability , see section 6.1 of theCriminal Code .
(1) The master or owner of a ship may take the ship to sea, or permit the ship to be taken to sea, only if:
(a) there are permanently exhibited in the wheelhouse or charthouse plans showing clearly, for each deck and hold, the boundaries of the watertight compartments, the openings in those compartments, the means of closure and the position of any controls of those means of closure and the arrangements for the correction of any list due to flooding; and
(b) there are on board, in booklet form, a number at least equal to the number of officers normally carried in the ship of copies of the information referred to in paragraph (a).
Penalty: 2 penalty units.
(2) An offence against subregulation (1) is an offence of strict liability.
Note Forstrict liability , see section 6.1 of theCriminal Code .
The Authority may, by instrument in writing, grant in relation to a ship (other than a nuclear ship), subject to such conditions, if any, as it thinks necessary, an exemption from compliance with a requirement of this Division, if, in its opinion:
(a) the intact metacentric height of the ship in any service condition necessary to meet the requirements of this Division is excessive for the service for which the ship is intended;
(b) the proportions, arrangements and other characteristics of the ship are the most favourable to stability after damage that can practically and reasonably be adopted in the particular circumstances; and
(c) in all the circumstances it would be unreasonable to require compliance with the requirement.
Where, by these Regulations, a bulkhead or other portion of the internal structure of a ship is required to be watertight, the construction of the bulkhead or other portion of the ship shall comply with such of the requirements specified in the Third Schedule as are applicable to the bulkhead or other portion of the ship.
A tank forming part of the structure of a ship and intended for storing oil fuel or other liquids shall comply with such of the requirements specified in the Third Schedule as are applicable.
The number of openings in a watertight bulkhead, or other internal structure that is required by these Regulations to be watertight, shall be the minimum compatible with the design and proper working of the ship and satisfactory means shall be provided for closing those openings.
Unless the Authority otherwise determines, a watertight bulkhead shall not be pierced by a trunkway or tunnel installed in connexion with a ventilation, forced draught or refrigeration system.
(1) The number of doorways (other than bunker or tunnel doorways) which pierce a main transverse watertight bulkhead in the machinery space of a ship shall not exceed one.
(2) Where a main transverse 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, and the door shall be a sliding door.
A watertight bulkhead outside the machinery space of a ship shall not be pierced by an opening which may be closed only by a portable bolted plate or plates.
(1) Subject to the next succeeding subregulation, a doorway, manhole or access opening shall not be fitted:
(a) in the collision bulkhead of a ship below the margin line; or
(b) in any other transverse watertight bulkhead which divides a cargo space from another cargo space or from a permanent or reserve bunker in the ship.
(2) The Authority may approve of a bulkhead referred to in the last preceding subregulation which divides two ’tween-deck cargo spaces being fitted with doorways and doors if:
(a) it is satisfied that the doorways are necessary for the proper working of the ship;
(b) the outboard vertical edge of each doorway is as far as practicable from the shell plating of the ship and, in any case, 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 that plating;
(c) the doorways are fitted so that the sills of the doorways are as high as possible in the ship; and
(d) the doors so fitted are hinged, rolling or sliding doors, the doors are not remotely controlled and the doors are fitted with a device that prevents unauthorized opening.
(1) Where a tunnel in a ship, other than a tunnel running beneath the inner bottom, if any, of the ship, passes through a watertight bulkhead, the tunnel shall be watertight.
(2) Where a tunnel required by the last preceding subregulation 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 subdivision bulkhead abaft the collision bulkhead.
(1) Where two or more shafts are fitted in a ship, the tunnels shall be connected by an intercommunicating passage.
(2) Where two shafts are fitted in a ship, there shall be only one door between the machinery space and the tunnel spaces.
(3) Where more than two shafts are fitted in a ship, there shall be only two doors between the machinery space and the tunnel spaces.
(1) If a pipe, scupper, electric cable or other equipment is carried through a watertight subdivision bulkhead, such provisions as are necessary to ensure that the bulkhead is watertight shall be made.
(2) Valves and cocks not forming part of a piping system shall not be placed in a watertight subdivision bulkhead.
(3) Lead or other heat sensitive materials shall not be used in a system which penetrates a watertight subdivision bulkhead if deterioration in that system in the event of fire would impair the watertightness of the bulkhead.
(1) An opening in a watertight bulkhead or other watertight structure shall be provided with a watertight door or other watertight covering by means of which the opening may be closed and made watertight.
(2) The means of operation of any watertight door, whether power operated or not, shall be capable of closing the door with the ship listed to fifteen degrees either way.
(1) A door fitted to an opening referred to in the last preceding regulation shall be a sliding door having a horizontal or a vertical motion, a hinged door or a door of an equivalent type, but shall not be a plate door secured only by bolts.
(2) A hinged door may be fitted to an opening:
(a) in a bulkhead, not being a collision bulkhead, which divides one ’tween-deck cargo space from another ’tween-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 at side is at least seven feet above the deepest subdivision load water-line;
but not otherwise.
(3) A hinged door referred to in the last preceding subregulation shall be fitted with catches or other quick action closing devices capable of being operated from each side of the bulkhead in which the door is fitted.
A watertight door shall be of such design, material and construction as will maintain the integrity of the watertight bulkhead in which it is fitted.
(1) Subject to the next succeeding subregulation, a watertight door, and the frame of a watertight door, shall be made of cast steel, mild steel or cast iron.
(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.
A watertight door shall be closed by means other than gravity or a dropping weight.
(1) A sliding watertight door, or the frame of a sliding watertight door, shall be fitted with rubbing faces of brass or similar material.
(2) If the width of the rubbing faces is less than one inch, the rubbing faces shall be fitted in recesses.
If a screw gear is used for operating a sliding watertight door, the nut in which the screw works shall be made of a suitable non-corrodible metal.
(1) The frame of a watertight door shall be properly fitted to the bulkhead in which the door is situated and the jointing material between the frame and the bulkhead shall be of a type which will not deteriorate or be injured when subject to heat.
(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.
(1) The bottom edge of a vertically sliding watertight door shall be tapered or bevelled.
(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.
(1) A horizontally sliding watertight door shall be so installed as to prevent it moving if the ship rolls and, if necessary, a clip or other suitable device shall be provided to prevent the door from so moving.
(2) A clip or device referred to in the last preceding subregulation shall not interfere with the closing of the door when the door is required to be closed.
A watertight door which is a coal-bunker door shall be provided with screens or other devices to prevent coal from interfering with the closing of the door.
(1) Watertight doors the sills of which are above but not more than seven feet above the deepest subdivision load line shall be sliding doors, which may be hand operated.
(2) 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; and
(b) the sill of the opening by which the trunkway is carried through such a bulkhead is not more than seven feet above the deepest subdivision load water-line of the ship;
a power operated sliding door shall be fitted to that opening.
(3) Watertight doors which may, in the normal working of the ship, be required to be opened at sea, the sills of which are below the deepest subdivision load line, shall be sliding doors.
(4) Where the number of the doors referred to in the last preceding subregulation (excluding doors at entrances to shaft tunnels) exceeds five, they shall be power operated and capable of being simultaneously closed from a central station on the bridge.
(5) Subject to the next succeeding subregulation, where:
(a) the number of doors referred to in subregulation (3) of this regulation (excluding doors at entrances to shaft tunnels) is two or more but does not exceed five; and
(b) the ship has passenger spaces below the bulkhead deck;
those doors shall be power operated and shall be capable of being simultaneously closed from a central station situated on the bridge.
(6) Where the number of doors referred to in subregulation (3) of this regulation is two and they are into or within a machinery space, those doors may be hand operated.
(7) All doors at the entrances to shaft tunnels or ventilation or forced draught ducts shall be power operated and capable of being simultaneously closed from a central station on the bridge.
(8) A sliding watertight door:
(a) which is fitted between bunkers in the ‘tween decks of a ship below the bulkhead deck; and
(b) which may be required to be opened at sea for the purpose of trimming coal;
shall be power operated.
(1) Where sliding watertight doors in a ship are required by these Regulations to be power operated from a central station on the bridge:
(a) the gearing shall be so arranged that each door can be operated by power also at the door itself from both sides;
(b) the arrangement shall be such that each door will close automatically if opened by local control after being closed from the central station, and also such that each door can be kept closed by local systems which will prevent the door from being opened from the central station;
(c) local control handles in connexion with the power gear shall be provided on each side of the bulkhead and shall be so arranged as to enable persons passing through the doorway to hold both handles in the open position without being able to set the closing mechanism in operation accidentally;
(d) the doors may have a horizontal or a vertical motion;
(e) the ship shall be provided with at least two independent sources of power for opening and closing those doors;
(f) each of those sources of power shall be controlled from the central station on the bridge and shall be capable of operating all those doors simultaneously;
(g) indicators shall be fitted on the bridge of the ship to show whether sufficient power is available from each of those sources for operating the doors;
(h) in the case of hydraulic operation, each power source shall consist of a pump capable of closing all the doors in not more than sixty seconds;
(i) in the case of hydraulic operation, the whole installation shall have hydraulic accumulators of sufficient capacity to operate all the doors at least three times, that is to say, to close, open and reclose the doors;
(j) 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
(k) the mechanism for closing the doors shall be so timed that the time taken for a door to close is sufficient to ensure the safety of persons in or near the doorway.
(2) All power operated watertight doors shall be provided with an approved hand gear workable at the door itself on either side and from an accessible position above the bulkhead deck.
(1) Where a sliding watertight door in a ship is not required by these Regulations to be operated by power, it may have a horizontal or a vertical motion and shall be provided with an approved hand operated mechanism at the door itself capable of being operated from either side, and from an accessible position above the bulkhead deck.
(2) The requirement in the last preceding subregulation that the mechanism at the door is to be capable of being operated from either side does not apply if the layout of the spaces on either side of the door makes compliance with that requirement impossible.
(3) The mechanism referred to in subregulation (1) of this regulation shall be capable of completely closing the door, with the ship upright, in less than ninety seconds.
(4) Where a sliding watertight door is in a machinery space of a ship, the gear by which the door can be operated by hand from above the bulkhead deck 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.
Each watertight door in a ship shall be connected with an indicator at each position at which the door may be operated, other than at the door itself, showing whether the door is open or closed.
(1) 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.
(2) If a watertight door in 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.
(1) The number of openings, and the number of each class of opening, in the shell plating of a ship below the margin line shall be the minimum compatible with the design and proper working of the ship.
(2) Such an opening 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.
(1) Subject to the next succeeding subregulation, a side scuttle in a ’tween decks of a ship shall not be capable of being opened.
(2) Where a side scuttle in a ship is fitted in a ’tween decks and the sill of that side scuttle, and of every other side scuttle in that ’tween 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 subdivision load water-line of the ship, the side scuttle may be an opening type if it can be opened only with the consent of the master by means of a key or special tool which does not form part of the scuttle.
(1) Subject to the next succeeding subregulation, a side scuttle which is fitted below the margin line of a ship shall be fitted with a watertight hinged deadlight which shall be permanently attached to 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; 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 provided with a portable watertight deadlight stowed adjacent to the side scuttle, unless the Navigation (Load Lines) Regulations require the deadlight in such a case to be permanently attached.
(1) A side scuttle shall not be fitted below the margin line of a ship in a space intended solely for the carriage of cargo or coal.
(2) A side scuttle may be fitted below the margin line of a ship in a space used alternately for the carriage of passengers or cargo, if it is so designed and fitted that it, or the deadlight attached to it, can not be opened without the consent of the master of the ship.
(3) A side scuttle for automatic ventilation shall not be fitted below the margin line of a ship.
(1) Each inlet and discharge led through the shell plating of a ship below the margin line of the ship shall be fitted with efficient and readily accessible means for preventing the accidental admission of water into the ship and, in particular, a discharge led through the shell plating of the ship from spaces below the margin line of the ship, not being a discharge in connexion with machinery, shall be provided with:
(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 subregulation 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.
(3) Lead or other heat sensitive materials shall not be used for pipes fitted outboard of shell valves in inlets or discharges, or any other application, if the deterioration of the pipes in the event of fire would give rise to the danger of flooding.
Where:
(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 subdivision of the ship;
the cock or valve shall be made of steel, bronze or other approved ductile material.
A main or auxiliary inlet or discharge in a ship, being an inlet or discharge connected with machinery, shall be fitted with a cock or valve which:
(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) shall be made of steel, bronze or other approved ductile material; and
(c) if the cock or valve is made of steel — shall be protected against corrosion.
(1) A discharge pipe led through the shell plating of a ship below the margin line shall not be fitted in a direct line between the outboard opening and the connexion with the deck, water closet or other thing to which the pipe is connected, but shall have a bend or elbow of steel, bronze or other approved ductile material.
(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 bolt which connects a cock, valve, discharge or inlet pipe, or other similar equipment, to the shell plating of a ship below the margin line of the ship shall:
(a) have its head outside the shell plating of the ship; and
(b) be either countersunk or cup-headed.
A drainage system shall be provided for the drainage of each watertight deck of a ship below the margin line of the ship and, where drainage pipes are used for that purpose, they shall be so fitted with valves, or otherwise so constructed, as to prevent the passage of water from one to another of the watertight compartments into which the ship is subdivided in pursuance of this Part of these Regulations.
(1) The inboard opening of an ash-shoot, rubbish-shoot or other similar shoot in a ship (not being an ash ejector or expeller to which subregulation (3) of this regulation applies) shall be fitted with:
(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 subdivision load water-line of the ship.
(2) The valve referred to in the last preceding subregulation 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 subdivision load water-line of the ship shall be fitted with equipment which will prevent water entering the ship through the ejector or expeller.
Where a gangway port, cargo port or coaling port is fitted below the margin line of a ship:
(a) the port shall be of adequate strength; and
(b) the lowest point of the port shall be above the deepest subdivision load water-line of the ship.
(1) All measures necessary to limit the entry and spread of water above the bulkhead deck, including the provision of partial watertight bulkheads or webs, shall be taken.
(2) A side scuttle, gangway port, cargo port, coaling port or other fitting for closing an opening in the shell plating above the margin line of a ship shall be of an approved design, construction and strength, having regard to the space in which it is fitted and its position relative to the deepest subdivision load line.
(3) Where partial watertight bulkheads and webs are fitted on the bulkhead deck, above or in the immediate vicinity of main subdivision bulkheads, they shall have watertight shell and bulkhead deck connections so placed that they restrict the flow of water along the deck when the ship is in a heeled damaged condition.
(4) If the partial watertight bulkhead does not line up with the bulkhead below, the bulkhead deck between shall be made watertight.
The bulkhead deck, and every deck above the bulkhead deck, of a ship shall be weathertight and provided with freeing ports, open rails or scuppers capable of rapidly clearing the deck of water under all weather conditions.
An opening in a weathertight deck shall have a coaming of adequate height and strength and shall be provided with a weathertight cover by means of which the opening may be rapidly closed.
Efficient inside deadlights, arranged so that they can be easily andeffectively closed and secured watertight, shall be provided for all side-scuttles to spaces below the first deck above the bulkhead deck.
(1) The Authority shall, having regard to the extent to which a ship is subdivided and to the calculations made in accordance with the First Schedule in respect of the ship, determine subdivision draughts for the ship and shall assign to the ship subdivision load lines that, subject to the next succeeding subregulation, correspond to the draughts so determined.
(2) Where a subdivision draught for a ship determined in accordance with the last preceding subregulation would result in a subdivision load line being marked on a ship in a position higher than the deepest load line marked on the ship in accordance with the Navigation (Load Lines) Regulations, the subdivision draught so determined shall be decreased by such a distance that the upper edge of the subdivision load line will not be higher than the deepest load line marked on the ship.
(3) For the purposes of the last preceding subregulation, a reference to the deepest load line marked on the ship shall be read as a reference to whichever of the load lines (other than the fresh water load line in summer for the ship or the tropical fresh water load line for the ship) marked on the ship is the closer or the closest to the deck line for the ship, or if only one load line is marked on the ship, that load line.
(1) A ship to which subdivision load lines have been assigned in pursuance of the last preceding regulation shall be marked on its sides amidships, in accordance with the next succeeding regulation, with the subdivision load lines so assigned.
(2) The master or owner of a ship may take the ship to sea, or permit the ship to be taken to sea, only if the ship is marked as required by subregulation (1).
Penalty: 2 penalty units.
(3) An offence against subregulation (2) is an offence of strict liability.
Note Forstrict liability , see section 6.1 of theCriminal Code .
(1) A mark indicating the position of a subdivision load line assigned to a ship shall:
(a) be placed below the deck line marked on the ship abaft the vertical mark referred to in subregulation (1) of regulation 72 of the Navigation (Load Lines) Regulations at a distance equal to the freeboard that corresponds to the subdivision draught or, if the subdivision draught has been decreased in accordance with subregulation (2) of regulation 64 of these Regulations, at a distance equal to the freeboard that corresponds to the subdivision draught as so decreased; and
(b) consist of a horizontal line one inch in breadth and nine inches in length.
(2) A mark referred to in the last preceding subregulation:
(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 to a depth of at least one-eighth of an inch into the planking on wooden ships.
(3) The marks referred to in subregulation (1) of this regulation shall be identified with the letter C and, in addition, if more than one subdivision load line has been assigned to the ship, with consecutive numbers beginning from the mark indicating the position of the deepest subdivision load line assigned to the ship, which shall be identified with the letter and number “C1”.
(4) An identifying letter or number referred to in the last preceding subregulation 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.
A Class I ship shall be provided with pumps connected to the bilge main in accordance with the following table:
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A Class II ship shall be provided with bilge pumps in accordance with the following table:
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Where, in a ship, a sanitary, ballast or general service pump is connected to the bilge pumping system, the Authority may direct that, for the purposes of either of the last two preceding regulations, the pump is to be deemed to be an independent power pump connected to the bilge main.
(1) In a ship to which this regulation applies:
(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 and not forward of the collision bulkhead; 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 to a Class I ship or Class II ship:
(a) which is at least three hundred feet in length; or
(b) which has a criterion numeral of 30 or more.
(1) The bilge pumps provided in a ship shall, as far as practicable, be placed in separate watertight compartments which shall be so situated as not to be readily flooded by the same damage.
(2) If the engines and boilers of a ship are situated in two or more watertight compartments, the power bilge pumps shall, as far as practicable, be distributed throughout those compartments.
Each bilge pump provided in a ship in pursuance of these Regulations which is not self-priming shall be provided with a satisfactory means of priming.
(1) Each bilge pump provided in a ship in pursuance of these Regulations, not being a lever hand pump or crank hand pump or a pump provided only for peak compartments of the ship, and its associated pumping system shall be so fitted as to be capable of pumping and draining water from any watertight compartment in the ship, which is neither a permanent oil compartment nor a permanent water compartment, under all practicable conditions after a casualty whether the ship is upright or listed.
(2) For the purpose of ensuring compliance with the last preceding subregulation, a ship shall, subject to the succeeding provisions of this regulation, be fitted with wing suctions.
(3) If a compartment is of an unusual shape, additional suctions shall, if necessary to ensure compliance with subregulation (1) of this regulation, be fitted.
(4) In narrow compartments at the end of a ship, one suction shall be fitted if it is adequate to ensure compliance with subregulation (1) of this regulation.
(5) The suctions in a compartment shall be so constructed and placed that water in the compartment will find its way to the suctions.
(6) In the case of insulated holds, efficient means for draining the holds shall be provided.
(7) Where, in relation to a particular compartment, the Authority is satisfied that the provision of drainage is undesirable, it may direct that subregulation (1) of this regulation does not apply in relation to that compartment if calculations made in accordance with the conditions laid down in item 1 of the Second Schedule show that the safety of the ship will not be impaired thereby.
(1) Each power bilge pump in a ship shall have a capacity capable of giving a speed of water through the ship’s main bilge pipe of not less than four hundred feet per minute.
(2) Each independent power bilge pump shall, subject to the next succeeding subregulation, have a direct suction adequate to drain the compartment in which the pump is situated.
(3) Where three or more independent power bilge pumps are situated in the same compartment, two of those pumps shall have a direct suction adequate to drain the compartment.
(4) Where two or more independent power bilge pumps each having a direct suction from the same space are provided, one of the suctions shall be on the port side and another shall be on the starboard side.
The diameter of a suction of an independent power bilge pump provided in a ship shall be not less than the diameter of the main bilge pipe of the ship.
Direct suctions in the machinery space of a ship shall be so arranged that water may be pumped from each side of the space through those suctions to independent bilge pumps.
There shall be provided in the stokehold of a coal-burning ship a flexible suction hose:
(a) which is capable of being coupled to an independent power bilge pump and is of sufficient length to reach any part of the stokehold where bilge water may collect; 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.
(1) A main-engine circulating pump in a ship shall be fitted with direct suction connexions to the drainage level in the machinery space of the ship or as near to that level as, in the opinion of a naval architect, is practicable.
(2) A suction connexion referred to in the last preceding subregulation:
(a) shall be provided with a non-return valve;
(b) shall be of the same diameter as the pump inlet except in the case of a steam ship when it shall be of a diameter not less than two-thirds of the diameter of the pump 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.
Where, in the opinion of a naval architect, the main circulating pump is not suitable for fitting in accordance with the last preceding regulation:
(a) a direct emergency bilge suction shall be led from the largest available independent power driven pump to the drainage level of the machinery space;
(b) the diameter of the suction shall be equal to the diameter of the main inlet of the pump referred to in the last preceding paragraph; and
(c) the pump shall have such capacity, not being a capacity less than the capacity specified in subregulation (1) of regulation 74 of these Regulations, as the Authority approves.
If, in a coal-burning ship, there is no watertight bulkhead between the engines and boilers of the ship, a direct discharge overboard shall be fitted from at least one of the main-engine circulating pumps referred to in regulation 78 of these Regulations unless a by-pass is fitted to the discharge of the circulating pump.
The spindles of a sea inlet, and of a direct suction valve, of a ship shall extend above the engine room platform of the ship.
Where a bilge pump in a ship is operated by hand:
(a) the pump shall be capable of being operated from above the bulkhead deck of the ship; and
(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.
Each pipe from a pump for draining a cargo space, any part of the machinery space, or any other space not used for the carriage of water or oil, in a ship shall be separated from any other pipe which may be used for filling or emptying a space in which water or oil is carried.
All bilge pipes used:
(a) in or under coal bunkers or oil-fuel storage tanks;
(b) in a compartment in which oil setting tanks or oil-fuel pumping units are situated; or
(c) in boiler or machinery spaces;
shall be of steel or other approved material.
(1) A bilge suction pipe in a ship:
(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.
For the purposes of this Division:
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, to the bulkhead deck;
l is the length of the compartment in feet.
The internal diameter of a main bilge suction pipe in a ship shall be not less than whichever is the greater of:
(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:
(1) Subject to the next succeeding subregulation, the internal diameter of a branch bilge suction pipe in a compartment of a ship shall be not less than whichever is the greater of:
(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 subregulation does not apply so as to require the internal diameter of a branch bilge suction pipe to be greater than four inches.
The bilge and ballast pumping systems in a ship shall be so arranged as to prevent water passing:
(a) from the sea or a water-ballast space in the ship into a cargo space, void space or machinery space in the ship; or
(b) from one watertight compartment in the ship to another watertight compartment in the ship.
Where a bilge pipe is connected to a pump which pumps water from the sea or from a water-ballast space, the connexion shall be made by means of:
(a) a non-return valve; or
(b) a cock which cannot be opened at the same time to the bilges and to the sea or to the bilges and the water-ballast spaces.
Each valve in a bilge distribution box shall be of a non-return type.
Lock-up valves or blank flanges shall be provided to prevent any deep tank from being accidentally flooded when empty or containing dry cargo or from being accidentally pumped out when containing liquids.
(1) Instructions for the operation of a valve or flange referred to in the last preceding regulation shall be displayed at all times as near aspracticable to the place at which the valve or flange is operated.
(2) The master or owner of a ship may take the ship to sea, or permit the ship to be taken to sea, only if instructions are displayed in the ship as required by subregulation (1).
Penalty: 2 penalty units.
(3) An offence against subregulation (2) is an offence of strict liability.
Note Forstrict liability , see section 6.1 of theCriminal Code .
Provision shall be made in a ship to prevent the flooding of a water-tight compartment served by a bilge suction pipe in the event of the pipe being severed or otherwise damaged by collision or grounding in any other compartment and, in particular, where a part of such pipe is situated:
(a) nearer to the side of the ship than one-fifth of the breadth of the ship measured at right angles to the centre line at the level of the deepest subdivision 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.
The distribution boxes, valves and cocks forming part of the bilge pumping system, or of an emergency bilge pumping system, of a ship:
(a) shall be in positions which are accessible at all times in ordinary circumstances;
(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; and
(c) shall be so arranged that damage to a pump or its pipe that connects to the bilge main outboard of a line drawn at one-fifth of the breadth of the ship shall not put the bilge system out of action.
(1) Subject to the next succeeding subregulation, where in a ship there is only one system of bilge pipes common to all bilge pumps, the valves and cocks provided for controlling the bilge suctions shall be capable of being operated from above the bulkhead deck of the ship.
(2) Where, in addition to the main bilge pumping system, an emergency bilge pumping system is provided, it shall be independent of the main system and so arranged that a pump is capable of operating on any compartment when flooded.
(3) Subregulation (1) of this regulation does not apply to:
(a) a Class II ship of less than 100 feet in length if:
(i) the ship is provided with one hand bilge pump of the lever type or of the crank type for each watertight compartment; and
(ii) the valves and cocks provided for controlling the bilge suctions are in the same compartment as a power pump; or
(b) a ship in which an emergency bilge pumping system is fitted if the cocks and valves necessary for the operation of the emergency system are capable of being operated from above the bulkhead deck.
(4) The operating mechanism 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.
(1) Each valve and cock forming part of a bilge pumping system which is capable of being operated above the bulkhead deck shall, at its place of control, be fitted with an index plate showing the purpose served by it and how it may be opened and closed and an indicator showing whether it is opened or closed.
(2) The master or owner of a ship may take the ship to sea, or permit the ship to be taken to sea, only if index plates and indicators are fitted in the ship as required by subregulation (1).
Penalty: 2 penalty units.
(3) An offence against subregulation (2) is an offence of strict liability.
Note Forstrict liability , see section 6.1 of theCriminal Code .
. (1) A bilge suction in the machinery space of a ship shall be led from a mud box.
(2) A mud box referred to in the last preceding subregulation:
(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.
(1) Where the suction end of a bilge suction pipe is in a hold space or a tunnel well, the end shall be enclosed in a strum box.
(2) A strum box referred to in the last preceding subregulation:
(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.
(1) A tank forming part of the structure of a ship and each watertight compartment (other than a compartment which is part of the machinery space) in a ship shall be provided with equipment for sounding the depth of water which may be present in that tank or compartment.
(2) The equipment referred to in the last preceding subregulation shall, where necessary, be protected against damage.
(1) Where the equipment for sounding a tank or compartment consists of sounding pipes:
(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 subregulation, 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 (b) of the last preceding subregulation does not apply to a sounding pipe for a bilge, coffer dam or double-bottom tank, being a bilge, coffer dam or tank in the machinery space, if the upper end of the pipe:
(a) is in an accessible position above the platform and not situated adjacent to boilers or electrical equipment; 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.
The electrical equipment and installations of a ship, other than electrical means of propulsion, if any, shall be such that the electrically operated services essential for the safety of the ship, and of persons who may be on board the ship, can be maintained under emergency conditions.
The electrical installations of a ship, including electrical means of propulsion, if any, shall be such that the ship, and all persons who may be on board the ship, are protected against electrical hazards.
(1) Where the auxiliary services of a ship which are essential for the propulsion or safety of the ship cannot be operated otherwise than by electrical power, at least two main generating sets shall be provided, the power of which shall be such that, if one of those sets is stopped, the remaining set is, or the remaining sets are, capable of operating those services.
(2) Where in a ship there is only one main generating station, the main switchboard shall be located in the same main fire zone as the generating station.
(3) Where in a ship there is more than one main generating station, the ship may have only one main switchboard.
Provision shall be made in a ship for preventing the main generating sets of the ship from becoming inoperative in the event of the partial flooding of the machinery space of the ship.
(1) In addition to the main generating sets, a ship shall be provided with a self-contained emergency electrical installation that is capable, for a continuous period of thirty-six hours or such shorter period as the Authority permits in the case of a ship regularly engaged, or intended to be regularly engaged, on voyages of short duration, of operating simultaneously:
(a) where the ship’s emergency bilge pump is electrically operated — that pump;
(b) any watertight door in the ship which is electrically operated;
(c) the indicator which shows whether a power operated door is open or closed and the sound signals which give warning that a power operated door is about to close;
(d) the ship’s emergency lights situated:
(i) in every alleyway, stairway and exit;
(ii) in the machinery space of the ship;
(iii) in a control station where radio equipment, main navigating equipment or central fire recording equipment is situated;
(iv) in a place where the source of power for an emergency electrical installation is situated; and
(v) at each boat station;
(e) if the ship’s navigation lights are electrically operated — those lights;
(f) if a part of the ship’s communication equipment, fire detection system and signals which may be required in an emergency, including the daylight signalling lamp, is electrically operated from the main generating sets of the ship — that part;
(g) if the sprinkler pump is electrically operated from the main source of power — that pump;
(h) the means of illuminating:
(i) the lifeboats and their launching gear during preparation for and the process of launching, and the water into which the lifeboats are launched, until the process of launching is completed;
(ii) the stowage positions of liferafts for which approved launching devices are not provided; and
(iii) the liferafts and approved launching devices for the liferafts during the preparation for and the process of launching, and the water into which the liferafts are launched, until the process of launching is completed; and
(i) such other services as the Authority directs as necessary for the safety of all on board in an emergency.
(2) The emergency electrical installation with which a ship is provided in pursuance of this Division shall be capable of operating efficiently:
(a) when the ship is listed twenty-two and one-half degrees;
(b) when the trim of the ship is ten degrees; and
(c) when the ship is listed twenty-two and one-half degrees and the trim of the ship is ten degrees.
(3) The source of electrical power for the emergency electrical installation with which a ship is provided in pursuance of this Division shall be situated above the bulkhead deck and outside the machinery casings but shall not be situated forward of the collision bulkhead and its location within the ship in relation to a main source of electrical power shall be such that a fire or other casualty occuring in the machinery space will not interfere with the supply or distribution of emergency power.
(4) The emergency switchboard forming part of the emergency electrical installation with which a ship is provided in pursuance of this Division:
(a) shall be installed as near as is practicable to the source of electrical power for the emergency electrical installation; and
(b) may be supplied from the main switchboard in normal operation.
(5) Where the source of electrical power for the emergency electrical installation with which a ship is provided in pursuance of this Division is a generator, the emergency switchboard shall be located in the same space as the source of electrical power, unless the operation of the emergency switchboard would thereby be impaired.
(6) An accumulator battery fitted in accordance with the next succeding regulation shall not be installed in the same space as the emergency switchboard.
(1) The emergency electrical installation with which a ship is provided in pursuance of this Division shall include a source of electrical power which consists of:
(a) an accumulator battery capable of complying with the requirements of subregulation (1) of the last preceding regulation without being re-charged or suffering an excessive voltage drop; or
(b) a generator driven by a suitable prime mover:
(i) fitted with an independent fuel supply and with approved starting arrangements; and
(ii) designed to run on fuel with a flash point not less than one hundred and fifty degrees Fahrenheit.
(2) Where the source of electrical power for the emergency electrical installation 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 source of electrical power for the emergency electrical installation 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 electrical power.
(4) An accumulator battery provided in a ship in pursuance of the last preceding subregulation:
(a) shall be so installed that, on the failure of the main 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;
(c) while operating the emergency lighting system, shall be capable of closing, simultaneously or otherwise, all electrically operated watertight doors in the ship; and
1. 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.
(Item 6 and 11 of this Schedule)
*Sizes of tunnel stiffeners spaced 36 inches apart
3 | 4 | 5 | 6 | 7 | 8 | |||
12 16 20 24 28 32 36 40 44 48 52 56 60 | Angles | 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 | |
3½ x 2½ x .25 | 4 x 3 x .30 | 5 x 3 x .32 | 6 x 3 x .32 | 5½ 3 x .32 | 6 x 3 x .34 | |||
3½ 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 | |||
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 | |||
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 | |||
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 | |||
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 | |||
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 | |||
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 | |||
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 | |||
6 x 3 x .32 | 5½ x 3 x .37 | 7 x 3 x .36 | 8 x 3 x .37 | 9 x 3½ x .38 | 10 x 3½ x .40 | |||
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 | |||
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 | |||||||
*Notesto 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 approved specifications.
If, by reason of the operation of item 2 (1) of this Schedule, any additional head of water is to be taken into consideration, the height applicable shall be increased accordingly.
(Item 11 of this Schedule)
*Sizes of tunnel stiffeners spaced 36 inches apart
| ||||||||
8 | Angles | 2½ x 2½ x .20 | 2½ x 2½ .24 | 3 x 2½ x .23 | ||||
12 | 2½ x 2½ x .24 | 3 x 2½ x .26 | 3½ x 2½ x .25 | 4 x 2½ x .25 | 4 x 2½ x .28 | 4 x 3 x .30 | ||
16 | 3 x 2½ x .24 | 3½ x 2½ x .26 | 4 x 2½ x .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 | 4 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 angle.
4. The above stiffeners shall comply with approved specifications.
If, by reason of the operation of item 2 (1) of this Schedule, any additional head of water is to be taken into consideration, the height applicable shall be increased accordingly.
(regulation 129)
An enclosure 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.
A B class division referred to in the last preceding item shall be constructed of, but, subject to item 12 of this Method, need not necessarily be faced with, incombustible material.
All doorways and similar openings in a bulkhead shall provide resistance to fire and have a method of closure consistent with the type of bulkhead in which they are situated.
The bulkheads in an accommodation space or service space shall be joined together in a manner which ensures the maximum resistance to fire.
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.
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.
Where the external plating of a deckhouse in 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.
A ventilation opening in a door in a B class division:
(a) shall be in the lower part of the door; and
(b) shall be provided with a grille constructed of incombustible material.
There shall be installed in the ship a fire alarm and fire detection system of an approved type capable of:
(a) detecting the presence of fire in an accommodation space or service space; and
(b) indicating automatically to the master and crew of the ship, by means of a signal or signals given at one or more points in the ship, the presence and position of the fire.
The linings, grounds and ceilings in an accommodation space or service space, other than a mail room, a bullion room, a baggage room, cargo space or a refrigerated store room, shall be constructed of incombustible materials.
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.
The total volume of combustible materials installed as facings, mouldings, decorations or veneers in an accommodation space or public space, except a corridor or stairway enclosure, 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.
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 in this Method.
The system shall be:
(a) of the wet type with overhead sprinklers; and
(b) kept fully charged at all times.
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 item; and
(b) has a capacity of not less than twice the standing charge of fresh water required for the automatic operation of the system.
A standing charge of not less than the number of gallons of fresh water equal to twenty-five times the number of gallons discharged per minute from the largest sprinkler when operating at the rated output and pressure shall be capable of being maintained in the pressure tank under an air pressure of not less than the air pressure sufficient to operate at the rated pressure the highest sprinkler in the system.
The pressure tank shall be fitted with an efficient relief valve and with a water-gauge glass and a pressure gauge.
Stop valves or cocks shall be provided at each of the gauge connexions.
The pressure tank shall be connected to an air supply capable of maintaining in the tank the pressure required by item 4 of this Method.
8. The pipes forming part of the system:
(a) shall be made of steel or other material of adequate strength having regard to the pressure to which they may be subjected; and
(b) shall be properly jointed and supported.
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.
A pipe which may be affected by frost shall be insulated so as to prevent the water in the pipe from freezing.
(1) The sprinkler system shall be a self-contained unit.
A connexion with the ship’s fire main provided with a lockable screw-down valve and a non-return valve at the connexion to prevent a backflow from the sprinkler system to the fire main shall be fitted to the sprinkler system.
Hose couplings with shut-off valves and non-return valves situated close to the couplings for the purpose of coupling to a shore supply may be fitted to the sprinkler system.
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.
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.
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.
The pump shall have a suction direct from the sea and independent of any other suction.
There shall be fitted close to the pump on the delivery side a waste valve having an effective discharge area at least equivalent to the total discharge area of fifteen sprinklers, with a short open-ended discharge pipe for testing purposes.
The pump shall be capable of maintaining the rated sprinkler operating pressure at the level of the highest sprinkler with the waste valve referred to in the last preceding item fully open.
The system shall be so arranged that the pump cannot pass sea water into the pressure tank.
(1) Sprinkler heads shall be grouped into separate sections.
A section of sprinkler heads shall not contain more than one hundred and fifty sprinkler heads.
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.
(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.
The control valve shall be readily accessible and its location shall be clearly and permanently indicated.
22. A control valve 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 the valve.
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.
The sprinkler heads shall be capable of operating with salt water.
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 212 degrees Fahrenheit.
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.
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.
At least six spare sprinkler heads shall be provided for each section of sprinkler heads. The spare heads shall be stowed in boxes or holders near the control valve for the section, and the boxes or holders shall be clearly and permanently marked to show their contents.
The sprinkler system shall include means for giving a visible and audible alarm signal automatically whenever any sprinkler comes into operation.
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.
If the alarm is operated by electricity, it shall be constructed so as to operate if any derangement occurs in the electrical circuit.
Not less than two sources of power, one of which shall be anemergency source of power, shall be provided to operate the independent pump, air compressor and automatic alarm.
(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.
The test valve for each section shall be situated near the control valve for that section.
Means shall be provided for testing the automatic cutting in of the pump.
Switches shall be provided at one of the points referred to in item 30 of this Method so that the alarm and the indicators for each section of sprinklers may be tested.
In a passenger ship the superstructure of which is constructed from a material other than steel, the whole unit, including the sprinkler pump, tank and air compressor shall be situated in an approved position remote from the boiler and machinery spaces.
An enclosure 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 of incombustible materials, which may, subject to item 12 of this Method, be faced with combustible materials.
All doorways and similar openings in a bulkhead shall provide resistance to fire and have a method of closure consistent with the type of bulkhead in which they are situated.
The bulkheads in an accommodation space or service space shall extend from deck to deck and 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.
The area of a compartment formed by the network of bulkheads referred to in the last preceding item:
(a) shall not, where practicable, exceed thirteen hundred square feet; and
(b) shall not, in any case, exceed sixteen hundred square feet.
Each public space in a ship larger than sixteen hundred square feet shall be surrounded by B class divisions of incombustible materials.
The insulation of A class divisions and B class divisions, except those constituting the separation of the main vertical zones, the control stations, the stairway enclosures, and the corridors, may be omitted when the divisions constitute the outside part of the ship or when the adjoining compartment does not contain fire hazard.
A corridor bulkhead in an accommodation space or service space, if it is not a bulkhead which is required by these Regulations to consist of A class divisions, shall consist of B class divisions which shall extend from deck to deck and, if ceilings are fitted, the ceilings shall be of incombustible material.
All other partition bulkheads shall extend from deck to deck vertically and to the shell or other boundaries transversely except where incombustible ceilings or linings are fitted in which case the bulkhead may terminate at the ceiling or lining.
A ventilation opening may be installed in the lower portion of a door in a B class division.
B class divisions other than those required to be of the incombustible type, shall have an incombustible core and shall be assembled with internal layers of sheet asbestos or other approved material.
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 other than a space that affords no substantial fire hazard; and
(b) indicating automatically to the master and crew of the ship, by means of a signal or signals given at one or more points in the ship, the presence and position of the fire.
the provision of combustible materials for linings, grounds, ceilings, fittings or furnishings in an accommodation space or service space shall be restricted to the minimum compatible with the use for which the space is appropriated.
The grounds and supports for the linings and ceilings in a public room shall be constructed of steel or other equivalent material.
The
1968 No. 25 | 20 Mar 1968 | 20 Mar 1968 | |
1968 No. 127 | 28 Oct 1968 | 29 Oct 1968 ( | — |
1970 No. 177 | 12 Nov 1970 | 12 Nov 1970 | — |
1974 No. 239 | 6 Dec 1974 | 6 Dec 1874 | — |
1976 No. 274 | 15 Dec 1974 | 1 Jan 1977 | — |
1977 No. 226 | 24 Nov 1977 | 24 Nov 1977 | — |
1977 No. 263 | 22 Dec 1977 | 1 Jan 1978 | — |
1979 No. 190 | 27 Sept 1979 | 1 Oct 1979 | — |
1983 No. 276 | 18 Nov 1983 | 18 Nov 1983 | — |
1984 No. 210 | 30 Aug 1984 | 30 Aug 1984 | — |
1985 No. 250 | 30 Sept 1985 | 1 Oct 1985 | — |
1987 No. 231 | 14 Oct 1987 | 19 Oct 1987 | — |
1990 No. 316 | 12 Oct 1990 | 15 Oct 1990 | — |
1991 No. 373 | 27 Nov 1991 | 27 Nov 1991 | — |
2001 No. 351 | 21 Dec 2001 | 21 Dec 2001 | — |
am. = amended rep. = repealed rs. = repealed and substituted | |
R. 1.......................................... | rs. 2001 No. 351 |
R. 2.......................................... | rep. 1977 No. 226 |
R. 3.......................................... | am. 1970 No. 177 |
R. 4.......................................... |
|
R. 4A....................................... | ad. 1984 No. 210 |
R. 5.......................................... | am. 1983 No. 276 |
R. 6.......................................... | am. 1991 No. 373 |
R. 7.......................................... | am. 1968 No. 127; 1976 No. 274 |
rep. 1977 No. 226 | |
R. 9.......................................... | am. 1991 No. 373 |
R. 14........................................ | am. 1991 No. 373 |
R. 16........................................ | am. 1991 No. 373 |
R. 18........................................ | am. 1991 No. 373 |
Rr. 19, 20................................ | rs. 2001 No. 351 |
R. 21........................................ | am. 1991 No. 373 |
R. 25........................................ | am. 1991 No. 373 |
R. 28........................................ | am. 1991 No. 373 |
R. 64........................................ | am. 1968 No. 127; 1991 No. 373 |
R. 65........................................ | am. 2001 No. 351 |
R. 66........................................ | am. 1968 No. 127 |
R. 69........................................ | am. 1991 No. 373 |
R. 73........................................ | am. 1968 No. 127; 1991 No. 373 |
R. 79........................................ | am. 1991 No. 373 |
R. 93........................................ | am. 2001 No. 351 |
R. 96........................................ | am. 1968 No. 127 |
R. 97........................................ | am. 1968 No. 127; 2001 No. 351 |
R. 106...................................... | am. 1991 No. 373 |
Rr. 114, 115........................... | am. 1991 No. 373 |
R. 124...................................... | rs. 2001 No. 351 |
R. 126...................................... |
|
R. 127...................................... | am. 1991 No. 373 |
R. 130...................................... | am. 1991 No. 373 |
R. 132...................................... | am. 1991 No. 373 |
Rr. 150, 151........................... | am. 1991 No. 373 |
R. 154...................................... | am. 1991 No. 373 |
R. 161...................................... | am. 1991 No. 373 |
R. 188...................................... | am. 1974 No. 239 |
R. 217...................................... | am. 1991 No. 373 |
R. 245...................................... | am. 1974 No. 239 |
R. 248...................................... | rs. 2001 No. 351 |
R. 251...................................... | rs. 1968 No. 127 |
R. 254...................................... | am. 1968 No. 127 |
Rr. 256, 257........................... | am. 1968 No. 127 |
R. 261...................................... | am. 1968 No. 127; 1977 No. 226 |
Rr. 263–265........................... | am. 1968 No. 127 |
R. 266...................................... | am. 1968 No. 127; 1974 No. 239; 1991 No. 373 |
R. 269...................................... | am. 1968 No. 127; 1991 No. 373 |
R. 269A................................... | ad. 1968 No. 127 |
am. 1970 No. 177; 1991 No. 373 | |
R. 269B................................... | ad. 1968 No. 127 |
R. 270...................................... | am. 1968 No. 127; 1983 No. 276 |
Rr. 271, 272........................... | am. 1983 No. 276 |
R. 274...................................... | am. 1991 No. 373 |
First Schedule........................ | am. 1991 No. 373 |
Third Schedule...................... | am. 1991 No. 373 |
Fourth Schedule.................... | am. 1968 No. 127 |
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0
0