Navigation (Construction of Passenger Ships) Regulations

NAVIGATION (CONSTRUCTION OF PASSENGER SHIPS) REGULATIONS.

Statutory Rules 1959, No. 45.(a)

Part I.—Preliminary.

Citation.

1. These Regulations may be cited as the Navigation (Construction of Passenger Ships) Regulations.

Parts.

2. These Regulations are divided into Parts, as follows:—

Part  I.—Preliminary (Regulations 1-6).

Part  II.—Watertight Sub-division.

Division  1.—General (Regulation 7).

Division  2.—Peak and Machinery Space Bulkheads, &c. (Regulations 8-10).

Division  3.—Double Bottoms (Regulations 11-15).

Division  4.—Stability in Damaged Condition (Regulations 16-18).

Division  5.—Construction of Watertight Bulkheads, &c. (Regulations 19-20).

Division  6.—Openings in Watertight Bulkheads, &c. (Regulations 21-26).

Division  7.—Means of Closing Openings in Watertight Bulkheads (Regulations 27-28).

Division  8.—Construction of Watertight Doors (Regulations 29-37).

Division  9.—Means of Operating Sliding Watertight Doors (Regulations 38-40).

Division 10.—Watertight Doors—Signals and Communications (Regulations 41-42).

Division 11.—Openings in the Shell Plating below the Margin Line (Regulations 43-54).

Division 12.—Side and other Openings above the Margin Line (Regulation 55).

Division 13.—Weather Deck (Regulations 56-57).

Division 14.—Sub-division Load Lines (Regulations 58-60).

Part  III.—Bilge Pumping Arrangements.

Division  1.—Number and Type of Bilge Pumps (Regulations 61-64).

Division  2.—Requirements for Bilge Pumps and Bilge Suctions (Regulations 65-75).

Division  3.—Arrangement of Bilge Pipes (Regulations 76-78).

Division  4.—Diameter of Bilge Suction Pipes (Regulations 79-81).

Division  5.—Precautions against Flooding through Bilge Pipes (Regulations 82-87).

Division  6.—Bilge Valves, Cocks, &c. (Regulations 88-90).

Division  7.—Bilge Mud Boxes and Strum Boxes (Regulations 91-92).

Division  8.—Sounding Pipes (Regulations 93-94).

(a) Made under the Navigation Act 1912–1956 on 26th June, 1959; notified in the Gazette on 26th June, 1959.

Part  IV.—Electrical Equipment and Installations.

Division 1.—General (Regulations 95-96).

Division 2.—Main Generating Sets (Regulations 97-98).

Division 3.—Emergency Source of Electrical Power (Regulations 99-100).

Division 4.—Distribution Systems (Regulations 101-106).

Division 5.—Miscellaneous Electrical Precautions (Regulations 107-116).

Part  V.—Fire Protection.

Division  1.—General (Regulations 117-118).

Division  2.—Exhibition of Plans (Regulation 119).

Division  3.—Structure of Ship (Regulations 120-122).

Division  4.—Openings in A class Divisions (Regulations 123-126).

Division  5.—Protection of Stairways (Regulation 127).

Division  6.—Protection of Vertical Trunks (Regulations 128-131).

Division  7.—Protection of Control Stations (Regulations 132-133).

Division  8.—Protection of Storerooms, &c. (Regulations 134-135).

Division  9.—Deck Sheathing (Regulation 136).

Division 10.—Ventilation Systems (Regulations 137-138).

Division 11.—Miscellaneous Items of Fire Protection (Regulations 139-145).

Division 12.—Methods of Fire Protection (Regulations 146-147).

Part  VI.—Boilers and Machinery.

Division  1.—General (Regulation 148).

Division  2.—Boilers, &c. (Regulations 149-154).

Division  3.—Boiler Feed Systems (Regulations 155-159).

Division  4.—Steam Pipe Systems (Regulations 160-164).

Division  5.—Machinery (Regulations 165-171).

Division  6.—Shafts (Regulation 172).

Division  7.—Air Pressure Systems (Regulations 173-187).

Division  8.—Engine Cooling Systems (Regulations 188-191).

Division  9.—Lubricating Oil Systems (Regulations 192-194).

Division 10.—Oil-fuel Installations (Boilers and Machinery) (Regulations 195-225).

Division 11.—Oil-fuel Installations (Cooking Ranges) (Regulations 226-227).

Division 12.—Ventilation (Regulation 228).

Division 13.—Stores, Spare Gear and Tools (Regulation 229).

Division 14.—Means for Reversing Propelling Machinery (Regulation 230).

Part  VII.—Miscellaneous (Regulations 231-233).

Interpretation.

3.—(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;

“breadth”, in relation to a ship, means the greatest moulded breadth of the ship at or below the ship’s deepest sub-division load water-line;

“bulkhead deck”, in relation to a ship, means the uppermost deck of the ship up to which transverse watertight bulkheads are carried;

“Class I. ship” means—

(a) a passenger ship registered in Australia that is engaged, whether regularly or intermittently, on international voyages other than short international voyages; or

(b) a passenger ship that is engaged, whether regularly or intermittently, in carrying passengers from Australia on international voyages other than short international voyages;

“Class II. ship” means—

(a) a passenger ship that is an Australian-trade ship; or

(b) a passenger ship that is engaged, whether regularly or intermittently, in carrying passengers from Australia on short international voyages,

but does not include a Class I. ship;

“Class III. ship” means a passenger ship that is a limited coast-trade ship, but does not include a Class I. ship or a Class II. ship;

“combustible material” means material other than incombustible material;

“control station” includes—

(a) a radiotelegraph room; or

(b) any other enclosed space which houses—

(i) a compass, a direction-finder, radar equipment, a steering wheel or other similar equipment used in navigation;

(ii) a control indicator connected with a system for the detection of fire or smoke; or

(iii) an emergency generator;

“crew space” has the same meaning as crew accommodation in the Navigation (Crew Accommodation) Regulations;

 “criterion numeral”, in relation to a ship, means the criterion numeral of the ship determined in accordance with such of the provisions of the First Schedule as apply to the ship;

“draught”, in relation to a ship, means the vertical distance from the moulded base line amidships to a sub-division load water-line;

“factor of sub-division”, in relation to a ship or portion of a ship, means the factor of sub-division for the ship or that portion of the ship, as the case may be, determined in accordance with such of the provisions of the First Schedule as apply to that ship or that portion of the ship, as the case may be;

“floodable length”, in relation to a point along the length of a ship at a draught, means the maximum portion of the length of the ship having its centre at the point which, at the draught, under the assumption that the ship has no list, and under such of the assumptions of permeability set out in the First Schedule as are applicable to that portion, can be flooded without submerging any part of the margin line of the ship;

“incombustible material” means material which, when heated to a temperature of one thousand three hundred and eighty-two degrees Fahrenheit, neither burns nor gives off inflammable vapours in sufficient quantity to ignite at a pilot flame;

“independent power pump”, in relation to a ship, means a pump operated by power otherwise than from the main engines of the ship;

“international voyage” has the same meaning as in Part IV. (other than Division 5 of that Part) of the Act;

“length”, in relation to a ship, means the length measured between the perpendiculars at the extremities of the deepest sub-division load water-line of the ship;

“machinery space”, in relation to a ship—

(a) means the space extending from the moulded base line to the margin line of the ship and between the extreme transverse watertight bulkheads of the ship which bound the spaces appropriated to the main and auxiliary propelling machinery, the boilers, if any, and the permanent coal bunkers, if any, of the ship; and

(b) in Part V. of these Regulations, includes spaces which are occupied by refrigerating machinery, pumps, engineers’ workshops, generators, ventilation or air conditioning machinery or oil-filling stations and trunkways leading to those spaces;

“main circulating pump”, in relation to a ship, means the pump installed for the purpose of circulating water through the main condenser of the ship;

 “main vertical zone”, in relation to a ship, means one of the main vertical zones into which the hull, superstructure and deckhouses of the ship are divided in accordance with sub-regulation (1.) of regulation 121 of these Regulations;

“margin line”, in relation to a ship, means a line drawn at least three inches below the upper surface of the bulkhead deck at the side of the ship and assumed for the purpose of determining the floodable length of the ship;

“mile” means a nautical mile of six thousand and eighty feet;

“passenger ship” has the same meaning as in Part IV. of the Act;

“passenger space” means space provided for the use of passengers;

“permeability”, in relation to a space in a ship, means the percentage of the space below the margin line of the ship which, on the assumption that it is equipped for the purpose for which it is intended, can be occupied by water;

“public room” includes a hall, a dining room, a bar room, a smoke-room, a lounge room, a recreation room, a children’s nursery and a library;

“radiotelegraph room” means the radiotelegraph room provided in a ship in accordance with the Navigation (Radio) Regulations;

“service space” includes galleys, main pantries, laundries, store rooms, paint rooms, baggage rooms, mail rooms, bullion rooms, carpenters’ workshops, plumbers’ workshops and any trunkway leading to such a space;

“short international voyage” has the same meaning as in Part IV. of the Act;

“sub-division load water-line”, in relation to a ship, means the water-line assumed in determining the sub-division of the ship in accordance with these Regulations;

“the Act” means the Navigation Act 1912-1956;

“watertight”, in relation to a structure in a ship, means capable of preventing the passage of water through the structure in any direction under a head of water up to the margin line of the ship;

“watertight bulkhead” means a bulkhead of a ship required by these Regulations to be watertight;

“watertight door” means a door required by these Regulations to be watertight;

“weathertight”, in relation to a structure, means capable of preventing the passage of sea water through the structure in ordinary sea conditions.

(2.) A reference in these Regulations to a Schedule by number shall be read as a reference to the Schedule so numbered to these Regulations.

Application.

4. These Regulations do not apply to or in relation to any ship other than a Class I. ship, a Class II. ship or a Class III. ship.

Exemptions.

5. The Minister may exempt from the application of these Regulations any ship the keel of which was laid before the date on which these Regulations came into operation (not being a ship converted on or after that date for service as a passenger ship) to the extent that he is satisfied that compliance with these Regulations is unreasonable or impracticable in relation to that ship.

Prescribed class of steamship for the purposes of section 206 (1.) of the Act.

6. For the purposes of sub-section (1.) of section 206 of the Act, steamships that are Class I. ships, Class II. ships or Class III. ships are a prescribed class of steamship.

Part II.—Watertight Sub-division.

Division 1.—General.

Watertight sub-division.

7.—(1.) A ship shall be sub-divided below the bulkhead deck by bulkheads into compartments, each of which shall not exceed the maximum length calculated for that compartment in accordance with the First Schedule.

(2.) Each bulkhead required by the last preceding sub-regulation shall be watertight up to the bulkhead deck.

(3.) Every other portion of the internal structure of the ship which affects the efficiency of the sub-division of the ship shall be watertight and of a design which will maintain the integrity of the sub-division.

Division 2.—Peak and Machinery Space Bulkheads, &c.

Collision bulkhead.

8.—(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 forward superstructure, the collision bulkhead shall be extended to the deck next above the bulkhead deck.

(5.) Where an extension of the collision bulkhead is required by the last preceding sub-regulation—

(a) the extension shall be weathertight; and

(b) if the extension is not fitted directly over the bulkhead below—

(i) the distance between the extension and the ship’s forward perpendicular shall be not less than 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 sub-regulation (4.) of this regulation shall be constructed in accordance with the provisions of the Third Schedule as if the extension formed part of a bulkhead immediately below the bulkhead deck.

Afterpeak and machinery space bulkheads.

9.—(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 sub-regulation, the bulkheads referred to in the last preceding sub-regulation shall be watertight up to the bulkhead deck.

(3.) The afterpeak bulkhead may be stopped below the bulkhead deck if the safety of the ship is not thereby impaired.

Stern gland and stern tube compartments.

10.—(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.

Division 3.—Double Bottoms.

Double bottoms.

11.—(1.) A ship the length of which is two hundred feet or more but less than two hundred and forty-nine feet shall be fitted with a watertight double bottom extending from the machinery space to, or to as near as is practicable to, the collision bulkhead.

(2.) Subject to the next succeeding sub-regulation, a ship the length of which is two hundred and forty-nine feet or more shall be fitted with a watertight double bottom extending from, or from as near as is practicable to, the collision bulkhead to, or to as near as is practicable to, the afterpeak bulkhead.

(3.) The last preceding sub-regulation does not require a double bottom to be fitted in the machinery space of a ship the length of which is less than three hundred and thirty feet.

Inner bottom of double bottom.

12.—(1.) The inner bottom of a double bottom fitted to a ship in pursuance of the last preceding regulation 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 sub-regulation if the line of intersection of the outer edge of the margin plate of the inner bottom with the shell plating of the ship is not lower at any point than a horizontal plane passing through the point of intersection of the frame line amidships with a line inclined at an angle of twenty-five degrees to the base line amidships and cutting that base line at a point one half of the ship’s moulded breadth from the middle line.

Well not to be constructed in double bottom.

13.—(1.) Subject to sub-regulation (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 Minister exempts the ship from the requirements of this sub-regulation.

(2.) The Minister shall not exempt a ship from the requirements of the last preceding sub-regulation unless he is satisfied that the protection given to the ship by the double bottom will not be diminished by reason of the exemption.

(3.) A well may be constructed in the double bottom of a ship for the purposes of drainage if the well—

(a) is not larger, and does not extend downwards further, than is necessary for that purpose;

(b) is not, at any point, less than eighteen inches from the inner edge of the margin plate of the inner bottom; and

(c) not being a well which is constructed at the after end of a shaft tunnel, is not, at any point, less than eighteen inches from the outer bottom.

Double bottom not required.

14. Nothing in this Division requires a double bottom to be fitted in a part of a ship immediately beneath 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.

Exemption from requirement to fit double bottom.

15. Where—

(a) portion of a Class II. ship or a Class III. ship is sub-divided by application of a factor of sub-division not exceeding .5;

(b) this Division requires a double bottom to be fitted in that portion of the ship; and

(c) the Minister is satisfied that the fitting of a double bottom in that portion of the ship would not be compatible with the design and proper working of the ship,

the Minister may exempt the ship from the provisions of this Division insofar as those provisions require a double bottom to be fitted in that portion of the ship.

Division 4.—Stability in Damaged Condition.

Intact stability.

16.—(1.) 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 sub-divided in accordance with regulation 7 of these Regulations;

(b) if two adjacent main compartments of the ship are separated by a bulkhead which is stepped—to enable the ship to withstand the final flooding of those compartments; and

(c) if the ship’s factor of sub-division is .5 or less—to enable the ship to withstand the final flooding of any two of the main compartments which are adjacent to each other.

(2.) For the purposes of the last preceding sub-regulation, the sufficiency of the intact stability of a ship shall be determined in accordance with the provisions of the Second Schedule.

Unsymmetrical flooding.

17.—(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 cross-flooding fittings are provided in a ship, the fittings and the maximum heel of the ship before equalization shall be such as will not endanger the safety of the ship.

(3.) If the margin line of a ship may become submerged during the flooding assumed for the purposes of the calculation referred to in the Second Schedule, the construction of the ship shall be such that it will be possible to ensure—

(a) that the maximum angle of heel during any stage of the flooding will not be such as will endanger the safety of the ship; and

(b) that the margin line will not be submerged in the final stage of flooding.

Information as to cross-flooding fittings and stability to be carried on ships.

18. The master or owner of a ship shall not take the ship to sea, or permit the ship to be taken to sea, unless there is provided on 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;

(b) such information as is necessary for the maintenance of sufficient intact stability under service conditions to enable the ship to withstand damage to the extent specified in the Second Schedule; and

(c) information as to the conditions of stability on which the calculations of heel have been based, together with the information that excessive heeling might result should the ship sustain damage under less favorable conditions.

Penalty: One hundred pounds.

Division 5.—Construction of Watertight Bulkheads, &c.

Construction of watertight bulkheads, &c.

19. 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.

Tanks for storing liquids to be adequately constructed.

20. A tank forming part of the structure of a ship and intended for storing oil fuel or other liquids shall be of a design and construction adequate for that purpose.

Division 6.—Openings in Watertight Bulkheads, &c.

Openings in watertight bulkheads and other structures.

21. The number of openings in a watertight bulkhead, or other internal structure that is required by these Regulations to be watertight, in a ship shall be the minimum compatible with the design and proper working of the ship.

Watertight bulkheads not to be pierced by trunkways.

22. So far as is practicable, a watertight bulkhead shall not be pierced by a trunkway installed in connexion with a ventilation, forced draught or refrigeration system.

Doorways in watertight bulkheads.

23.—(1.) The number of doorways (other than bunker or tunnel doorways) which pierce a watertight bulkhead in the machinery space of a ship shall not exceed one.

(2.) Where a watertight bulkhead in the machinery space of a ship is pierced by a doorway, the doorway shall be placed so that the sill of the doorway is as high as possible in the ship.

Certain openings in watertight bulkheads not to be made.

24. 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.

Doorways, &c., In collision bulkheads, &c.

25.—(1.) Subject to the next succeeding sub-regulation, 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 watertight bulkhead which divides a cargo space from another cargo space or from a permanent or reserve bunker in the ship.

(2.) The Minister may approve of a bulkhead referred to in the last preceding sub-regulation which divides two between-deck cargo spaces being fitted with doorways if he is satisfied that—

(a) the doorways are necessary for the proper working of the ship;

(b) the distance of the outboard vertical edge of each doorway from the shell plating of the ship is not less than one-fifth of the breadth of the ship, measured at right angles to the centre line of the ship at the level of the deepest subdivision load water-line, from the shell plating of the ship; and

(c) the doorways are fitted so that the sills of the doorways are as high as possible in the ship.

Tunnels passing through watertight bulkheads.

26.—(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 sub-regulation to be watertight is intended for use as a passage at sea—

(a) the means of access at one end of the tunnel shall be through a watertight trunkway extending to a height sufficient to permit access above the margin line; and

(b) the means of access at the other end of the tunnel shall be through a watertight door.

(3.) A tunnel shall not extend through the first watertight bulkhead abaft the collision bulkhead.

Division 7.—Means of Closing Openings in Watertight Bulkheads, &c.

All openings in watertight bulkheads to be closed by means of watertight doors, &c.

27. An opening in a bulkhead or other structure required by these Regulations to be watertight shall be provided with a watertight door or other watertight covering by means of which the opening may be closed and made watertight.

Sliding doors to be fitted.

28.—(1.) Subject to the next succeeding sub-regulation, a door fitted to an opening referred to in the last preceding regulation shall be a sliding door.

(2.) In the case of a Class I. ship, a hinged door may be fitted to an opening—

(a) in a bulkhead, not being a collision bulkhead, which divides one between-deck cargo space from another between-deck cargo space; or

(b) in a bulkhead or other structure in a passenger space, crew space or working space above a deck the underside of which at its lowest point is at least seven feet above the deepest sub-division load water-line.

(3.) A hinged door referred to in the last preceding sub-regulation shall be fitted with catches capable of being operated from each side of the bulkhead in which the door is fitted.

Division 8.—Construction of Watertight Doors.

Construction and fitting of watertight doors generally.

29. 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.

Material of watertight doors.

30.—(1.) Subject to the next succeeding sub-regulation, 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.

Securing of watertight doors.

31. A watertight door shall be secured by means other than bolts and shall be closed by means other than gravity or a dropping weight.

Rubbing faces to be fitted to watertight doors.

32.—(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.

Screw gear on watertight doors.

33. 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.

Frame of watertight doors.

34.—(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.

Vertically sliding watertight doors.

35.—(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.

Horizontally sliding watertight doors.

36.—(1.) A horizontally sliding watertight door shall be so installed as to prevent its 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 sub-regulation shall not interfere with the closing of the door when the door is required to be closed.

Coal-bunker watertight doors.

37. 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.

Division 9.—Means of Operating Sliding Watertight Doors.

Certain doors to be operated by power.

38.—(1.) Where a Class I. ship is fitted with six or more sliding bulkhead watertight doors or has a criterion numeral exceeding thirty, all sliding bulkhead watertight doors, and all tunnel doors, in the ship shall be operated by power and shall be capable of being simultaneously closed from a central control situated on the bridge of the ship.

(2.) The last preceding sub-regulation does not apply to a ship if—

(a) there is only one sliding bulkhead watertight door, and only one tunnel door, in the ship; and

(b) both of those doors are in the machinery space of the ship.

(3.) In this regulation, “sliding bulkhead watertight door” means a sliding watertight door (other than a door at the entrance of a tunnel)—

(a) which is fitted in a bulkhead;

(b) which is in a position which may require it to be opened at sea; and

(c) the sill of which is below the deepest sub-division load waterline of the ship.

(4.) Subject to the next succeeding sub-regulation, all sliding watertight doors in a Class II. ship or Class III. ship required by paragraph 11 of the First Schedule to have a factor of sub-division of .5 or less shall be operated by power and shall be capable of being simultaneously closed from a central control situated on the bridge of the ship.

(5.) The last preceding sub-regulation does not apply to a ship if there is only one sliding watertight door in the ship and that door is in the machinery space of the ship.

(6.) A sliding watertight door which—

(a) is fitted between bunkers in the between decks of a ship below the bulkhead deck; and

(b) may be required to be opened at sea for the purpose of trimming coal,

shall be operated by power.

(7.) Where, in a ship—

(a) a trunkway which is part of a refrigeration, ventilation or forced draught system is carried through more than one transverse watertight bulkhead;

(b) the sill of an opening by which the trunkway is carried through such a bulkhead is less than seven feet above the deepest sub-division load water-line of the ship; and

(c) a sliding door is fitted to that opening,

that sliding door shall be operated by power.

Control of sliding watertight doors operated by power.

39.—(1.) Where a sliding watertight door in a ship is required by these Regulations to be operated by power from a central control on the bridge of the ship—

(a) the door shall also be capable of being operated by power at the door itself;

(b) the door shall close automatically if opened at the door itself after being closed from the central control;

(c) the door shall be capable of being kept closed at the door itself notwithstanding that an attempt may be made to open the door from the central control; and

(d) handles for controlling the power system which operates the door shall be provided at both sides of the bulkhead in which the door is situated and shall be so placed that a person is able to hold both handles in the open position simultaneously.

(2.) Where a ship is fitted with sliding watertight doors required by these Regulations to be operated by power—

(a) the ship shall be provided with at least two sources of power for opening and closing those doors;

(b) each of those sources of power shall be capable of operating all those doors simultaneously;

(c) an indicator shall be fitted on the bridge of the ship to show whether sufficient power is available for operating the doors;

(d) the fluid, if any, used for the purpose of operating the doors shall be incapable of freezing at temperatures likely to be encountered on the voyages on which the ship is, or will be, engaged; and

(e) each of those doors shall be provided with gear by which the door can be operated by hand both at the door itself and at an accessible position above the bulkhead deck of the ship, being gear which, at the position above the bulkhead deck, is operated with an all-round crank motion.

Control of sliding watertight doors not operated by power.

40.—(1.) Where a sliding watertight door in a ship is not required by these Regulations to be operated by power, the door shall be provided with gear by which the door can be operated by hand both at the door itself and at an accessible position above the bulkhead deck, being gear which is operated by an all-round crank motion.

(2.) Where a sliding watertight door is in a machinery space of a ship the gear by which the door can be operated by hand shall be situated outside the machinery space unless there is no position outside that space in which the controls can be placed without interfering with the efficiency of that gear.

Division 10.—Watertight Doors—Signals and Communications.

Watertight doors—signals.

41.—(1.) Each sliding 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.

(2.) A control of a sliding watertight door in a ship, being a control which operates the door by power, shall be connected to a warning device which, upon any movement of the control to close the door, will give an audible warning at the door in sufficient time before the closing of the door to enable the movement of persons and articles away from the door.

(3.) If a watertight door on a ship is not capable of being operated from a central control, there shall be installed in the ship a telegraph, telephone or other means of communication by means of which an order to close the door may be promptly communicated from the bridge.

Bunker doors to be kept accessible.

42. The master of a ship shall cause a watertight door fitted in a bulkhead between a permanent bunker and a reserve bunker in the ship, not being a door referred to in sub-regulation (6.) of regulation 38 of these Regulations, to be kept accessible at all times.

Penalty: One hundred pounds.

Division 11.—Openings in the Shell Plating below the Margin Line.

Openings—generally.

43.—(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.) An opening referred to in the last preceding sub-regulation shall be provided with a watertight covering, or other device, by means of which the opening may be closed and made watertight.

(3.) In this regulation, “opening” includes a side scuttle (whether opening or non-opening), a port, a scupper and a sanitary discharge opening.

Side scuttles not to be capable of being opened.

44.—(1.) Subject to the next succeeding sub-regulation, a side scuttle in a between decks of a ship shall not be capable of being opened.

(2.) Where a side scuttle in a ship is fitted in a between decks and the sill of that side scuttle, and of every other side scuttle in the between decks, is above a line drawn parallel to the bulkhead deck at side and having its lowest point at a distance equal to two and one-half per centum of the breadth of the ship above the deepest sub-division load water-line of the ship, the side scuttle may be an opening type if it can be opened only by means of a key or special tool which does not form part of the scuttle.

Side scuttle to be fitted with watertight deadlight.

45.—(1.) Subject to the next succeeding sub-regulation, 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 not intended for the carriage of steerage passengers; and

(b) the side scuttle is—

(i) abaft a point which is distant one-eighth of the length of the ship from the forward perpendicular of the ship; and

(ii) above a line drawn parallel to the bulkhead deck at side and having its lowest point at a distance equal to twelve feet plus two and one half per centum of the breadth of the ship above the deepest subdivision load water-line of the ship,

the side scuttle may be fitted with a portable watertight deadlight.

Position of side scuttles.

46.—(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 for automatic ventilation shall not be fitted below the margin line of a ship.

Discharges and inlets to prevent accidental admission of water.

47.—(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 sub-regulation is—

(a) a geared valve; or

(b) the lower of two non-geared valves,

the valve shall be secured to the shell plating of the ship.

Material for cock or valve.

48. 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 sub-division of the ship,

the cock or valve shall be made of steel, bronze or other suitable material.

Inlets or discharges connected with machinery.

49. 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) if the bore of the cock or valve exceeds three inches—shall be made of steel, bronze or other suitable material; and

(c) if the cock or valve is made of steel—shall be protected against corrosion.

Discharge pipes.

50.—(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 substantial metal other than cast iron or lead.

(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.

Bolt connecting cock, &c., to shell plating to be countersunk, &c.

51. 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) shall be either countersunk or cup-headed.

Watertight decks to be drained.

52. 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 sub-divided in pursuance of this Part of these Regulations.

Ash shoots, rubbish shoots, &c.

53.—(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 sub-regulation (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 sub-division load water-line of the ship.

(2.) The valve referred to in the last preceding sub-regulation shall be of a horizontal balanced type which is normally closed and shall be provided with a control at the valve for securing it in a closed position.

(3.) An ash ejector or expeller the inboard opening of which is in the stokehold of a ship and below the deepest sub-division load water-line of the ship shall be fitted with equipment which will prevent water entering the ship through the ejector or expeller.

Gangway ports.

54. 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 sub-division load water-line of the ship.

Division 12.—Side and Other Openings Above the Margin Line.

Openings above the margin line.

55. A side scuttle, gangway port, cargo port, coaling port or any other opening in the shell plating of a ship above the margin line, and the means of closing such an opening, shall be of efficient design and construction and of sufficient strength having regard to the space in which the opening is fitted, the position of the opening relative to the deepest sub-division load water-line of the ship and the service, or the intended service, of the ship.

Division 13.—Weather Deck.

Bulkhead deck, &c., to be weathertight.

56. The bulkhead deck, and every deck above the bulkhead deck, of a ship shall be weathertight and provided with freeing ports or scuppers capable of clearing the deck of water under all weather conditions.

Openings in weathertight deck.

57. 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.

Division 14.—Sub-division Load Lines.

Assignment of sub-division load lines.

58. The Minister may assign sub-division load lines to a ship.

Marking of sub-division load lines.

59.—(1.) A ship to which sub-division 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 sub-division load lines so assigned.

(2.) The master or owner of a ship shall not take the ship to sea, or permit the ship to be taken to sea, unless the ship is marked as required by the last preceding sub-regulation.

Penalty: One hundred pounds.

Dimensions, &c., of marks.

60.—(1.) A mark indicating the position of a sub-division load line assigned to a ship shall consist of—

(a) in the case of a ship which is a load line ship for the purposes of Division 5 of Part IV. of the Act—a horizontal line one inch in breadth and nine inches in length; or

(b) in any other case—a horizontal line one inch in breadth and twelve inches in length.

(2.) A mark referred to in the last preceding sub-regulation—

(a) shall be painted in white or yellow on a dark ground or in black on a light ground; and

(b) shall be cut in or centre-punched on iron or steel ships or cut into the planking on wooden ships.

(3.) The marks referred to in sub-regulation (1.) of this regulation shall be identified—

(a) in the case of a Class I. ship or a Class II. ship—with the letter C and, in addition, if more than one sub-division load line has been assigned to the ship, with consecutive numbers beginning from the mark indicating the position of the deepest sub-division load line assigned to the ship, which shall be identified with the letter and number “C1”; or

(b) in the case of a Class III. ship—with the letter C and, in addition, if more than one sub-division load line has been assigned to the ship, with consecutive letters beginning from the mark indicating the position of the deepest sub-division load line assigned to the ship, which shall be identified with the letters “Ca”.

(4.) An identifying letter or number referred to in the last preceding sub-regulation shall be painted and cut or centre-punched, as the case may be, on the sides of the ship in the same manner as the mark to which the letter or number relates.

Part III.—Bilge Pumping Arrangements.

Division 1.—Number and Type of Bilge Pumps.

Number and types of bilge lumps in Class I. ships and Class II. ships.

61. A Class I. ship or a Class II. ship shall be provided with pumps connected to the bilge main in accordance with the following table:—

Number and types of bilge pumps in Class III. ships.

62. A Class III. ship shall be provided with pumps connected to the bilge main in accordance with the following table:—

Positioning of crank hand pumps.

63. Where, in pursuance of either of the last two preceding regulations, a ship is provided with two crank hand pumps, one of those pumps shall be installed forward and the other aft.

Supply of pumps for emergency.

64. 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; or

(b) the power pumps fitted to the ship, and their sources of power, shall be so disposed throughout the length of the ship that, under any condition of flooding which, under these Regulations, the ship is required to withstand, at least one power pump in an undamaged watertight compartment will be available.

(2.) This regulation applies—

(a) to a Class I. ship or Class II. ship, other than a ship provided with two or more crank hand pumps; and

(b) to a Class III. ship—

(i) which is at least three hundred feet in length; or

(ii) which has, in pursuance of regulation 62 of these Regulations, been provided with pumps which do not include hand pumps.

Division 2.—Requirements for Bilge Pumps and Bilge Suctions.

Situation of power bilge pumps.

65.—(1.) Power bilge pumps provided in a ship shall, as far as practicable, be placed in separate watertight compartments and 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 available in those compartments shall, as far as practicable, be distributed through those compartments.

Priming of bilge pumps.

66. A bilge pump provided in a ship in pursuance of these Regulations which is not self-priming shall be provided with a means of priming.

Bilge pumps to be capable of draining all holds.

67. A bilge pump provided in a ship in pursuance of these Regulations, not being a lever hand pump or a pump provided only for peak compartments of the ship, shall be so fitted as to be capable of draining water from any hold or any part of the machinery space in the ship.

Pumping speed of independent power bilge pumps.

68.—(1.) An independent power bilge pump in a ship—

(a) shall be capable of giving a speed of water through the ship’s main bilge pipe of not less than four hundred feet per second; and

(b) subject to the next succeeding sub-regulation, shall have a direct suction from the space in which it is situated.

(2.) Paragraph (b) of the last preceding sub-regulation does not apply to an independent power bilge pump which is situated in a space in which at least two other independent power bilge pumps having a direct suction from that space are situated.

Diameter of suctions of independent power bilge pumps.

69. 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.

Arrangement of direct suctions in machinery space.

70. 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.

Flexible suction hose in stoke hold.

71. In addition to any other bilge suction required by these Regulations, there shall be provided in the stoke hold of a coal-burning ship a flexible suction hose—

(a) which is of sufficient length to reach from a fitting on an independent power bilge pump to each of the stoke hold bilges; and

(b) the internal diameter of which is not less than—

(i) four inches; or

(ii) the internal diameter of the largest branch bilge suction in the ship plus one half of an inch,

whichever is the less.

Main-engine circulating pumps to be connected with machinery space.

72.—(1.) A main-engine circulating pump in a ship shall be fitted with direct suction connexions to the lowest drainage level in the machinery space of the ship or as near to that level as, in the opinion of a surveyor, is practicable.

(2.) A suction connexion referred to in the last preceding sub-regulation—

(a) shall be provided with a non-return valve;

(b) shall be of a diameter not less than two thirds of the diameter of the main sea inlet of the ship; and

(c) shall be accessible for clearing at its open end or at the strainer, if any, attached to the open end.

One main-engine circulating pump to be fitted with direct discharge overboard.

73. 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 unless a by-pass is fitted to the circulating discharge of the pump.

Spindles of main sea inlet.

74. The spindles of the main sea inlet, and of the direct suction valves, of a ship shall extend above the engine room platform of the ship.

Hand-operated bilge pumps.

75. 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;

(b) the construction of the pump shall be such that the bucket and tail valve of the pump can be withdrawn for examination and overhaul under conditions of flooding; and

(c) if the pump is of a crank type and another pump of that type is fitted in the ship—that first-mentioned pump shall be provided with a shut-off valve or cock operated from above the bulkhead deck of the ship, or a non-return valve, to enable the pump to be examined and overhauled without affecting the operation of the other pump.

Division 3.—Arrangement of Bilge Pipes.

Pipes for draining cargo spaces.

76. A pipe from a pump for draining a cargo space, or any part of the machinery space, 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.

Lead pipes not to be fitted.

77. A lead pipe connected with a bilge pump in a ship shall not be fitted—

(a) in or under coal bunkers or an oil-fuel storage tank; or

(b) in a compartment in which oil settling tanks or oil-fuel pumping units are situated.

Positioning, &c., of bilge suction pipes.

78.—(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.

Division 4.—Diameter of Bilge Suction Pipes.

Interpretation

79. 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, at the bulkhead deck;

l is the length of the compartment in feet.

Diameter of main bilge suction pipes.

80. 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:—

Diameter of branch bilge suction pipes.

81.—(1.) Subject to the next succeeding sub-regulation, 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 sub-regulation does not apply so as to require the internal diameter of a branch bilge suction pipe to be greater than four inches.

Division 5.—Precautions against Flooding through Bilge Pipes.

Arrangement of bilge and ballast pumping systems.

82. 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 or machinery space in the ship; or

(b) from one watertight compartment in the ship to another watertight compartment in the ship.

Connexion of bilge pipe with bilge pump.

83. 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 so constructed that it cannot be opened to the bilge pipe when water is being pumped by that pump from the sea or from the water-ballast space.

Valve in bilge distribution box.

84. A valve in a bilge distribution box shall be of a non-return type.

Lock-up valves &c., in bilge pumping system.

85. Lock-up valves or blank flanges shall be provided in the bilge pumping system of a ship to prevent any tank situated below the deepest sub-division load water-line of the ship from being accidentally flooded from the sea when empty of water ballast or from being accidentally pumped out when containing water ballast.

Operating instructions to be displayed.

86.—(1.) Instructions for the operation or a valve or flange referred to the last preceding regulation shall be displayed at all times as near as practicable to the place at which the valve or flange is operated.

(2.) The master or owner of a ship shall not take the ship to sea, or permit the ship to be taken to sea, unless instructions are displayed on the ship as required by the last preceding sub-regulation.

Penalty: One hundred pounds.

Flooding through bilge suction pipes to be prevented.

87. Provision shall be made in a ship to prevent the flooding of a watertight compartment served by a bilge suction pipe in the event of the pipe being severed or otherwise damaged and, in particular, where a part of such a pipe is situated—

(a) nearer to the side of the ship than one-fifth of the breadth of the ship measured admidships at the level of the deepest sub-division load water-line of the ship; or

(b) in a duct keel,

a non-return valve shall be fitted to the pipe in the watertight compartment containing the open end of the pipe.

Division 6.—Bilge Valves, Cocks, &c.

Arrangement of distribution boxes, valves, cocks, &c.

88. 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; and

(b) shall be so arranged that, by their means, in the event of flooding, one of the bilge pumps provided in pursuance of these Regulations may operate on any watertight compartment in the ship.

Valves, &c., in bilge-pipes system to be operated from above bulkhead deck.

89.—(1.) Subject to the next succeeding sub-regulation, 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.) The last preceding sub-regulation does not apply to a Class III. ship of less than 100 feet in length if—

(a) the ship is provided with one hand bilge pump of the lever type for each watertight compartment; and

(b) the valves and cocks provided for controlling the bilge suctions are in the same compartment as a power pump.

(3.) The operating rod by which a valve or cock provided for controlling the bilge suctions in a ship is operated—

(a) shall be led as directly as practicable from the valve or cock to the controls of that valve or cock; and

(b) shall be protected against damage along any part of its length which is situated in a cargo space or a bunker space.

Operating instructions to be displayed.

90.—(1.) An index plate showing the purpose served by a valve or cock provided for controlling the bilge suctions in the ship and containing instructions for its operation shall be displayed at all times at the position above the bulkhead deck of the ship from which the valve or cock is operated.

(2.) The master or owner of a ship shall not take the ship to sea, or permit the ship to be taken to sea, unless index plates are displayed on the ship as required by the last preceding sub-regulation.

Penalty: One hundred pounds.

Division 7.—Bilge Mud Boxes and Strum Boxes.

Bilge mud boxes.

91.—(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 sub-regulation—

(a) shall be situated—

(i) in an accessible position; and

(ii) wherever practicable, above the level of the working floor; and

(b) shall be provided with—

(i) a straight tail pipe to the bilges; and

(ii) a cover which may be readily opened and closed.

Bilge strum boxes.

92.—(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 sub-regulation—

(a) shall be provided with perforations—

(i) each of which shall be approximately three-eighths of an inch in diameter; and

(ii) the combined area of which shall be not less than twice the area of the end of the bilge suction pipe; and

(b) shall be so constructed that it can be cleared without breaking any joint of the bilge suction pipe.

Division 8.—Sounding Pipes.

Sounding arrangements.

93.—(1.) A tank forming part of the structure of, 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 sub-regulation shall, where necessary, be protected against damage.

Sounding pipes.

94.—(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 sub-regulation, each sounding pipe shall extend to an accessible position above the bulkhead deck; and

(c) each sounding pipe for the bilge of an insulated hold shall be insulated and not less than two and one half inches in internal diameter.

(2.) Paragraph (b) of the last preceding sub-regulation 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; and

(b) is fitted with a cock having a parallel plug with a permanently secured handle so loaded that, on being released, it automatically closes the cock.

Part IV.—Electrical Equipment and Installations.

Division 1.—General.

Emergency conditional.

95. 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.

Safety precautions.

96. 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.

Division 2.—Main Generating Sets.

Provision of main generating sets.

97. 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, two main generating sets, each capable by itself of operating those auxiliary services, shall be provided for that purpose.

Main generating sets to operate during flooding.

98. 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.

Division 3.—Emergency Source of Electrical Power.

Capacity of emergency electrical power.

99.—(1.) In addition to the main generating sets, a ship shall be provided with a self-contained emergency source of electrical power situated outside the machinery casings in a position above the bulkhead deck and capable, for a continuous period of thirty-six hours or such shorter period as the Minister 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 on the ship which is electrically operated;

(c) the ship’s emergency lights situated—

(i) at every boat station on deck and overside;

(ii) in every alleyway, stairway and exit;

(iii) in the machinery space of the ship;

(iv) in any control station where radio equipment, main navigating equipment or central fire recording equipment is situated; and

(v) in the place where the emergency source of electrical power is situated;

(d) if the ship’s navigation lights are electrically operated—those lights; and

(e) if any part of the ship’s communication equipment and signals which may be required in an emergency is electrically operated from the main generating sets of the ship—that part.

(2.) The emergency source of electrical power with which a ship is provided in pursuance of this Division shall be capable of operating efficiently when the ship is listed twenty-two and one-half degrees and the trim of the ship is ten degrees from an even keel.

Source of emergency electrical power.

100.—(1.) The emergency source of electrical power with which a ship is provided in pursuance of this Division shall consist of—

(a) an accumulator battery capable of complying with the requirements of sub-regulation (1.) of the last preceding regulation without being re-charged or suffering an excessive voltage drop; or

(b) a generator driven by a compression ignition engine designed to run on fuel with a flash point greater than one hundred and ten degrees Fahrenheit and provided with an independent fuel supply and efficient starting arrangements.

(2.) Where the emergency source of electrical power with which a ship is provided in pursuance of this Division consists of an accumulator battery, it shall be so installed that, on the failure of the main source of power for the ship’s main lighting system, the accumulator battery will automatically commence to operate the ship’s emergency lighting system.

(3.) Where the emergency source of electrical power with which a ship is provided in pursuance of this Division consists of a generator, the ship shall also be provided with an accumulator battery as a temporary source of emergency electrical power.

(4.) An accumulator battery provided in a ship in pursuance of the last preceding sub-regulation—

(a) shall be so installed that, on the failure of the main or electrical source of electrical power of the ship, the accumulator battery will automatically come into operation;

(b) shall be capable of operating the emergency lighting system of the ship continuously for half an hour; and

(c) while operating the emergency lighting system, shall be capable of closing, simultaneously or otherwise, all electrically operated watertight doors on the ship.

(5.) A ship shall be provided with means for testing the automatic operations referred to in sub-regulation (2.) of this regulation and in paragraph (a) of the last preceding sub-regulation.

Division 4.—Distribution Systems.

Open-type switchboards.

101.—(1.) An open-type switchboard on a ship shall be so installed that a person may have access to both the back and front of the switchboard without danger.

(2.) The sides and back of an open-type switchboard on a ship shall be guarded by a hand rail, wire netting, expanded metal or other equally efficient means of protection.

(3.) The floor surrounding an open-type switchboard on a ship shall be covered by a non-conducting mat or grating.

(4.) The face or control panel of an open-type switchboard on a ship shall not contain an exposed part which may have a voltage to earth exceeding two hundred and fifty volts direct current or one hundred and fifty volts alternating current.

Hull return not to be used.

102. Hull return shall not be used for the power, heat or light distribution system of a ship.

Two or more generating sets operating at same time.

103. Where two or more generating sets may be in operation at the same time in a ship for the purpose of maintaining the auxiliary services of the ship, including the services essential for the propulsion or safety of the ship—

(a) provision shall be made for the sets to operate in parallel; and

(b) the circuits shall be so arranged that, in the event of overload or partial failure of the power supply—

(i) the services not essential for the propulsion or safety of the ship will cut out first; and

(ii) the services essential for the propulsion and safety of the ship will be retained in circuit with such of the generators as remain in service.

Electrically operated steering gear.

104.—(1.) Where the steering gear on a ship is electrically operated, the steering gear shall be served by two sets of feeder cables from the main switchboard of the ship.

(2.) The two sets of feeder cables shall be separated from each other throughout their lengths as widely as practicable.

(3.) Each feeder cable shall have a capacity adequate for serving simultaneously all motors which may operate simultaneously in connexion with the steering gear.

(4.) Each feeder cable serving the steering gear and each motor in the electrical system operating the steering gear shall be protected by fuses, circuit breakers or other devices against short circuits, but shall not be protected against lesser loads.

Electrical sprinkler systems.

105.—(1.) Where, in a ship, the power supply for an automatic sprinkler system, being a system which requires not less than two sources of power supply for sea-water pumps, air compressors and automatic alarms, is electrical, the electric power supply shall be taken through the emergency switchboard by a feeder cable reserved solely for that purpose.

(2.) In the circuit created by the feeder cable referred to in the last preceding sub-regulation there shall be only one switch and that switch shall be at the switchboard.

(3.) The switch referred to in the last preceding sub-regulation shall be labelled to indicate its purpose and that it should normally be kept closed.

Separation of main and emergency feeder cables.

106. The main and emergency feeder cables of a ship shall be separated vertically and horizontally as widely as practicable.

Division 5.—Miscellaneous Electrical Precautions.

Exposed metal parts.

107. An exposed metal part of electrical equipment in a ship which is not intended to have a voltage above that of earth, but which may have such a voltage under fault conditions—

(a) shall be earthed; and

(b) shall be otherwise so constructed and installed as not to injure a person handling the part in a proper manner.

Portable lamps.

108. The metal frame of any portable lamp, portable tool or other portable apparatus provided in a ship, being a lamp, tool or apparatus designed to operate on electrical power of a voltage of one hundred volts or more, shall be earthed through a conductor in the cable supplying the power to the lamp, tool or apparatus.

Protection against fire.

109.—(1.) An electrical cable in a ship shall, at every point where an electrical fault in the cable may cause a fire, be surrounded by a metal covering or other fireproof covering.

(2.) The metal covering surrounding an electrical cable in a ship shall be electrically continuous and earthed.

Protection against chafing.

110. Electrical wiring in a ship shall be supported in such a manner as to avoid chafing.

Protection against overload.

111.—(1.) An electrical circuit in a ship, other than a circuit which operates the steering gear, shall be protected against overload.

(2.) There shall be inscribed on or near each device which protects a circuit against overload a notice setting out the current carrying capacity of the circuit and the rating or setting of the device.

Junction outlet boxes.

112.—(1.) Except in the case of a low-voltage communication circuit, a joint in an electrical conductor in a ship shall be made only in a junction or outlet box.

(2.) Each junction or outlet box shall be so constructed as to prevent the spread of any fire from the joint.

Lighting fittings.

113. A lighting fitting in a ship shall be so constructed and installed as to—

(a) prevent a rise in temperature in the electrical wiring serving the fitting to an extent that that wiring would be injured; and

(b) avoid the danger of fire in the material surrounding the fitting and that wiring.

Space heaters.

114. An electrical space heater in a ship shall be so constructed and installed as to be incapable of setting fire to, or scorching, curtains, clothing or other articles placed on or near it.

Accumulator batteries.

115.—(1.) An accumulator battery in a ship shall be housed in a box or compartment which is so constructed as to protect the battery from damage and so ventilated as to minimize the accumulation of explosive gas.

(2.) An electrical device which is likely to arc and is not flame-proof shall not be installed in a compartment in a ship used to house an accumulator battery.

Spare parts and tools.

116. The master or owner of a ship shall not take the ship to sea, or permit the ship to be taken to sea, unless there is provided on the ship—

(a) an adequate supply of replacements for those parts of the ship’s electrical equipment and installations which are essential for the safety of the ship and persons on board the ship; and

(b) such tools as are necessary for the fitting of those replacements.

Penalty: One hundred pounds.

Part V.—Fire Protection.

Division 1.—General.

Definitions.

117. In this Part and in the Fourth Schedule—

“A class division” means a division—

(a) which is constructed of steel or similar material;

(b) which is so stiffened as to be capable of preventing the passage through the division of smoke and flame throughout a standard fire test of sixty minutes duration;

(c) which, having regard to the nature of the spaces adjacent to the division, has an adequate insulating value; and

(d) which, if the division is between spaces either of which contains combustible material adjacent to the division, shall be so insulated that, if either face of the division is exposed to a standard fire test of sixty minutes duration—

(i) the average temperature on the unexposed face will not, at any time during the test, rise to a temperature which exceeds, by more than two hundred and fifty degrees Fahrenheit, the temperature of that face when the test commenced; and

(ii) the temperature at any point on the unexposed face will not, at any time during the test, rise to a temperature which exceeds, by more than three hundred and twenty-five degrees Fahrenheit, the temperature of that point when the test commenced;

“B class division” means a division—

(a) which is capable of preventing the passage through the division of smoke and flame throughout a standard fire test of thirty minutes duration;

(b) which, having regard to the nature of the spaces adjacent to the division, has an adequate insulating value; and

(c) which is so constructed that, if either face of the division is exposed to a standard fire test of fifteen minutes duration in a case where the division is constructed wholly of incombustible material, and of thirty minutes duration in any other case—

(i) the average temperature on the unexposed face will not, at any time during the test, rise to a temperature which exceeds, by more than two hundred and fifty degrees Fahrenheit, the temperature of that face when the test commenced; and

(ii) the temperature at any point on the unexposed face will not, at any time during the test, rise to a temperature which exceeds, by more than three hundred and twenty-five degrees Fahrenheit, the temperature of that point when the test commenced;

“standard fire test” means a fire test in a test furnace, being a test under which the temperature of the furnace, at the end of each of the periods of time of the test specified in the following table, attains the temperature specified opposite to that period:—

Exemptions from this Part.

118.—(1.) Where the Minister is satisfied that a ship—

(a) is designed to carry not more than thirty-six passengers; and

(b) fitted with an efficient fire detection system,

he may exempt the ship from the requirements of regulation 122, regulations 127 to 145 inclusive and regulation 147, of these Regulations.

(2.) In the last preceding sub-regulation, “an efficient fire detection system”, in relation to a ship, means a system capable of indicating, by means of a visible and audible alarm signal at as many points in the ship as are necessary to give simultaneous warning to the crew, the existence and position of any fire in any accommodation space or service space, other than a space in which, in the opinion of the Minister, there is no substantial risk of a fire occurring.

(3.) Where the hull, superstructure, structural bulkheads, deck or deck-houses of a ship are constructed of a material which the Minister is satisfied is as resistant to fire as is steel, the Minister may, with respect to that part of the ship which is so constructed, exempt the ship from the requirements of regulation 120 of these Regulations.

(4.) The Minister may exempt a ship from the requirements of regulation 121 of these Regulations to the extent that he is satisfied—

(a) that compliance with those requirements is incompatible with the purpose for which the ship is designed; and

(b) that other equally effective methods of fire protection have been adopted in the ship.

(5.) Where the Minister is satisfied that the application of this Part, or of any requirement of this Part, of these Regulations to a Class II. ship or a Class III. ship is, by reason of the intended service of the ship, unreasonable or impracticable, he may exempt the ship from that application accordingly.

(6.) Where—

(a) a ship is required by this Part to be provided with an A class division or a B class division in any part of the ship; and

(b) the Minister is satisfied that, having regard to the degree of fire hazard present, strict compliance with that requirement is unnecessary,

the Minister may, to such extent as he considers fit, exempt the ship from so much of that requirement as relates to the insulation of the division.

Division 2.—Exhibition of Plans.

Plans to be exhibited.

119.—(1.) Plans for each deck on a ship showing—

(a) the section or sections, if any, of the ship enclosed by A class divisions;

(b) the section or sections, if any, of the ship enclosed by B class divisions; and

(c) particulars of—

(i) the fire alarm and fire detecting systems;

(ii) the sprinkler installations;

(iii) the fire-extinguishing appliances;

(iv) the means of entry into and exit from the deck and the various compartments on the deck; and

(v) the ship’s ventilating system including, in particular, the positions of the dampers of the system and the identification numbers of the ventilation fans,

shall be permanently affixed, under glass or similar material, to a bulkhead, table or desk near the place from which the ship is normally navigated.

9787/59.—7

(2.) The master or owner of a ship shall not take the ship to sea, or permit the ship to be taken to sea, unless plans for each deck are permanently affixed in the ship as required by the last preceding sub-regulation.

Penalty: One hundred pounds.

Division 3.—Structure of Ship.

Use of steel construction.

120. The hull, superstructure, structural bulkheads, decks and deckhouses of a ship shall be constructed of steel.

Hull, superstructure and deck-houses.

121.—(1.) The hull, superstructure and deck-houses of a ship shall be sub-divided into main vertical zones by bulkheads each of which shall be an A class division.

(2.) The mean length of a zone referred to in the last preceding sub-regulation, being a zone above the bulkhead deck, shall not exceed one hundred and thirty-one feet.

(3.) A step in a bulkhead referred to in sub-regulation (1.) of this regulation shall consist of an A class division.

(4.) Where an A class division required to be fitted in a ship under this regulation extends above the bulkhead deck of the ship, that portion of the division situated above the bulkhead deck—

(a) shall, if practicable, be in line with a watertight sub-division bulkhead situated immediately below the bulkhead deck; and

(b) shall extend from—

(i) deck to deck; and

(ii) to the shell plating of the ship or, if the division forms part of a deck-house, to the external plating of the deck-house.

Accommodation spaces.

122. A bulkhead or deck in a ship separating an accommodation space from another enclosed space shall consist of an A class division.

Division 4.—Openings in A Class Divisions.

Piercing not to affect fire resistance.

123. If, in a ship, an A class division is pierced for the passage of electric cables, pipes, trunkways, girders or beams, or for any other purpose, the piercing of the division shall be so effected as not to impair the effectiveness of the division in resisting fire.

Trunkways to be fitted with dampers, &c.

124.—(1.) A trunkway which passes through an A class division in a ship shall be fitted with dampers capable of being operated from either side of the division.

(2.) Each position from which dampers referred to in the last preceding sub-regulation may be operated—

(a) shall be readily accessible;

(b) shall be permanently marked in red; and

(c) shall be provided with an indicator to show whether the dampers are open or shut.

Openings in A class divisions.

125.—(1.) An opening in an A class division in a ship shall be provided with a means of closure permanently attached to the division.

(2.) The means of closure shall be as effective as the division in resisting fire.

Doors in A class divisions.

126.—(1.) A door in an A class division in a ship shall be so constructed that it may be opened and closed by one person from either side of the division.

(2.) The door, and the means of keeping the door closed, shall be effective as the division in resisting fire, but, if the door is a watertight door, it is not required to be insulated.

(3.) Where a door in an A class division, being an A class division provided in compliance with sub-regulation (1.) of regulation 121 of these Regulations, is not a watertight door, the door—

(a) shall be self-closing; and

(b) shall be provided with a device by which it may readily be released from the open position.

Division 5.—Protection of Stairways.

Stairways and stairway enclosures.

127.—(1.) Subject to the next succeeding sub-regulation, a stairway within an accommodation space or service space in a ship shall be of steel frame construction and, unless it lies wholly within a public room, shall lie within an enclosure constructed of A class divisions.

(2.) A stairway referred to in the last preceding sub-regulation which serves only two decks is not required to be enclosed by A class divisions on more than one deck.

(3.) An opening in a bulkhead forming part of a stairway enclosure in a ship shall be provided with a means of closing the opening which complies with the next succeeding sub-regulation.

(4.) The means of closing the opening—

(a) shall be permanently attached to the opening;

(b) shall be as effective as the bulkhead in which it occurs in resisting fire; and

(c) unless it is a watertight door, shall be self-closing.

(5.) A stairway enclosure in a ship—

(a) shall communicate directly with the corridors adjacent to the enclosure;

(b) shall have an area sufficient to prevent congestion of persons likely to use the stairway in an emergency; and

(c) shall contain as little accommodation space or service space as is practicable in the circumstances.

Division 6.—Protection of Vertical Trunks.

General.

128.—(1.) Subject to the next succeeding sub-regulation, a lift trunk, or a trunk for the passage of light and air or other similar trunk in an accommodation space or a service space in a ship shall be constructed of A class divisions.

(2.) A lift trunk within a stairway enclosure in a ship is not required to be insulated.

(3.) A door in a trunk referred to in sub-regulation (1.) of this regulation—

(a) shall be constructed of steel or other incombustible material; and

(b) shall be as effective as the trunk in resisting fire.

Lift trunks.

129. A lift trunk in a ship—

(a) shall be so fitted as to prevent the passage of smoke and flame through the trunk from one between decks to another; and

(b) shall be provided with means of closing the trunk so as to enable the flow of air in the trunk to be controlled.

Light and air trunks.

130. Where smoke and flame may be conducted from one between-deck space in a ship to another through a trunk for the passage of light and air, or other similar trunk, communicating with those spaces, smoke shutters shall be fitted so as to enable each space to be isolated in the event of fire.

Other trunks.

131. A trunk in a ship, not being a trunk referred to elsewhere in this Division, shall be so constructed as not to afford a passage for fire from one between decks or compartment to another.

Division 7,—Protection of Control Stations.

Control stations.

132. A control station in a ship shall be separated from the rest of the ship by bulkheads and decks consisting of A class divisions.

Radiotelegraph rooms.

133. The radiotelegraph room on a ship shall not be situated directly above a stairway.

Division 8.—Protection of Store Rooms, &c.

Bulkheads of galley, store room, &c.

134. The bulkheads enclosing a galley, baggage room, mail room, store room, paint room, lamp room or any similar space in a ship shall consist of A class divisions.

Inflammable stores.

135. A store room intended for the storage of highly inflammable stores in a ship shall, in addition to complying with the last preceding regulation, be so constructed and situated as to minimize the danger to persons on board in the event of fire.

Division 9.—Deck Sheathing.

Deck sheathing.

136. Permanent deck sheathing within an accommodation space, service space, control station, stairway or corridor on a ship shall be such as not to ignite readily.

Division 10.—Ventilation Systems.

Air supply and exhaust systems.

137.—(1.) The inlets of every air supply system, and the outlets of every air exhaust system, in a ship shall have readily accessible means by which they can be closed in the event of fire.

(2.) Wherever practicable, the system of ducts leading from each ventilating fan in an air supply system, or air exhaust system, in a ship shall be confined within one main vertical zone.

(3.) Subject to the next succeeding sub-regulation, an exhaust duct from a galley range in a ship shall be constructed of A class divisions.

(4.) An exhaust duct from a galley range is not required to be insulated except where the duct passes through an accommodation space or a service space.

Controls for ventilation systems.

138.—(1.) A ship shall be equipped with two master controls, situated as far apart as practicable, either of which shall be capable of stopping all the fans in the power ventilation systems of the ship, other than the ventilation systems in the machinery space of the ship.

(2.) A power ventilation system serving the machinery space of a ship shall be provided with two master controls, one situated inside and the other situated outside the machinery space, by means of either of which all fans in the system may be stopped.

Division 11.—Miscellaneous Items of Fire Protection.

Enclosed air spaces.

139. An air space enclosed behind a ceiling, panel or lining in an accommodation space or service space in a ship—

(a) shall be divided by close fitting draught-stops spaced not more than forty-five feet apart in the fore and aft direction; and

(b) shall be closed at each deck.

Concealed and inaccessible spaces.

140. A ceiling, panel or lining in an accommodation space or service space in a ship shall, without impairing the efficiency of the fire protection of the ship, be so constructed as to enable the detection of smoke originating in a concealed or inaccessible space.

Concealed surfaces.

141. A concealed surface of a bulkhead, lining, panelling, stairway, wood grounds or other structure in an accommodation space or service space in a ship shall be a surface which, in the opinion of a surveyor, is of low flame spread.

Paints, &c., not to have nitro-cellulose base.

142. A surface in a ship shall not be covered with a paint, varnish or similar preparation which contains a nitro-cellulose base and fabrics containing nitro-cellulose shall not be fitted to a ship.

Overboard scuppers, &c., not to be made of lead.

143. An overboard scupper, sanitary discharge or other outlet in a ship, being a scupper, discharge or outlet—

(a) which is close to the water-line of the ship; or

(b) which is so situated that, if it were made of lead and the lead fused, the ship would be in danger of being flooded,

shall not be made of lead.

Use of wood in galleys, &c., to be restricted.

144. The use of wood for the construction of a galley, bakery or main pantry in a ship shall be restricted so far as is practicable.

Windows, &c.

145.—(1.) The glass in a window or side scuttle in an accommodation space or service space in a ship shall have a metal frame in which the glass is retained by a metal ring or bead.

(2.) If a window or side scuttle referred to in the last preceding sub-regulation is so situated that, if the frame or the ring or bead were to fuse, the ship would be in danger of being flooded, the frame and the ring or bead, as the case may be, shall be constructed of metal which is not likely to fuse in the event of fire.

(3.) A window or side scuttle in a ship, being a window or side scuttle which opens on to a corridor or stairway, shall be as effective in resisting fire as the bulkhead in which it is fitted.

Division 12.—Methods of Fire Protection.

Methods of fire protection.

146. Subject to the next succeeding regulation, a ship shall be so constructed and fitted that the accommodation spaces and service spaces in the ship are protected against fire in accordance with Method I., Method II. or Method III. set out in the Fourth Schedule.

Exemptions.

147.—(1.) The Minister may exempt a ship from the requirements of paragraph 8 set out under Method I. in the Fourth Schedule, or paragraph 9 set out under Method III. in that Schedule, to the extent that he is satisfied that the accommodation spaces and service spaces in the ship do not afford a substantial fire risk.

(2.) The Minister may exempt a ship from any requirement set out in Method II. in the Fourth Schedule—

(a) to the extent that he is satisfied that the accommodation spaces and service spaces in the ship do not afford a substantial fire risk; and

(b) in respect of any baggage room, or store room, which he is satisfied is provided with adequate arrangements for the detection of lire or for the smothering of fire by gas or steam.

Part VI.—Boilers and Machinery.

Division 1.—General.

General.

148. The boilers and machinery provided in a ship—

(a) shall be of a design and construction adequate for the service for which they are intended;

(b) shall be so installed and protected as not to constitute a danger to persons on board the ship; and

(c) shall be provided with means to prevent overpressure in any part.

Division 2.—Boilers, &c.

Safety valves to be provided.

149. A boiler or other pressure vessel used in generating steam in a ship shall be provided with at least two safety valves.

Boiler, &c., to withstand maximum working stresses.

150. A boiler, superheater, economiser, evaporator, distiller or other steam or water pressure vessel in a ship, and its mounting, shall be so designed and constructed as to withstand the maximum working stresses to which it may be subjected with a factor of safety which is adequate having regard to—

(a) its design;

(b) the material of which it is constructed;

(c) the purpose for which it is intended to be used; and

(d) the working conditions under which it is intended to be used.

Cleaning and Inspection.

151. A boiler, superheater, economiser, evaporator, distiller or other steam or water pressure vessel in a ship shall be so constructed and fitted as to facilitate cleaning and inspection.

Hydraulic pressure test for boiler or superheater.

152. A boiler or superheater in a ship shall—

(a) when first put into service in the ship—be capable of withstanding, for a period of not less than thirty minutes, an hydraulic pressure equal to—

(i) where the maximum working pressure of the boiler or superheater is more than one hundred pounds per square inch—the sum of a pressure of fifty pounds per square inch and a pressure greater by one-half than that maximum working pressure; or

(ii) where the maximum working pressure of the boiler or superheater is one hundred pounds per square inch or less—that maximum working pressure multiplied by two; and

(b) at any other time—be capable of withstanding, for a period of not less than thirty minutes, an hydraulic pressure equal to—

(i) where the boiler or superheater is of such dimensions and form that an adequate internal examination of it can be made—a pressure greater by one-half than the maximum working pressure of the boiler or superheater; or

(ii) in any other case—the pressure that the boiler or superheater was required by the last preceding paragraph to be capable of withstanding when it was put into service in the ship for the first time.

Hydraulic pressure test for economisers.

153. An economiser in a ship shall be capable of withstanding, for a period of not less than thirty minutes—

(a) where the economiser cannot be shut off from the boiler to which it is connected—an hydraulic pressure equal to the pressure that the boiler is required, by paragraph (a) of the last preceding regulation, to be capable of withstanding when first put into service in the ship; and

(b) in any other case—an hydraulic pressure equal to the sum of a pressure of fifty pounds per square inch and a pressure greater by one-half than the maximum working pressure of the safety valve of the economiser.

Hydraulic pressure test for mounting.

154. A mounting of a boiler, or of a superheater or economiser connected to a boiler, in a ship, not being a mounting in the boiler feed system, shall be capable of withstanding an hydraulic pressure twice as great as the maximum working pressure of the boiler.

Division 3.—Boiler Feed Systems.

Boiler to have two feed systems.

155. A boiler in a ship shall be provided with at least two separate feed systems so arranged that one system may be opened up for inspection or overhaul without affecting the efficiency of the other.

Overpressure to be prevented.

156. A feed system for a boiler in a ship shall be fitted with a device to prevent overpressure in any part of the system.

Oil in feed water to be intercepted.

157. Where it is possible for oil to enter a feed system of a boiler in a ship, the system shall be so constructed that any oil which may mingle with the water in the system is intercepted and removed from the water before the water reaches the boiler.

Check valve, &c., to be of efficient design, &c.

158. A feed check valve, or a fitting or pipe, through which feed water passes from a pump to the boilers of a ship—

(a) shall be of efficient design and of sufficient strength to withstand with an adequate factor of safety the maximum working pressure to which the feed line may be subjected; and

(b) shall be capable of withstanding an hydraulic pressure equal to—

(i) the maximum working pressure of the boiler multiplied by two and one-half; or

(ii) the maximum working pressure of the feed system multiplied by two,

whichever is the greater.

Feed pipe to be supported.

159. A feed pipe of a boiler feed system in a ship shall be adequately supported.

Division 4.—Steam Pipe Systems.

Steam pipes and fittings to withstand maximum working stresses.

160.—(1.) A steam pipe in a ship, or a fitting connected to a steam pipe in a ship, being a fitting through which steam may pass, shall be so designed and constructed as to withstand the maximum working stresses to which it may be subjected with a factor of safety which is adequate having regard to—

(a) the material of which it is constructed; and

(b) the working conditions under which it will be used.

(2.) A steam pipe in a ship shall be adequately supported.

Hydraulic pressure test for steam pipe or fitting.

161. A steam pipe in a ship, or a fitting connected to a steam pipe in a ship, being a fitting through which steam may pass, shall be capable of withstanding an hydraulic pressure equal to a pressure twice as great as the maximum working pressure of the pipe or fitting, as the case may be.

Steam pipe not to be subjected to excessive stresses.

162. A steam pipe in a ship shall be so fitted as not to subject it to variation in temperature, to vibration or to other stress so excessive as to be likely to result in the failure of the pipe.

Steam pipe to be drained.

163. A steam pipe in a ship shall be so drained that—

(a) the pipe is kept free of water; and

(b) water hammer action will not occur under conditions likely to arise in the course of the intended service of the ship.

Steam pipe to be fitted with reducing valve, &c.

164. Where a steam pipe in a ship may receive steam from any source at a higher pressure than it can withstand with an adequate factor of safety, the steam pipe shall be fitted with a reducing valve, relief valve and pressure gauge.

Division 5.—Machinery.

Governor, &c., to be fitted.

165. An ahead turbine or set of turbines which drives a single gear wheel forming part of the main propelling machinery of a ship shall be fitted with—

(a) a governor capable, in the event of overspeed, of automatically shutting off the steam operating that turbine or set of turbines; and

(b) a hand trip-gear capable, when operated, of shutting off the steam operating that turbine or set of turbines.

Steam to be shut off if oil system fails.

166. A ship shall be provided with means by which the steam will be automatically cut off from an ahead turbine, and other machinery served by the same lubricating oil system as the turbine, in the event of a failure in that system.

Hydraulic pressure test for nozzle box.

167. A nozzle box of an impulse steam turbine in a ship shall be capable of withstanding an hydraulic pressure equal to a pressure greater by one-half than the maximum working pressure to which the nozzle box may be subjected in service.

Hydraulic pressure test for steam casing.

168. A steam casing of a turbine in a ship shall be capable of withstanding an hydraulic pressure equal to—

(a) a pressure greater by one-half than the maximum working pressure in the steam casing; or

(b) a pressure of thirty pounds per square inch,

whichever is the greater.

Hydraulic pressure test for engine cylinder.

169.—(1.) A cylinder of a steam reciprocating engine in a ship shall be capable of withstanding an hydraulic pressure equal to the pressure specified in the following table which is applicable to the cylinder:—

(2.) In the application of the table in the last preceding sub-regulation in relation to a cylinder, the letters “M.W.P.” shall be read as meaning a pressure equal to the maximum working pressure of the boiler to which the machinery of which the cylinder forms a part is connected.

Compression ignition engines.

170.—(1.) A cylinder liner of a compression ignition engine in a ship shall be capable of withstanding an hydraulic pressure of one hundred pounds per square inch.

(2.) A cooling passage of a cylinder, cover or other fluid-cooled part of a compression ignition engine in a ship shall be capable of withstanding an hydraulic pressure of thirty pounds per square inch.

Machinery operated by oil with high flash point not to be fitted.

171. Except as provided in paragraph (b) of sub-regulation (1.) of regulation 100 of these Regulations, machinery, or a boiler, which is designed to be operated by means of oil fuel having a flash point of less than one hundred and fifty degrees Fahrenheit shall not be fitted in a ship.

Division 6.—Shafts.

Shafts.

172. A shaft in a ship shall be so designed and constructed as to withstand the maximum working stresses to which it may be subjected with a factor of safety which is adequate having regard to—

(a) the material of which it is constructed;

(b) the service for which it is intended; and

(c) the type of engine by which it is, or will be, driven or of which it forms a part.

Division 7.—Air Pressure Systems.

Starting air compressors.

173. A ship which is propelled by compression ignition engines designed to be started by compressed air shall be provided with at least two starting air compressors, each of which shall be of efficient design and of sufficient strength and capacity for the service for which it is intended.

Hydraulic pressure test for cylinder.

174. A cylinder forming part of an air compressor in a ship shall be capable of withstanding an hydraulic pressure equal to the maximum working pressure of the cylinder multiplied by two.

Hydraulic pressure test for cooling coil.

175. A cooling coil of a stage forming part of an air compressor in a ship shall be capable of withstanding an hydraulic pressure equal to the maximum working pressure of the stage multiplied by two.

Hydraulic pressure test for cooling passages and cooler casings.

176. A cooling passage, or cooler casing, of an air compressor in a ship shall be capable of withstanding an hydraulic pressure of thirty pounds per square inch.

Relief valves.

177. A relief valve shall be fitted in the high pressure discharge from an air compressor in a ship and a relief valve or safety diaphragm shall be fitted on the casing of the high pressure cooler of an air compressor in a ship.

Additional starting air compressor.

178. Where none of the starting air compressors provided in a ship in accordance with regulation 173 of these Regulations can be put into operation without a supply of compressed air, there shall be provided in the ship, in addition to those compressors, a starting air compressor which can be put into operation without a supply of compressed air.

Air receivers required.

179.—(1.) A ship which is propelled by compression ignition engines designed to be started by compressed air shall be provided with at least two air receivers.

(2.) The aggregate capacity of the air receivers provided in a ship in accordance with the last preceding sub-regulation shall be such that they are capable of holding enough compressed air to start each of the main engines of the ship—

(a) where the engines are reversible—twelve times; or

(b) in any other case—six times.

Air receiver to withstand maximum working stresses.

180. An air receiver in a ship shall be so designed and constructed as to withstand the maximum working stresses to which it may be subjected with a factor of safety which is adequate having regard to—

(a) the design of the receiver;

(b) the material of which the receiver is constructed; and

(c) the working conditions under which the receiver is intended to be used.

Hydraulic pressure test for air receiver.

181.—(1.) Without limiting the generality of the last preceding regulation, an air receiver in a ship shall be capable of withstanding an hydraulic pressure equal to the pressure specified in the following table which is applicable to the receiver:—

(2.) In the application of the table in the last preceding sub-regulation in relation to a receiver, the letters “M.W.P.” shall be read as meaning a pressure equal to the maximum working pressure of the receiver.

Air bottle to be of efficient design, &c.

182. An air bottle in a ship—

(a) shall be of efficient design;

(b) shall be made of seamless steel tube with the ends of the bottle worked down from the tube or shall be of equally efficient construction;

(c) shall be annealed; and

(d) shall be capable of withstanding an hydraulic pressure equal to the maximum working pressure of the bottle multiplied by two.

Fittings for a receiver or bottle.

183. An air receiver or air bottle in a ship shall be fitted with—

(a) a means of access for purposes of inspection;

(b) a drain for the removal of oil and water;

(c) a relief valve to prevent overpressure; and

(d) where the air receiver or air bottle can be isolated from the relief valve—at least one fusible plug to discharge the contents of the air receiver or air bottle in the event of fire.

Air pressure pipe and fittings.

184. An air pressure pipe, or a filling connected to an air pressure pipe, in a ship—

(a) shall be capable of withstanding the maximum working stresses to which the pipe or fitting may be subject with a factor of safety which is adequate having regard to—

(i) the material of which the pipe or fitting is constructed; and

(ii) the working conditions under which the pipe or fitting is intended to be used; and

(b) without limiting the generality of the foregoing, shall be capable of withstanding an hydraulic pressure equal to the maximum working pressure of the pipe or fitting multiplied by two.

Air pressure pipe to be properly supported.

185. An air pressure pipe in a ship shall be properly supported.

Air pressure pipe to be free from oil, &c.

186. An air pressure pipe in a ship shall be so fitted—

(a) that the interior of the pipe is kept free from oil; and

(b) that—

(i) the passage of flame from the cylinders of the engine to which the pipe is connected to the pipe is prevented; or

(ii) the pipe is protected from the effects of an internal explosion.

Reducing valve, &c., to be fitted to air pressure pipe.

187. Where an air pressure pipe in a ship may receive air from any source at a higher pressure than it can withstand with an adequate factor of safety, the pipe shall be fitted with—

(a) a reducing valve;

(b) a relief valve; and

(c) a pressure gauge.

Division 8.—Engine Cooling Systems.

Pumps to be provided for cooling water.

188. A ship which—

(a) is propelled by internal combustion machinery; or

(b) is provided with internal combustion engines for the maintenance of services essential for the safety of the ship or of persons on board the ship,

shall be provided with two pumps each of which shall be capable of supplying adequate cooling water to the machinery or engines, as the case may be, and to the oil coolers, if any, or the fresh water coolers, if any, fitted to the machinery or engines, as the case may be.

Strainers for sea-water suctions.

189. If direct sea-water cooling is provided in a ship for the machinery or engines referred to in the last preceding regulation, the suctions through which the sea water for cooling is drawn shall be provided with a strainer which can be cleaned without interrupting the supply of water.

Provision for inspecting cooling system, &c.

190. A cooling system for cooling the machinery or engines referred to in regulation 188 of these Regulations shall be so constructed—

(a) that the system may be inspected to see whether it is working properly; and

(b) that overpressure in the system or a part of the system is prevented.

Exhaust pipe, &c. to be cooled.

191. An exhaust pipe or silencer of an internal combustion engine in a ship shall be efficiently cooled or lagged.

Division 9.—Lubricating Oil Systems.

Pumps to be provided for circulating oil.

192. A ship in which oil for the lubrication of the main engines is circulated under pressure shall be provided with at least two pumps each of which shall be adequate for circulating the oil.

Strainers.

193.—(1.) Strainers shall be provided in a ship for straining the oil for the lubrication of the main engines.

(2.) The strainers shall be such that they can be cleaned without interrupting the supply of the oil.

Provision for inspecting lubricating system.

194.—(1.) The lubrication system for the main engines of a ship shall be so constructed—

(a) that the system may be inspected for the purpose of ascertaining whether it is working properly; and

(b) that overpressure in the system or a part of the system is prevented.

(2.) If the means of preventing overpressure is a relief valve, the valve shall be in close circuit.

Division 10.—Oil-fuel Installation (Boilers and Machinery).

Definition.

195. In this Division “oil-fuel tank” includes an oil-fuel storage tank, an oil-fuel settling tank, an oil-fuel service tank or an oil-fuel overflow tank.

Application.

196. This Division applies to ships propelled by means of oil-fired boilers or internal combustion machinery.

Double-bottom compartment to be fitted with a watertight centre division.

197. Where a double-bottom compartment in a ship, not being a compartment situated at the extreme forward or after end of the ship, is appropriated for the storage of oil fuel, the compartment shall be fitted with a watertight centre division.

Oil-fuel tanks.

198. An oil-fuel tank in a ship—

(a) shall be properly constructed;

(b) shall be provided with save-alls or gutters capable of catching any oil which may leak from the tank;

(c) shall not be situated directly above a boiler or other heated surface; and

(d) shall be capable of withstanding—

(i) where the tank is a storage tank or service tank—an hydraulic pressure equal to that of a head of water one foot greater than the greatest head to which the tank may be subject when in service; or

(ii) where the tank is a settling tank—an hydraulic pressure equal to the pressure of a head of water one foot greater than the greatest head to which the tank may be subject when in service or a pressure of fifteen pounds per square inch, whichever is the greater.

Oil-fuel tanks, &c., to be isolated from water-ballast tanks, &c.

199. The tanks and pipes appropriated for the carriage of oil fuel in a ship shall be effectively isolated from the tanks and pipes appropriated for the carriage of water ballast in the ship.

Transfer of oil fuel from one tank to another.

200. The oil-fuel tanks in a ship shall be so provided with pumps and so connected together that oil fuel in a storage tank or settling tank may be transferred into any other storage tank or settling tank appropriated for oil fuel.

Escape of oil overboard to be prevented.

201. The system of oil-fuel tanks and pumps and the pipes connecting them by which oil is stored or moved about from place to place in a ship shall be so constructed as to prevent the escape overboard from that system of oil fuel.

Coffer dam to be fitted.

202. Where a tank appropriated for the storage of fresh water in a ship is adjacent to a tank appropriated for the storage of oil fuel, a coffer dam capable of preventing oil fuel which may be stored in the last-mentioned tank from contaminating water which may be stored in the first-mentioned tank shall be fitted.

Sounding equipment for oil-fuel tank.

203. An oil-fuel tank in a ship shall be fitted with equipment for sounding the tank.

Equipment to prevent overpressure in an oil-fuel tank.

204.—(1.) An oil-fuel tank in a ship shall be so fitted as to prevent overpressure in the tank.

(2.) An air pipe shall be led from an oil-fuel tank in a ship to the open air.

(3.) An air pipe referred to in the last preceding sub-regulation—

(a) shall be fitted with a detachable wire gauze diaphragm;

(b) shall have its outlet in such a position that there will be no danger of fire or explosion resulting from the emergence of oil vapour from the pipe when the tank from which the pipe is led is being filled; and

(c) when the pipe serves as an overflow pipe—shall have its outlet so constructed that the overflow will not run into or near a boiler room, galley or other place in which it might be ignited.

Drain to be of self-closing type.

205. A drain which is provided in a ship for the purpose of removing water from oil fuel in a storage or settling tank or separator shall be of the self-closing type.

Oil-fuel filling stations.

206. An oil-fuel filling station in a ship—

(a) shall be isolated from other spaces in the ship; and

(b) shall be drained and ventilated.

Oil-filling pipe lines.

207. An oil-filling pipe line in a ship shall be so constructed as to prevent overpressure in the pipe line.

Oil pressure pipes.

208.—(1.) An oil pressure pipe in a ship shall be made of seamless steel.

(2.) Where an oil pressure pipe in the boiler room or the engine room of a ship is to be used for conveying heated oil, the pipe shall be placed in a conspicuous and well-lighted position above the platforms.

(3.) An oil pressure pipe in a ship or a joint in, or a fitting connected to, that pipe shall be capable of withstanding an hydraulic pressure equal to—

(a) a pressure of fifty pounds per square inch; or

(b) the maximum working pressure of the pipe, joint or fitting, as the case may be, multiplied by two,

whichever is the greater.

Oil pipes other than oil pressure pipes.

209.—(1.) An oil pipe, other than an oil pressure pipe, in a ship—

(a) shall be made of steel; and

(b) shall be led at such a height above the inner bottom, if any, of the ship as will permit the pipe to be inspected and repaired.

(2.) An oil pipe, other than an oil pressure pipe, in a ship or a joint in, or a fitting connected to, such a pipe shall be capable of withstanding an hydraulic pressure equal to—

(a) a pressure of fifty pounds per square inch; or

(b) the maximum working pressure of the pipe, joint or fitting, as the case may be, multiplied by two,

whichever is the greater.

Steam-heating pipes.

210.—(1.) Where a steam-heating pipe in a ship may come into contact with oil, the pipe shall be made of steel.

(2.) A pipe referred to in the last preceding sub-regulation or a joint in such a pipe shall be capable of withstanding an hydraulic pressure equal to the maximum working pressure of the pipe or joint, as the case may be, multiplied by two.

Suction pipe to be fitted with valve, &c.

211.—(1.) A suction pipe from an oil-fuel tank situated above the inner bottom of a ship shall be fitted with a valve or cock secured to each tank to which the pipe is connected.

(2.) A valve or cock referred to in the last preceding sub-regulation shall be capable of being closed both from the compartment in which it is situated and from a position outside that compartment which is readily accessible and not likely to be cut off in the event of fire in that compartment.

Oil-fuel levelling pipe to be fitted with valve, &c.

212.—(1.) An oil-fuel levelling pipe within a boiler room or engine room in a ship shall be fitted with a valve or cock secured to each tank to which the pipe is connected.

(2.) A valve or cock referred to in the last preceding sub-regulation shall be capable of being closed or opened from a position above the bulkhead deck of the ship, being a position which is readily accessible and not likely to be cut off by a fire in the compartment in which the pipe to which the valve or cock is fitted is situated.

Oil-tank filling pipe to be tilted with non-return valve, &c.

213. Where an oil-tank filling pipe in a ship is connected to an oil-fuel tank at a point other than a point at or near the top of the tank, the pipe shall be fitted with—

(a) a non-return valve; or

(b) a valve or cock secured to the tank and capable of being closed both from the compartment in which the valve or cock, as the case may be, is situated and from a position outside that compartment which is readily accessible and not likely to be cut off in the event of fire in that compartment.

Master valve at furnace fronts.

214.—(1.) The master valve at the furnace fronts in a ship, being the valve which controls the supply of oil fuel to the sets of burners in the furnaces—

(a) shall be of a quick-closing type;

(b) shall be fitted in a conspicuous position; and

(c) shall be readily accessible.

(2.) Provision shall be made to prevent oil from being supplied to a burner in a furnace of a ship unless the burner has been correctly coupled up to the oil-supply line.

Oil-fuel valves.

215. A valve provided for use in connexion with the oil-fuel installation in a ship shall be so designed and constructed as to prevent the cover of the valve chest being slackened back or loosened when the valve is operated.

Oil-fuel pumps.

216.—(1.) A pump provided for use in connexion with the oil-fuel system of a ship shall be separate from the feed pumps, bilge pumps or ballast pumps of the ship and from the connexions of any of those pumps.

(2.) A pump referred to in the last preceding sub-regulation shall be provided with a relief valve in close circuit.

Oil-fuel pressure pumps, &c.

217. An oil-fuel pressure pump, or an oil-fuel transfer pump, in a ship shall be capable of being stopped from a position outside the compartment in which the pump is situated.

Oil-fuel units to be provided.

218. A ship shall be provided with at least two oil-fuel units, each comprising a pressure pump, filters and a heater, which shall be of efficient design and substantial construction.

Overpressure in oil-fuel unit.

219.—(1.) An oil-fuel unit provided in a ship in accordance with the last preceding regulation shall be fitted with a device to prevent overpressure in any part of the unit.

(2.) A relief valve fitted to prevent overpressure in the heater of an oil-fuel unit in a ship shall be in close circuit.

Hydraulic pressure test for oil-fuel unit parts.

220. A part of an oil-fuel unit in a ship, being a part which is subject to oil pressure, or a joint of such a part, shall be capable of withstanding an hydraulic pressure equal to—

(a) a pressure of four hundred pounds per square inch; or

(b) the maximum working pressure of the part or joint, as the case may be, multiplied by two,

whichever is the greater.

Exhaust drains where steam is used for treating oil fuel.

221. Where steam is to be used for heating oil fuel in a bunker, tank, heater or separator in a ship, the ship shall be provided with an exhaust drain capable of discharging the water of condensation into an observation tank.

Save-alls or gutters under oil-fuel pump, &c.

222.—(1.) An oil-fuel pump, a filter or a heater in a ship shall be provided with a save-all or gutter situated under it and capable of catching any oil which may leak or be spilled from it.

(2.) Provision shall be made to prevent escaped oil from coming into contact with a boiler or other heated surface.

Save-alls and gutters in way of furnace mouths.

223. A ship shall be provided in way of the furnace mouths in the ship with a save-all or gutter capable of catching any oil which may escape from a burner in a furnace.

Oil-fuel separators.

224. An oil-fuel separator in a ship—

(a) shall be of efficient design and substantial construction; and

(b) shall be so constructed as to prevent the discharge of oil vapour from the separator into a confined space; and

(c) shall, if operated under pressure, be fitted with a device to prevent overpressure in any part.

Dampers fitted to funnels, &c., to be capable of being secured in open position.

225. Where dampers are fitted to a funnel or boiler in a ship designed to be propelled by means of oil-fired boilers—

(a) the dampers shall be so constructed that they may be secured in the open position; and

(b) the ship shall be provided with an indicator capable of showing whether the dampers are open or shut.

Division 11.—Oil-fuel Installations (Cooking Ranges).

Flash point for oil fuel for cooking ranges.

226. The burners in a cooking range in a ship, being burners designed to be operated by means of oil fuel, shall be designed to be operated by means of oil fuel having a flash point of not less than one hundred and fifty degrees Fahrenheit.

Oil supply for cooking ranges.

227.—(1.) Where the burners in a cooking range in a galley in a ship are supplied with oil fuel from an oil tank—

(a) the tank shall be situated outside the galley; and

(b) the supply of oil to the burners shall be capable of being controlled from a position outside the galley.

(2.) An oil tank referred to in the last preceding sub-regulation—

(a) shall be provided with an air pipe leading to the open air;

(b) shall be fitted with a device to prevent overpressure in the tank; and

(c) shall be so connected to the oil-fuel tank system in the ship that the oil tank may be filled with oil fuel from that system.

(3.) An air pipe referred to in the last preceding sub-regulation—

(a) shall be so placed that there will be no danger of fire or explosion resulting from the emergence of oil vapour from the pipe when the tank to which the pipe is connected is being filled; and

(b) shall be fitted with a detachable wire gauze diaphragm.

Division 12.—Ventilation.

Space for oil-fuel tank to be ventilated.

228. A space in a ship in which an oil-fuel tank, or a part of an oil-fuel installation, is situated shall be adequately ventilated.

Division 13.—Stores, Spare Gear and Tools.

Stores, &c.

229. The master or owner of a ship shall not take the ship to sea or permit the ship to be taken to sea unless there is provided on the ship such stores, spare gear and tools as are sufficient, having regard to the intended service of the ship, to enable running repairs to the boilers and machinery of the ship to be made while the ship is at sea.

Penalty: One hundred pounds.

Division 14.—Means for Reversing Propelling Machinery.

Means for reversing propelling machinery.

230. The means for reversing the propelling machinery of a ship shall be sufficiently rapid in operation to enable the ship to be properly handled.

Part VII.—Miscellaneous.

Means of escape.

231. In each portion of a between decks in a ship which is above the bulkhead deck and falls within—

(a) where the ship is sub-divided into main vertical zones—one of those zones; or

(b) where the Minister has exempted the ship from that requirement—one of the zones approved by the Minister for the purposes of this regulation,

there shall be provided two means of escape, one of which shall give access to a stairway and each of which shall lead to the lifeboat embarkation deck and also, in the case of a Class II. ship or a Class III. ship, to an open deck of sufficient area to allow the assembly of all persons on the ship.

Guard rails, stanchions and bulwarks.

232.—(1.) Bulwarks, or guard rails supported by stanchions, so placed designed and constructed, and of such a height above the deck, as will prevent a person accidentally falling over the side of the deck, shall be provided in a ship on every deck to which any person has access.

(2.) A freeing port in a bulwark provided on a ship in accordance with the last preceding sub-regulation shall be fitted with a grid or bars which will prevent any person from falling through the port.

Alternative construction, &c.

233. Where the Minister is satisfied that, although the construction of the hull or machinery of a ship, the equipment provided in a ship or other provision made in a ship is not in accordance with a requirement of these Regulations, the construction of, or the equipment or provision in, the ship is, nevertheless, as effective as the construction, equipment or provision required by these Regulations, the Minister may exempt the ship from the requirement.

THE SCHEDULES.

FIRST SCHEDULE. Regulation 7 (1.)

CALCULATION OF MAXIMUM LENGTH OF WATERTIGHT COMPARTMENTS.

1. General. (1.) For the purposes of this Schedule, unless the contrary intention appears—

(a) all linear measurements shall be in feet; and

(b) all volumes shall be in cubic feet and shall be calculated from measurements taken to moulded lines.

(2.) In this Schedule—

(a) the symbol “L” denotes the length of the ship;

(b) “passenger spaces” includes galleys, laundries and other similar spaces provided for the service of passengers, in addition to space provided for the use of passengers.

2. Permissible Length. Subject to paragraph 6 of this Schedule, the length of a compartment shall not exceed its permissible length. The permissible length of a compartment having its centre at any point shall be the product of the floodable length at that point and the factor of sub-division of the ship.

First Schedule—continued.

3. Assumptions of Permeability. The assumptions of permeability which shall be taken into account in determining the floodable length at any point in a ship shall be as follows:—

(a) Machinery space—

(i) In the case of a ship not propelled by internal combustion engines, the assumed average permeability throughout the machinery space shall be determined by the following formula:—

a = volume of the passenger spaces and crew spaces below the margin line within the limits of the machinery space;

c = volume of the between deck spaces below the margin line within the limits of the machinery space which are appropriated to cargo, coal or stores; and

v = volume of the machinery space below the margin line.

(ii) In the case of a ship propelled by interal combustion engines, the average permeability throughout the machinery space shall be taken as 5 greater than that given by the aforesaid formula.

(iii) In any case in which the average permeability throughout the machinery space, as determined by detailed calculation, is less than that given by the formula set out above, the calculated value may be substituted. For the purposes of such calculation, the permeability of passenger spaces and crew spaces shall be taken to be 95, that of all spaces appropriated for cargo, coal or stores shall be taken to be 60, and that of double-bottom, oil-fuel and other tanks forming part of the structure of the ship shall be taken to be 95 or such lesser figure as the Minister may approve in the case of that ship.

(b) Portions before and abaft the machinery space:—

(i) The assumed average permeability throughout the portions of the ship before and abaft the machinery space shall be determined—

(a) by the following formula:—

a = volume of the passenger spaces and crew spaces which are situated below the margin line before or abaft the machinery space, as the case may be; and

v = volume of the portion of the ship below the margin line before or abaft the machinery space, as the case may be; or

(b) if the Minister so determines in the case of the ship at any time not later than forty days after a surveyor has received a plan of the ship showing the watertight sub-division of the ship—by detailed calculation for the purpose of which the permeability of spaces shall be assumed to be as follows:—

(ii) For the purposes of this paragraph, a space within a passenger space or crew space shall be deemed to be a part of that passenger space or crew space unless it is appropriated for other purposes and is enclosed by permanent steel bulkheads.

First Schedule—continued.

4. Factor of Sub-division. (1.) Subject to the next succeeding sub-paragraph and sub-paragraph (5.) of this paragraph, in the case of a ship the length of which is 430 feet or more, the factor of sub-division F shall be determined by the following formula:—

where A and B are respectively determined in accordance with the provisions of subparagraph (6.) of this paragraph and Cs is the criterion numeral determined in accordance with the provisions of paragraph 6 of this schedule.

(2.) Where, in the case of a ship referred to in the last preceding sub-paragraph, the factor F is less than .4 and the Minister is satisfied that it is impracticable to apply the Factor F in determining the permissible length of a compartment appropriated for machinery, the Minister may allow an increased factor not exceeding .4 to be applied to that compartment.

(3.) Subject to the provisions of sub-paragraph (5.) of this paragraph, in the case of a ship the length of which is less than 430 feet but not less than 260 feet having a criterion numeral of not less than

(hereinafter in this paragraph referred to as S), the factor of subdivision F shall be determined by the following formula:—

where B is the factor determined in accordance with the provisions of sub-paragraph (6.) of this paragraph and Cs is the criterion numeral determined in accordance with the provisions of paragraph 5 of this Schedule.

(4.) In the case of a ship the length of which is less than 430 feet but not less than 260 feet and having a criterion numeral less than S, or in the case of a ship the length of which is less than 260 feet, the factor of sub-division shall be unity.

(5.) In the case of a ship of any length which is intended to carry a number of passengers exceeding 12 but not exceeding

whichever is the lower, the factor of sub-division shall be determined in the manner provided in the last preceding sub-paragraph.

(6.) For the purposes of this paragraph, the factors A and B shall be determined by the following formulae:—

5. Criterion of Service. The criterion numeral for a ship shall be determined by the following formulae:—

when P1 is greater than P

and in all other cases

where

Cs = the criterion numeral;

M = the volume of the machinery space, with the addition thereto of the volume of any permanent oil-fuel bunkers which may be situated above the inner bottom and before or abaft the machinery space;

P = the volume of the passenger spaces and crew spaces below the margin line;

V = the volume of the ship below the margin line;

N = number of passengers which the ship is intended to carry; and

P1 = .6LN,

but so that—

(a) where the value of .6LN is greater than the sum of P and the whole volume of the passenger spaces above the margin line, the figure to be taken as Pi shall be that sum or .4LN, whichever is the greater;

(b) values of Cs less than 23 shall be taken as 23; and

(c) values of Cs greater than 123 shall be taken as 123.

First Schedule—continued.

6. Special Rules for Subdivision. (1.) Compartments exceeding the permissible length:—

(a) A compartment may exceed its permissible length provided that the combined length of each pair of adjacent compartments to which the compartment in question is common does not exceed either the floodable length or twice the permissible length, whichever is the less.

(b) If one compartment of either of the pairs of adjacent compartments is situated inside the machinery space, and the other compartment of the pair is situated outside the machinery space, the combined length of the two compartments shall be adjusted in accordance with the mean average permeability of the two portions of the ship in which the compartments are situated.

(c) Where the lengths of two adjacent compartments are governed by different factors of sub-division the combined length of the two compartments shall be determined proportionately.

(d) Where in any portion of the ship watertight bulkheads are carried to a higher deck than in the remainder of the ship, separate margin lines may be used for calculating the floodable length of that portion of the ship if—

(i) the two compartments adjacent to the resulting step in the bulkhead deck are each within the permissible length corresponding to their respective margin lines and, in addition, their combined length does not exceed twice the permissible length determined by reference to the lower margin line of such compartments; and

(ii) the sides of the ship are extended throughout the ship’s length to the deck corresponding to the uppermost margin line and all openings in the shell plating below that deck throughout the length of the ship comply with the requirements of Division 11 of Part II. of these Regulations as if they were openings below the margin line.

(2.) Additional sub-division at forward end:—In ships 430 feet in length and upwards, the watertight bulkhead next abaft the collision bulkhead shall be fitted at a distance from the forward perpendicular which is not greater than the permissible length appropriate to a compartment bounded by the forward perpendicular and the bulkhead.

(3.) Steps in bulkheads:—If a watertight bulkhead is stepped, it shall comply with one of the following conditions:—

(a) In ships having a factor of sub-division not greater than .9, the combined length of the two compartments separated by such bulkhead shall not exceed 90 per centum of the floodable length or twice the permissible length, whichever is the less. In ships having a factor of subdivision greater than .9, the combined length of the two compartments shall not exceed the permissible length.

(b) Additional sub-division is provided in way of the step to maintain the same measure of safety as that secured by a plane bulkhead.

(c) The compartment over which the step extends does not exceed the permissible length corresponding to a margin line taken 3 inches below the step.

(4.) Recesses in bulkheads:—If any part of a recess lies outside vertical surfaces on both sides of the ship situated at a distance from the shell plating equal to one-fifth of the breadth of the ship and measured at right angles to the centre line at the level of the deepest sub-division load water-line, the whole of the recess shall be deemed to be a step in a bulkhead for the purposes of the last preceding sub-paragraph.

(5.) Equivalent plane bulkheads:—Where a watertight bulkhead is recessed or stepped an equivalent plane bulkhead shall be assumed in determining the sub-division.

(6.) Minimum spacing of bulkheads:—If the distance between two adjacent watertight bulkheads, or their equivalent plane bulkheads, or the distance between transverse planes passing through the nearest stepped portions of the bulkheads, is less than .03L + 10 feet, or 35 feet, or .1L, whichever is the least, only one of those bulkheads shall be regarded as forming part of the sub-division of the ship.

(7.) Allowance for local sub-division:—Where in any ship a main transverse watertight compartment contains local sub-division and the Minister is satisfied that, after any assumed side damage extending over a length of .03L + 10 feet, or 35 feet, or .1L, whichever is the least, the whole volume of the main compartment will not be flooded, a proportionate allowance may be made in the permissible length otherwise required for such compartment. In such a case, the volume of effective buoyancy assumed on the undamaged side shall not be greater than that assumed on the damaged side.

SECOND SCHEDULE.

Regulation 16 (2.).

STABILITY IN DAMAGED CONDITION.

1. Calculations of Stability in Damaged Condition. The sufficiency of intact stability of a ship shall be determined by calculation which has regard to the design and construction of the ship and the damaged compartments and is in accordance with the following assumptions:—

(a) The ship shall be assumed to be in the worst condition as regards stability which is likely to be experienced having regard to the intended service of the ship.

(b) The volume permeabilities and surface permeabilities shall be assumed to be as follows:—

(c) The minimum extent of damage shall be assumed to be as follows:—

(i) Longitudinal extent … 10 feet plus 3 per centum of the length of the ship, or 35 feet, or 10 per centum of the length of the ship, whichever is the least.

(ii) Transverse extent … 20 per centum of the breadth of the ship (measured inboard from the ship’s side at right angles to the centre line at the level of the deepest sub-division load water-line).

(iii) Vertical extent … from the top of the double bottom up to the margin line.

(iv) If any damage of lesser extent than that indicated in the foregoing sub-clauses (i), (ii) and (iii) would result in a more severe condition regarding heel or loss of metacentric height, that damage shall be assumed for the purpose of the calculation.

(d) Where the ship is fitted with decks, inner skins or longitudinal bulkheads of sufficient tightness to restrict the flow of water, regard shall be had to such restrictions in the calculation.

2. Sufficiency of Stability in Damaged Condition. The intact stability of the ship shall be deemed to be sufficient if the calculation referred to above shows that, after the assumed damage and after equalization measures have been taken, the final condition of the ship is as follows:—

(a) in the event of symmetrical flooding—the metacentric height is positive; or

(b) in the event of unsymmetrical flooding—

(i) the heel does not exceed seven degrees; and

(ii) the margin line is not submerged.

THIRD SCHEDULE.

Regulation 19.

CONSTRUCTION OF WATERTIGHT BULKHEADS, ETC.

Part I.

1. Applications. This part applies to Class I. ships.

2. Strength and Construction. (1.) Every bulkhead and other portion of the internal surface structure forming part of the watertight sub-division of the ship shall be of such strength and so constructed as to be capable of supporting, with an adequate margin of resistance, the pressure due to a head of water up to the margin line.

(2.) Every such bulkhead and portion shall be constructed of mild steel and, if of riveted construction, shall comply with the requirements of paragraphs 3 to 7 inclusive of this Schedule and, if of welded construction, shall not be of less strength, stiffness or efficiency than if it had been riveted and had complied with such requirements.

3. Bulkheads. (1.) Every bulkhead required by these Regulations to be watertight shall be constructed with plating of thicknesses not less than those indicated in Table 1 of Part III. of this Schedule. If a bulkhead is at the end of a stokehold space in a coal-burning ship, the lower part of the bulkhead plating to a height of at least 24 inches above the stokehold floor shall be at least .1 inch thicker than is required by that Table. If a bulkhead is at the end of a coal-bunker space, the lowest strake thereof shall be at least 36 inches high and .1 inch thicker than is required by that Table. In all other bulkheads the lowest strake shall be at least .04 inch thicker than is required by that Table and any limber plates shall be at least .1 inch thicker.

(2.) Every boundary angle shall be at least .1 inch thicker than the thickness required by that Table for the bulkhead plating to which it is attached.

(3.)—(a) Except as provided in Table 3 of Part III. of this Schedule, every such bulkhead shall be fitted with stiffeners which shall have brackets or lug end connexions. If the stiffeners are spaced 30 inches apart, they shall comply with such of the specifications in Tables 2 and 3 of that Part as apply to them in the circumstances, but other forms of stiffeners may be used if they afford not less strength and stiffness than the stiffeners indicated in those Tables. If any stiffeners are spaced otherwise than 30 inches apart on such a bulkhead, their strength and stiffness shall be increased or decreased, as the case may be, in direct proportion to their distance apart. Stiffeners shall not be spaced more than 24 inches apart on a collision bulkhead, or more than 36 inches apart on any other bulkhead.

(b) The lower end of each stiffener shall be attached to the shell plating, to the inner bottom plating or to horizontal plating which shall support it properly.

(c) At each deck level which forms the top of a system of stiffeners plating shall be so provided as to ensure horizontal rigidity in the bulkhead.

(d) In the case of bracketed hold stiffeners, the lower bracket or its connecting angle shall extend over the floor adjacent to the bulkhead and the upper bracket shall be connected to an angle which extends over the beam space, or other equally effective means shall be adopted for securing structural rigidity.

(e) Where stiffeners are cut in way of watertight doors in the lower part of a bulkhead, the opening shall be properly framed and bracketed, and a tapered web plate or buttress, stiffened on its edge, shall be fitted at each side of the door from the base of the bulkhead to above the door opening.

(f) All brackets, lugs and other end connexions for stiffeners shall comply with the requirements of Table 4 of Part III. of this Schedule.

(4.)—(a) The rivets in seams and connexions of plating and boundary bars of all watertight bulkheads shall be spaced not more than 4½ diameters apart centre to centre, except in the case of the flange of a boundary angle, being the flange connected to the inner bottom plating, shell plating or deck plating, in which case they shall be spaced 5 diameters apart centre to centre.

(b) Boundary angles fitted more than 35 feet below the bulkhead deck shall be double riveted in both flanges except on parts of a bulkhead within a double bottom, and the vertical connexion of plates so fitted shall be double riveted.

Third Schedule—continued.

(c) The rivets connecting stiffeners, being stiffeners having bracket end connexions, to bulkhead plating shall be spaced not more than 7 diameters apart centre to centre. Any other stiffener shall be connected to the bulkhead plating by rivets spaced not more than 4 diameters apart centre to centre for 15 per centum of the length of the stiffener at each end and not more than 7 diameters apart centre to centre elsewhere.

(d) Where frames or beams pass through a bulkhead required by these Regulations to be watertight, the bulkhead shall be made watertight without the use of wood or cement.

4. Watertight Decks, Steps and Flats. (1.) The horizontal plating of decks, steps and flats required by these Regulations to be watertight shall be at least .04 inch thicker than that required for watertight bulkheads at corresponding levels.

(2.) The beams of such decks, steps and flats shall be of sizes indicated for stiffeners spaced 30 inches apart in Table 3 of Part III. of this Schedule, but beams divided into portions which are bracketed at each end may be of the sizes indicated for such stiffeners in Table 2 of Part III. of this Schedule. If any beams are spaced otherwise than 30 inches apart, their strength and stiffness shall be increased or decreased, as the case may be, in direct proportion to their distance apart.

For the purposes of those Tables, the greatest distance between the points of support shall be deemed to be the length of the beam, except that, if a beam is bracketed, the length of the beam for the purposes of Table 3 shall be reduced by the width of the brackets. The distance from the bulkhead deck to the deck, step or flat concerned, minus half the length of the beam, shall be deemed to be the height for the purposes of those Tables.

(3.) Adequate supports for such beams shall be provided by bulkheads, or by girders pillared where necessary, and the rivet connexions of the pillars shall be sufficient to withstand the load due to water pressure.

(4.) Where frames pass through a deck, step or flat required by these Regulations to be watertight, such deck, step or flat shall be made watertight without the use of wood or cement.

5. Watertight Recesses and Trunkways. Every recess and trunkway required by these Regulations to be watertight shall be so constructed as to provide strength and stiffness at all parts not less than that required for watertight bulkheads at a corresponding level.

6. Watertight Tunnels. (1.) Every tunnel required by these Regulations to be watertight shall be constructed with plating of thicknesses not less than those indicated in Table 1 of Part III. of this Schedule.

(2.) Every such tunnel shall be fitted with stiffeners which, if spaced 36 inches apart, shall comply with such of the specifications in Table 5 of Part III. of this Schedule as apply to them in the circumstances, except that other forms of stiffeners may be used if they afford not less strength and stiffness than the stiffeners indicated in that Table. If any stiffeners are spaced otherwise than 36 inches apart on such a tunnel their strength and stiffness shall be increased or decreased as the case may be in direct proportion to their distance apart. The feet of all stiffeners, however spaced, shall overlap the tunnel base angle, and shall be attached thereto.

7. Watertight Inner Skins. Every inner skin required by these Regulations to be watertight shall be of such strength and construction as will enable it to withstand a head of water up to the margin line.

Part II.

8. General. Subject to the modifications set forth in this Part, Part I. of this Schedule applies in relation to Class II. ships and Class III. ships in the same manner as it applies in relation to Class I. ships.

9. Bulkheads, &c. (1.) Every riveted portion of the ship’s internal structure required by these Regulations to be watertight shall be constructed as follows:—

(a) In ships not exceeding 150 feet in length—in accordance with Tables 1a, 2a, 3a, 4 and 5a of Part III. of this Schedule.

(b) In ships 250 feet in length and upwards—in accordance with Tables 1, 2, 3, 4 and 5 of Part III. of this Schedule.

(c) In ships between 150 feet and 250 feet in length—in a manner determined by interpolation between the two foregoing standards.

Third Schedule—continued

(2.) Watertight bulkheads in ships not exceeding 150 feet in length may, if the stiffeners comply with the specifications in Table 3b of Part III. of this Schedule, be fitted with stiffeners not having bracket or lug end connexions.

Part III.

TABLE 1.

(Paragraphs 3, 6 and 9 of this Schedule.)

Thicknesses of Bulkhead and Tunnel Plating.

Note to Table 1:—

If the stiffeners are spaced otherwise than is specified above, the thicknesses of the plating shall be such as will result in a strength equivalent to that resulting from the thicknesses and spacings specified above.

Third Schedule—continued.

TABLE 1a.

(Paragraph 9 of this Schedule.)

Thicknesses of Bulkhead and Tunnel Plating.

Note to Table 1a:—

If the stiffeners are spaced otherwise than is specified above, the thicknesses of the plating shall be such as will result in a strength equivalent to that resulting from the thicknesses and spacings specified above

Third Schedule—continued.

TABLE 2.

(Paragraphs 3, 4 and 9 of this Schedule.)

Sizes of Bulkhead Stiffeners spaced 30 inches apart and fitted with Bracket End Connexions at Top and Bottom in accordance with Table 4.

Third Schedule—continued.

Table 2—continued.

Sizes of Bulkhead Stiffeners spaced 30 inches apart and fitted with Bracket End Connexions at Top and Bottom in accordance with Table 4.

Third Schedule—continued.

Table 2—continued.

Sizes of Bulkhead Stiffeners spaced 30 inches apart and fitted with Bracket End Connexions at Top and Bottom in accordance with Table 4.

Third Schedule—continued.

Table 2—continued.

Sizes of Bulkhead Stiffeners spaced 30 inches apart and fitted with Bracket End Connexions at Top and Bottom in accordance with Table 4.

Third Schedule—continued.

Table 2—continued.

Sizes of Bulkhead Stiffeners spaced 30 inches apart and fitted with Bracket End Connexions at Top and Bottom in accordance with Table 4.