that it will withstand the maximum working stresses to which it may be subjected in all service conditions. Due consideration shall be given tothe type of engines by which it is driven or of which it forms part.
(5) Main propulsion machinery and, where applicable, auxiliary
machinery shall be provided with automatic shut-off arrangements in the
case of failures, such as lubricating oil supply failure, which could
lead rapidly to damage, complete breakdown or explosion. An advance alarm
shall also be provided so that warning is given before automatic shut-off
but the Administration may permit provisions for overriding automatic
shut-off devices. The Administration may also exempt vessels from the
provisions of this paragraph, giving consideration to the type of vesselor its specific service.
Regulation 43 Means of Going Astern
(1) Vessels shall have sufficient power for going astern to secure
proper control of the vessel in all normal circumstances.
(2) The ability of the machinery to reverse the direction of thrust of
the propeller in sufficient time and so to bring the vessel to rest within
a reasonable distance from maximum ahead service speed shall be
demonstrated at sea.
Regulation 44 Steam Boilers, Feed Systems and Steam Piping Arrangements
(1) Every steam boiler and every unfired steam generator shall be
provided with not less than two safety valves of adequate capacity.
Provided that the Administration may, having regard to the output or anyother features of any steam boiler or unfired steam generator, permit only
one safety valve to be fitted if satisfied that adequate protection
against overpressure is thereby provided.
(2) Every oil-fired steam boiler which is intended to operate without
manual supervision shall have safety arrangements which shut off the fuel
supply and give an alarm in the case of low water level, air supply
failure or flame failure.
(3) The Administration shall give special consideration to steam
boiler installations to ensure that feed systems, monitoring devices, and
safety provisions are adequate in all respects to ensure the safety of
boilers, steam pressure vessels and steam piping arrangements.
Regulation 45 Communication between the Wheelhouse and Machinery Space
Two separate means of communication between the wheelhouse and the
machinery space control platform shall be provided. One of the means shall
be an engine room telegraph except that in vessels of less than 45 metres
in length, where the propulsion machinery is directly controlled from the
wheelhouse, the Administration may accept means of communication other
than an engine room telegraph.
Regulation 46 Wheelhouse Control of Propulsion Machinery
(1) Where remote control of propulsion machinery is provided from the
wheelhouse, the following shall apply:
(a) under all operating conditions, including manoeuvring, the
speed, direction of thrust and, if applicable, the pitch of the propeller
shall be fully controllable from the wheelhouse;
(b) the remote control referred to in sub-paragraph (a) shall be
performed by means of a control device to the satisfaction of the
Administration with, where necessary, means of preventing overload of the
propulsion machinery;
(c) the main propulsion machinery shall be provided with an
emergency stopping device in the wheelhouse and independent from the
wheelhouse control system referred to in subparagraph (a);
(d) remote control of the propulsion machinery shall be possible
only from one station at a time: at any control station interlocked
control units may be permitted. There shall be at each station an
indicator showing which station is in control of the propulsion machinery.
The transfer of control between the wheelhouse and machinery spaces shall
be possible only in the machinery space or control room. On vessels of
less than 45 metres in length the Administration may permit the control
station in the machinery space to be an emergency station only, providedthat the monitoring and control in the wheelhouse is adequate;
(e) indicators shall be fitted in the wheelhouse for:
(i) propeller speed and direction in the case of fixed propellers;
(ii) propeller speed and pitch position in the case of
controllable pitch propellers; and
(iii) advance alarm as required in Regulation 42(5);
(f) it shall be possible to control the propulsion machinery
locally, even in the case of failure in any part of the remote control
system;
(g) unless the Administration considers it impracticable the
design of the remote control system shall be such that if it fails an
alarm will be given and the pre-set speed and direction of thrust will be
maintained until local control is in operation;
(h) special arrangements shall be provided to ensure that
automatic starting shall not exhaust the starting possibilities. An alarm
shall be provided to indicate low starting air pressure and shall be setat a level which will still permit main engine starting operations.
(2) Where the main propulsion and associated machinery including
sources of main electrical supply are provided with various degrees of
automatic or remote control and are under continuous manned supervision
from a control room, the control room shall be so designed, equipped andinstalled that the machinery operation will be as safe and effective as if
it were under direct supervision.
(3) In general, automatic starting, operational and control systems
shall include means for manually overriding the automatic means, even inthe case of failure of any part of the automatic and remote control
system.
Regulation 47 Air Pressure Systems
(1) Means shall be provided to prevent excess pressure in any part of
compressed air systems and wherever water-jackets or casings of air
compressors and coolers might be subjected to dangerous excess pressure
due to leakage into them from air pressure parts. Suitable pressure-relief
arrangements shall be provided.
(2) The main starting air arrangements for main propulsion internal
combustion engines shall be adequately protected against the effects of
backfiring and internal explosion in the starting air pipes.
(3) All discharge pipes from starting air compressors shall lead
directly to the starting air receivers and all starting pipes from the air
receivers to main or auxiliary engines shall be entirely separate from the
compressor discharge pipe system.
(4) Provision shall be made to reduce to a minimum the entry of oil
into the air pressure systems and to drain these systems.
Regulation 48 Arrangements for Fuel Oil, Lubricating Oil and
OtherFlammable Oils
(1) Fuel oil which has a flashpoint of less than 60 degrees celsius
(closed cup test) as determined by an approved flashpoint apparatus shall
not be used as fuel, except in emergency generators, in which case the
flashpoint shall be not less than 43 degrees celsius. Provided that the
Administration may permit the general use of fuel oil having a flashpoint
of not less than 43 degrees celsius subject to such additional precautions
as it may consider necessary and on condition that the temperature of the
space in which such fuel is stored or used shall not rise to within 10
degrees celsius below the flashpoint of the fuel.
(2) Safe and efficient means of ascertaining the amount of fuel oil
contained in any oil tank shall be provided. If sounding pipes are
installed, their upper ends shall terminate in safe positions and shall be
fitted with suitable means of closure. Tubular gauge glasses shall not be
fitted, but suitably protected gauges having flat glasses of substantial
thickness and self-closing fittings may be used. Other means of
ascertaining the amount of fuel oil contained in any fuel oil tank may be
permitted providing their failure or overfilling of the tanks will not
permit release of fuel.
(3) Provision shall be made to prevent overpressure in any oil tank or
in any part of the fuel oil system including the filling pipes. Relief
valves and air or overflow pipes shall discharge to a position and in a
manner which is safe.
(4) Subject to the satisfaction of the Administration, fuel oil pipes
which, if damaged, would allow oil to escape from a storage, settling or
daily service tank situated above the double bottom, shall be fitted with
a cock or valve on the tank capable of being closed from a safe positionoutside the space concerned in the event of a fire arising in the space in
which such tanks are situated. In the special case of deep tanks situated
in any shaft or pipe tunnel or similar space, valves on the tank shall be
fitted but control in the event of fire may be effected by means of an
additional valve on the pipe or pipes outside the tunnel or similar space.
If such additional valve is fitted in the machinery space it shall be
capable of being operated outside this space.
(5) Pumps forming part of the fuel oil system shall be separate from
any other system and the connexions of any such pumps shall be provided
with an efficient relief valve which shall be in closed circuit. Where
fuel oil tanks are alternatively used as liquid ballast tanks, proper
means shall be provided to isolate the fuel oil and ballast systems.
(6) No oil tank shall be situated where spillage or leakage therefrom
can constitute a hazard by falling on heated surfaces. Precautions shallbe taken to prevent any oil that may escape under pressure from any pump,
filter or heater from coming into contact with heated surfaces.
(7) (a) Fuel oil pipes and their valves and fittings shall be of steel
or other equivalent material, provided that restricted use of flexible
pipes may be permitted in positions where the Administration is satisfied
that they are necessary. Such flexible pipes and end attachments shall be
of adequate strength and shall, to the satisfaction of the Administration,
be constructed of approved fire-resistant materials or have
fire-resistant coatings.
(b) Where necessary, fuel oil and lubricating oil pipelines shall
be screened or otherwise suitably protected to avoid, as far as
practicable, oil spray or oil leakage on heated surfaces or into machinery
air intakes. The number of joints in piping systems shall be kept to a
minimum.
(8) As far as practicable, fuel oil tanks shall be part of the
vessel''s structure and shall be located outside machinery spaces of
Category A. Where fuel oil tanks, other than double bottom tanks, are
necessarily located adjacent to or within machinery spaces of Category A,
at least one of their vertical sides shall be contiguous to the machinery
space boundaries, and shall preferably have a common boundary with the
double bottom tanks where fitted and the area of the tank boundary common
with the machinery space shall be kept to a minimum. When such tanks aresited within the boundaries of machinery spaces of Category A they shallnot contain fuel oil having a flashpoint of less than 60 degrees celsius(closed cup test). In general, the use of free-standing fuel oil tanks
shall be avoided in fire hazard areas, and particularly in machinery
spaces of Category A. When free-standing fuel oil tanks are permitted,
they shall be placed in an oil-tight spill tray of ample size having a
suitable drain pipe leading to a suitably sized spill oil tank.
(9) The ventilation of machinery spaces shall be sufficient under all
normal conditions to prevent accumulation of oil vapour.
(10) The arrangements for the storage, distribution and use of oil
employed in pressure lubrication systems shall be to the satisfaction ofthe Administration. Such arrangements in machinery spaces of Category A
and, wherever practicable, in other machinery spaces shall at least comply
with the provisions of paragraphs (1), (3), (6) and (7) and in so far asthe Administration may consider necessary with paragraphs (2) and (4).
This does not preclude the use of sight flow glasses in lubrication
systems provided they are shown by test to have a suitable degree of fire
resistance.
(11) The arrangements for the storage, distribution and use of
flammable oils employed under pressure in power transmission systems other
than oils referred to in paragraph (10) in control and activating systems
and heating systems shall be to the satisfaction of the Administration. In
locations where means of ignition are present such arrangements shall atleast comply with the provisions of paragraphs (2) and (6) and with the
provisions of paragraphs (3) and (7) in respect of strength and
construction.
Regulation 49 Bilge Pumping Arrangements
(1) An efficient bilge pumping plant shall be provided which under all
practical conditions shall be capable of pumping from and draining any
watertight compartment which is neither a permanent oil tank nor a
permanent water tank whether the vessel is upright or listed. Wing
suctions shall be provided if necessary for that purpose. Arrangements
shall be provided for easy flow of water to the suction pipes. Provided
the Administration is satisfied that the safety of the vessel is not
impaired the bilge pumping arrangements may be dispensed with in
particular compartments.
(2) (a) At least two independently driven power bilge pumps shall be
provided, one of which may be driven by the main engine. A ballast pump or
other general service pump of sufficient capacity may be used as a powerdriven bilge pump.
(b) Power bilge pumps shall be capable of giving a speed of water
of at least 2 metres per second through the main bilge pipe which shall
have an internal diameter of at least:
_______
d=25+1.68 √L(B+D)
where: d is the internal diameter in millimetres, and L, B and D
are in metres.
(c) Each of the bilge pumps provided in accordance with this
Regulation shall be provided with a direct bilge suction, one of these
suctions drawing from the port side of the machinery space and the otherfrom the starboard side, except that in the case of a vessel of less than
75 metres in length only one bilge pump need be provided with a direct
bilge suction.
(d) No bilge suction shall have an inside diameter of less than 50
millimetres. The arrangement and sizing of the bilge system shall be such
that the full rated capacity of the pump specified above can be applied to
each of the watertight compartments located between the collision and
afterpeak bulkheads.
(3) A bilge ejector in combination with an independently driven high
pressure sea-water pump may be installed as a substitute for one
independently driven bilge pump required by paragraph (2) (a), provided
this arrangement is to the satisfaction of the Administration.
(4) In vessels where fish handling or processing may cause quantities
of water to accumulate in enclosed spaces, adequate drainage shall be
provided.
(5) Bilge pipes shall not be led through fuel oil, ballast or double
bottom tanks, unless these pipes are of heavy gauge steel construction.
(6) Bilge and ballast pumping systems shall be arranged so as to
prevent water passing from the sea or from water ballast spaces into holds
or into machinery spaces or from one watertight compartment to another.
The bilge connexion to any pump which draws from the sea or from water
ballast spaces shall be fitted with either a non-return valve or a cock
which cannot be opened simultaneously either to the bilges and to the sea
or to the bilges and water ballast spaces. Valves in bilge distribution
boxes shall be of a non-return type.
(7) Any bilge pipe piercing a collision bulkhead shall be fitted with
a positive means of closing at the bulkhead with remote control from theworking deck with an indicator showing the position of the valve provided
that, if the valve is fitted on the after side of the bulkhead and is
readily accessible under all service conditions, the remote control may be
dispensed with.
Regulation 50 Protection against Noise
Measures shall be taken to reduce the effects of noise upon personnel
in machinery spaces to levels satisfactory of the Administration.
Regulation 51 Steering Gear
(1) Vessels shall be provided with a main steering gear and an
auxiliary means of actuating the rudder to the satisfaction of the
Administration. The main steering gear and the auxiliary means of
actuating the rudder shall be arranged so that so far as is reasonable and
practicable a single failure in one of them will not render the other one
inoperative.
(2) Where the main steering gear comprises two or more identical power
units an auxiliary steering gear need not be fitted if the main steeringgear is capable of operating the rudder as required by paragraph (10) when
any one of the units is out of operation. Each of the power units shall be
operated from a separate circuit.
(3) The position of the rudder, if power operated, shall be indicated
in the wheelhouse. The rudder angle indication for power-operated steering
gear shall be independent of the steering gear control system.
(4) In the event of failure of any of the steering gear units an alarm
shall be given in the wheelhouse.
(5) Indicators for running indication of the motors of electric and
electrohydraulic steering gear shall be installed in the wheelhouse. Short
circuit protection, an overload alarm and a no-voltage alarm shall be
provided for these circuits and motors. Protection against excess current,
if provided, shall be for not less than twice the full load current of
the motor or circuit so protected, and shall be arranged to permit the
passage of the appropriate starting currents.
(6) The main steering gear shall be of adequate strength and
sufficient to steer the vessel at maximum service speed. The main steering
gear and rudder stock shall be so designed that they will not be damagedat maximum speed astern or by manoeuvring during fishing operations.
(7) The main steering gear shall, with the vessel at its maximum
permissible operating draught, be capable of putting the rudder over from
35 degrees on one side to 35 degrees on the other side with the vessel
running ahead at maximum service speed. The rudder shall be capable of
being put over from 35 degrees on either side to 30 degrees on the otherside in not more than 28 seconds, under the same conditions. The main
steering gear shall be operated by power where necessary to fulfil theserequirements.
(8) The main steering gear power unit shall be arranged to start
either by manual means in the wheelhouse or automatically when power is
restored after a power failure.
(9) The auxiliary means for actuating the rudder shall be of adequate
strength and sufficient to steer the vessel at navigable speed and capable
of being brought speedily into action in an emergency.
(10) The auxiliary means for actuating the rudder shall be capable of
putting the rudder over from 15 degrees on one side to 15 degrees on theother side in not more than 60 seconds with the vessel running at one half
of its maximum service speed ahead or 7 knots whichever is the greater.
The auxiliary means for actuating the rudder shall be operated by power
where necessary to fulfil these requirements.
(11) Electric or electrohydraulic steering gear in vessels of 75
metres in length and over shall be served by at least two circuits fed
from the main switchboard and these circuits shall be as widely separated
as possible.
Regulation 52 Engineers'' Alarm
In vessels of 75 metres in length and over an engineers'' alarm shall
be provided to be operated from the engine control room or at the
manoeuvring platform as appropriate, and shall be clearly audible in theengineers'' accommodation.
Regulation 53 Refrigeration Systems for Preservation of the Catch
(1) Refrigeration systems shall be so designed, constructed, tested
and installed as to take account of the safety of the systems considering
the degree of possible harm to persons from the refrigerant used and shall
be to the satisfaction of the Administration.
(2) Refrigerants to be used in refrigeration systems shall be to the
satisfaction of the Administration. However, methylchloride shall not be
used as a refrigerant.
(3) (a) Refrigerating installations shall be adequately protected
against vibration, shock, expansion, shrinkage, etc. and shall be
provided with an automatic safety control device to prevent a dangerous
rise in temperature and pressure.
(b) Refrigeration systems in which toxic or flammable refrigerants
are used shall be provided with drainage devices leading to a place where
the refrigerant presents no danger to the vessels or to persons on board.
(4) (a) Any space containing refrigerating machinery including
condensers and gas tanks utilizing toxic refrigerants shall be separatedfrom any adjacent space by gastight bulkheads. Any space containing the
refrigerating machinery including condensers and gas tanks shall be fitted
with a leak detection system having an indicator outside the space
adjacent to the entrance and shall be provided with an independent
ventilation system and a water spray system.
(b) When such containment is not practicable, due to the size of
the vessel, the refrigeration system may be installed in the machinery
space provided that the quantity of refrigerant used will not cause danger
to persons in the machinery space, should all the gas escape, and
provided that an alarm is fitted to give warning of a dangerous
concentration of gas should any leakage occur in the compartment.
(5) In refrigerating machinery spaces and refrigerating rooms, alarms
shall be connected to the wheelhouse or control stations or escape exitsto prevent persons being trapped. At least one exit from each such spaceshall be capable of being opened from the inside. Where practicable,
exits from the spaces containing refrigerating machinery using toxic or
flammable gas shall not lead directly into any accommodation spaces.
(6) Where any refrigerant harmful to persons is used in a
refrigeration system, at least two sets of breathing apparatus shall be
provided, one of which shall be placed in a position not likely to become
inaccessible in the event of leakage of refrigerant. Breathing apparatusprovided as part of the vessel''s fire-fighting equipment may be considered
as meeting all or part of this provision provided its location meets both
purposes. Where self-contained breathing apparatus is used, spare
cylinders shall be provided.
(7) Adequate guidance for the safe operation and emergency procedures
for the refrigeration system shall be provided by suitable notices
displayed on board the vessel.
PART C-ELECTRICAL INSTALLATIONS (See also Regulation 41)
Regulation 54 Main Source of Electrical Power
(1) (a) Where electrical power constitutes the only means of
maintaining auxiliary services essential for the propulsion and the safety
of the vessel, a main source of electrical power shall be provided whichshall include at least two generating sets, one of which may be driven by
the main engine. The Administration may accept other arrangements havingequivalent electrical capability.
(b) The power of these sets shall be such as to ensure the
functioning of the services referred to in Regulation 41 (6)(a), excluding
the power required in fishing activities, processing and preservation of
the catch, in the event of any one of these generating sets being stopped.
However, in vessels of less than 45 metres in length, in the event of any
one of the generating sets being stopped, it shall only be necessary to
ensure the functioning of services essential for propulsion and safety of
the vessel.
(c) The arrangement of the vessel''s main source of electrical
power shall be such that the services referred to in Regulation 41 (6)(a)
can be maintained regardless of the number of revolutions and direction of
the main propelling engines or shafting.
(d) Where transformers constitute an essential part of the supply
system required by this paragraph, the system shall be so arranged as toensure continuity of the supply.
(2) (a) The arrangement of the main lighting system shall be such that
a fire or other casualty in the space or spaces containing the main source
of electrical power, including transformers, if any, will not render the
emergency lighting system inoperative.
(b) The arrangement of the emergency lighting system shall be such
that a fire or other casualty in the space or spaces containing the
emergency source of electrical power, including transformers, if any,
will not render the main lighting system inoperative.
Regulation 55 Emergency Source of Electrical Power
(1) A self-contained emergency source of electrical power located, to
the satisfaction of the Administration, outside the machinery spaces shall
be provided and so arranged as to ensure its functioning in the event offire or other causes of failure of the main electrical installations.
(2) The emergency source of electrical power shall be capable, having
regard to starting current and the transitory nature of certain loads, of
serving simultaneously for a period of at least three hours:
(a) internal communication equipment, fire detecting systems and
signals which may be required in an emergency;
(b) the navigation lights if solely electrical and the emergency
lights:
(i) of launching stations and overside of the vessel;
(ii) in all alleyways, stairways and exits;
(iii) in spaces containing machinery or the emergency source of power;
(iv) in control stations; and
(v) in fish handling and fish processing spaces; and
(c) the operation of the emergency fire pump, if any.
(3) The emergency source of electrical power may be either a generator
or an accumulator battery.
(4) (a) Where the emergency source of electrical power is a generator,
it shall be provided both with an independent fuel supply and with
efficient starting arrangements to the satisfaction of the Administration.
Unless a second independent means of starting the emergency generator isprovided the single source of stored energy shall be protected to preclude
its complete depletion by the automatic starting system.
(b) Where the emergency source of electrical power is an
accumulator battery it shall be capable of carrying the emergency load
without recharging whilst maintaining the voltage of the battery
throughout the discharge period within plus or minus 12 per cent of its
nominal voltage. In the event of failure of the main power supply this
accumulator battery shall be automatically connected to the emergency
switchboard and shall immediately supply at least those services specified
in paragraph (2) (a) and (b). The emergency switchboard shall be provided
with an auxiliary switch allowing the battery to be connected manually, in
case of failure of the automatic connexion system.
(5) The emergency switchboard shall be installed as near as is
practicable to the emergency source of power and shall be located in
accordance with paragraph (1). Where the emergency source of power is a
generator, the emergency switchboard shall be located in the same place
unless the operation of the emergency switchboard would thereby be
impaired.
(6) An accumulator battery fitted in accordance with this Regulation,
other than batteries fitted for the radio transmitter and receiver in
vessels of less than 45 metres in length, shall be installed in a well
ventilated space which shall not be the space containing the emergency
switchboard. An indicator shall be mounted in a suitable place on the main
switchboard or in the machinery control room to indicate when the battery
constituting the emergency source of power is being discharged. The
emergency switchboard is to be supplied in normal operation from the main
switchboard by an inter-connector feeder which is to be protected at themain switchboard against overload and short circuit. The arrangement at
the emergency switchboard shall be such that the inter-connector feeder is
disconnected automatically at the emergency switchboard upon failure of
the main power supply, and for vessels of 45 metres in length and over
shall provide for automatic connexion of the emergency supply in the event
of such failure. When the system is arranged for feedback operation, theinter-connector feeder shall also be protected at the emergency
switchboard at least against short circuit.
(7) The emergency generator and its prime mover and any accumulator
battery shall be so arranged as to ensure that they will function at full
rated power when the vessel is upright and when rolling up to an angle of
22 1/2 degrees either way and simultaneously pitching 10 degrees by bow or
stern, or is in any combination of angles within those limits.
(8) The emergency source of electrical power and automatic starting
equipment shall be so constructed and arranged as to enable adequate
testing to be carried out by the crew while the vessel is in operating
condition.
Regulation 56 Precautions against Shock, Fire and Other Hazards
ofElectrical Origin*
[* See Precautions against Shock, Fire and Other Hazards of Electrical
Origin contained in Regulation 23 of the Recommendation Concerning
Regulations for Machinery and Electrical Installations in Passenger and
Cargo Ships adopted by the Organization by Resolution A.325(IX).]
(1) (a) Exposed permanently fixed metal parts of electrical machines
or equipment which are not intended to be "live", but which are liable
under fault conditions to become "live" shall be earthed (grounded)
unless:
(i) they are supplied at a voltage not exceeding 55 volts
direct current or 55 volts, root mean square, between conductors;
autotransformers shall not be used for the purpose of achieving this
alternative current voltage; or
(ii) they are supplied at a voltage not exceeding 250 volts by
safety isolating transformers supplying one consuming device only; or
(iii) they are constructed in accordance with the principle of
double insulation.
(b) Portable electrical equipment shall operate at a safe voltage,
exposed metal parts of such equipment which are not intended to have a
voltage but which may have such under fault conditions, shall be earthed.
The Administration may require additional precautions for portable
electric lamps, tools or similar apparatus for use in confined or
exceptionally damp spaces where particular risks due to conductivity mayexist.
(c) Electrical apparatus shall be so constructed and so installed
that it shall not cause injury when handled or touched in the normal
manner.
(2) Main and emergency switchboards shall be so arranged as to give
easy access as may be needed to apparatus and equipment, without danger to
attendants. The side and backs and, where necessary, the fronts of
switchboards, shall be suitably guarded. Exposed "live" parts having
voltages to earth exceeding a voltage to be specified by the
Administration shall not be installed on the front of such switchboards.There shall be non-conducting mats or gratings at the front and rear,
where necessary.
(3) (a) The hull return system of distribution shall not be used for
power, heating or lighting in vessels of 75 metres in length and over.
(b) The requirement of sub-paragraph (a) does not preclude, under
conditions approved by the Administration, the use of:
(i) impressed current cathodic protective systems;
(ii) limited and locally earthed systems; or
(iii) insulation level monitoring devices provided the
circulation current does not exceed 30 milliamperes under the most
unfavourable conditions.
(c) Where the hull return system is used, all final sub-circuits
(all circuits fitted after the last protective device) shall be two wireand special precautions shall be taken to the satisfaction of the
Administration.
(4) Where a distribution system, whether primary or secondary, for
power, heating or lighting, with no connexion to earth is used, a devicecapable of continuously monitoring the insulation level to earth and of
giving an audible or visual indication of abnormally low insulation values
shall be provided.
(5) (a) Except as permitted by the Administration in exceptional
circumstances, all metal sheaths and armour of cables shall be
electrically continuous and shall be earthed.
(b) All electrical cables shall be at least of a flame-retardant
type and shall be so installed as not to impair their original
flame-retarding properties. The Administration may permit the use of
special types of cables when necessary for particular applications, such
as radio frequency cables, which do not comply with the foregoing.
(c) Cables and wiring serving essential or emergency power,
lighting, internal communications or signals shall as far as practicablebe routed clear of galleys, machinery spaces of Category A and other high
fire risk areas and laundries, fish handling and fish processing spaces
and other spaces where there is a high moisture content. Cables connecting
fire pumps to the emergency switchboard shall be of a fire-resistant type
where they pass through high fire risk areas. Where practicable all suchcables should be run in such a manner as to preclude their being rendered
unserviceable by heating of the bulkheads that may be caused by a fire in
an adjacent space.
(d) Where cables which are installed in spaces where the risk of
fire or explosion exists in the event of an electrical fault, special
precautions against such risks shall be taken to the satisfaction of theAdministration.
(e) Wiring shall be supported in such a manner as to avoid chafing
or other damage.
(f) Terminations and joints in all conductors shall be made such
that they retain the original electrical, mechanical, flame-retarding and,
where necessary, fire-resisting properties of the cable.
(g) Cables installed in refrigerated compartments shall be
suitable for low temperatures and high humidity.
(6) (a) Circuits shall be protected against short circuit. Circuits
shall also be protected against overload, except in accordance with
Regulation 51 or where the Administration may exceptionally otherwise
permit.
(b) The rating or appropriate setting of the overload protective
device for each circuit shall be permanently indicated at the location of
the protective device.
(7) Lighting fittings shall be arranged to prevent temperature rises
which could damage the wiring and to prevent surrounding material from
becoming excessively hot.
(8) Lighting or power circuits terminating in a space where the risk
of fire or explosion exists shall be provided with isolating switches
outside the space.
(9) (a) The housing of an accumulator battery shall be constructed and
ventilated to the satisfaction of the Administration.
(b) Electrical and other equipment which may constitute a source
of ignition of flammable vapours shall not be permitted in these
compartments except as permitted in paragraph (10).
(c) An accumulator battery shall not be located in accommodation
spaces unless installed in a hermetically sealed container.
(10) In spaces where flammable mixtures are liable to collect and in
any compartment assigned principally to the containment of an accumulator
battery, no electrical equipment shall be installed unless the
Administration is satisfied that it is:
(a) essential for operational purposes;
(b) of a type which will not ignite the mixture concerned;
(c) appropriate to the space concerned; and
(d) appropriately certified for safe usage in the dusts, vapours
or gases likely to be encountered.
(11) Lightning conductors shall be fitted to all wooden masts or
topmasts. In vessels constructed of non-conductive materials the lightning
conductors shall be connected by suitable conductors to a copper plate
fixed to the vessel''s hull well below the waterline.
PART D PERIODICALLY UNATTENDED MACHINERY SPACES
(See also Regulation 41)
Regulation 57 Fire Safety
Fire prevention
(1) Special consideration shall be given to high pressure fuel oil
pipes. Where practicable, leakages from such piping systems shall be
collected in a suitable drain tank which shall be provided with a high
level alarm.
(2) Where daily service fuel oil tanks are filled automatically or by
remote control, means shall be provided to prevent overflow spillages.
Similar consideration shall be given to other equipment which treats
flammable liquids automatically, e.g. fuel oil purifiers, which wheneverpracticable shall be installed in a special space reserved for purifiersand their heaters.
(3) Where fuel oil daily service tanks or settling tanks are fitted
with heating arrangements, a high temperature alarm shall be provided if
the flashpoint of the fuel oil can be exceeded.
Fire detection
(4) An approved fire detection system based on a self-monitoring
principle and including facilities for periodical testing shall be
installed in machinery spaces. In vessels of less than 45 metres in length
the Administration may waive this requirement provided the location of the
machinery space facilitates the detection of fire by persons on board.
(5) The detection system shall initiate both audible and visual alarm
in the wheelhouse and in sufficient appropriate spaces to be heard and
observed by persons on board, when the vessel is in harbour.
(6) The fire detection system shall be fed automatically from an
emergency source of power if the main source of power fails.
(7) Internal combustion engines of 2500 kilowatts and over shall be
provided with crankcase oil mist detectors or engine bearing temperaturedetectors or equivalent devices.
Fire fighting
(8) A fixed fire-extinguishing system shall be provided to the
satisfaction of the Administration, which shall be in compliance with the
requirements of Regulations 83 and 101.
(9) In vessels of 75 metres in length and over provision shall be made
for immediate water delivery from the fire main system either by:
(a) remote starting arrangements of one of the main fire pumps in
the wheelhouse and at the fire control station, if any; or
(b) permanent pressurization of the fire main system, due regard
being paid to the possibility of freezing.*
[* See Guidance for Precautions Against Freezing of Fire Mains
contained in Recommendation 7 of Attachment 3 to the Final Act of the
Conference.]
(10) The Administration shall be satisfied with the maintenance of the
fire integrity of the machinery spaces, the location and centralization of
the fire-extinguishing system controls, the shut-down arrangements
referred to in Regulation 62, e.g. ventilation, fuel pumps, etc., and may
require fire-extinguishing appliances and other fire-fighting equipment
and breathing apparatus in addition to the relevant requirements of
Chapter V.
Regulation 58 Protection against Flooding
(1) Bilges in machinery spaces shall be provided with a high level
alarm in such a way that the accumulation of liquids is detected at normal
angles of trim and heel. The detection system shall initiate an audible
and visual alarm in the places where continuous watch is maintained.
(2) In vessels of 45 metres in length and over the controls of any
valve serving a sea inlet, a discharge below the waterline or a bilge
injection system shall be so sited as to allow adequate time for operation
in case of influx of water to the space.
Regulation 59 Communications
In vessels of 75 metres in length and over one of the two separate
means of communication referred to in Regulation 45 shall be a reliable
vocal communication. An additional reliable means of vocal communicationshall be provided between the wheelhouse and the engineers'' accommodation.
Regulation 60 Alarm System
(1) An alarm system shall be provided which shall indicate any fault
requiring attention.
(2) (a) The alarm system shall be capable of sounding in the machinery
space an audible alarm and indicate visually each separate alarm function
at a suitable position. However, in vessels of less than 45 metres in
length the Administration may permit the system to be capable of sounding
and indicating visually each separate alarm function in the wheelhouse
only.
(b) In vessels of 45 metres in length and over the alarm system
shall have a connexion to the engineers'' cabins through a selector switch
to ensure connexion to one of those cabins and to the engineers'' public
rooms, if any. The Administration may permit alternative arrangements
which provide an equivalent measure of safety.
(c) In vessels of 45 metres in length and over an engineers'' alarm
and an alarm to the wheelhouse for persons on watch shall be activated if
an alarm function has not received attention within a limited period as
specified by the Administration.
(d) Audible and visual alarms shall be activated in the wheelhouse
for any situation requiring action by the responsible person on watch orwhich should be brought to his attention.
(e) The alarm system shall as far as is practicable be designed on
the fail-safe principle.
(3) The alarm system shall be:
(a) continuously powered with automatic change-over to a stand-by
power supply in case of loss of normal power supply; and
(b) activated by failure of the normal power supply.
(4) (a) The alarm system shall be able to indicate at the same time
more than one fault and the acceptance of any alarm shall not inhibit
another alarm.
(b) Acceptance at the position referred to in paragraph (2) (a) of
any alarm condition shall be indicated at the positions where it was
shown. Alarms shall be maintained until they are accepted and the visualindications shall remain until the fault has been corrected. All alarms
shall automatically reset when the fault has been rectified.
Regulation 61 Special Requirements for Machinery, Boiler and Elec-tricalInstallations
(1) In vessels of 75 metres in length and over the main source of
electrical power shall be supplied as follows:
(a) where the electrical power can normally be supplied by one
generator, there shall be provided suitable load shedding arrangements to
ensure the integrity of supplies to services required for propulsion andsteering. To cover the case of loss of the generator in operation, thereshall be adequate provisions for automatic starting and connecting to the
main switchboard of a stand-by generator of sufficient capacity to permit
propulsion and steering and with automatic restarting of the essential
auxiliaries including, where necessary, sequential operations. Means maybe provided to the satisfaction of the Administration for remote (manual)
starting and connexion of the stand-by generator to the main switchboardas well as means of repeated remote starting of essential auxiliaries; and
(b) if the electrical power is normally supplied by more than one
generating set simultaneously, there shall be provisions, e.g. by load
shedding, to ensure that in case of loss of one of these generating sets,
the remaining ones are kept in operation without overload to permit
propulsion and steering.
(2) Where required to be duplicated, other auxiliary machinery
essential to propulsion shall be fitted with automatic change-over devices
allowing transfer to a stand-by machine. An alarm shall be given on
automatic change-over.
(3) Automatic control and alarm systems shall be provided as follows:
(a) the control system shall be such that through the necessary
automatic arrangements the services needed for the operation of the mainpropulsion machinery and its auxiliaries are ensured;
(b) means shall be provided to keep the starting air pressure at
the required level where internal combustion engines are used for main
propulsion;
(c) an alarm system complying with Regulation 60 shall be provided
for all important pressures, temperatures, fluid levels, etc.; and
(d) where appropriate an adequate central position shall be
arranged with the necessary alarm panels and instrumentation indicating
any alarmed fault.
Regulation 62 Safety System
A safety system shall be provided so that serious malfunction in
machinery or boiler operations, which presents an immediate danger, shall
initiate the automatic shut-down of that part of the plant and an alarm
shall be given. Shut-down of the propulsion system shall not be
automatically activated except in cases which could lead to serious
damage, complete breakdown, or explosion. Where arrangements for
overriding the shut-down of the main propelling machinery are fitted these
shall be such as to preclude inadvertent activation. Visual means shall be
provided to show whether or not it has been activated.
CHAPTER V FIRE PROTECTION, FIRE DETECTION, FIRE
EXTINCTION ANDFIRE FIGHTING
(See also Regulation 57)
PART A FIRE SAFETY MEASURES IN VESSELS OF 55 METRES IN LENGTH ANDOVER
Regulation 63 General
One of the following methods of protection shall be adopted in
accommodation and service spaces:
(a) Method IF-The construction of all internal divisional
bulkheads of non-combustible "B" or "C" Class divisions generally without
the installation of a detection or sprinkler system in the accommodationand services spaces; or
(b) Method IIF-The fitting of an automatic sprinkler and fire
alarm system for the detection and extinction of fire in all spaces in
which fire might be expected to originate, generally with no restriction
on the type of internal divisional bulkheads; or
(c) Method IIIF-The fitting of an automatic fire alarm and
detection system in all spaces in which a fire might be expected to
originate, generally with no restriction on the type of internal
divisional bulkheads, except that in no case shall the area of any
accommodation space or spaces bounded by an "A" or "B" Class division
exceed 50 square metres. However, the Administration may increase this
area for public spaces.
The requirements for the use of non-combustible materials in
construction and insulation of the boundary bulkheads of machinery spaces,
control stations, etc., and the protection of stairway enclosures and
corridors shall be common to all three methods.
Regulation 64 Structure
(1) The hull, superstructure, structural bulkheads, decks and
deckhouses shall be constructed of steel or other equivalent material
except as otherwise specified in paragraph (4).
(2) The insulation of aluminium alloy components of "A" or "B" Class
divisions, except structures which, in the opinion of the Administration,
are non-load-bearing, shall be such that the temperature of the structural
core does not rise more than 200 degrees celsius above the ambient
temperature at any time during the applicable fire exposure to the
standard fire test.
(3) Special attention shall be given to the insulation of aluminium
alloy components of columns, stanchions and other structural members
required to support survival craft stowage, launching and embarkation
areas, and "A" and "B" Class divisions, to ensure:
(a) that for such members supporting survival craft areas and "A"
Class divisions the temperature rise limitation specified in paragraph (2)
shall apply at the end of one hour; and
(b) that for such members required to support "B" Class divisions,
the temperature rise limitation specified in paragraph (2) shall apply at
the end of one half-hour.
(4) Crowns and casings of machinery spaces of Category A shall be of
steel construction adequately insulated and any openings therein shall be
suitably arranged and protected to prevent the spread of fire.
Regulation 65 Bulkheads within the Accommodation and ServiceSpaces
(1) Within the accommodation and service spaces, all bulkheads
required to be "B" Class divisions shall extend from deck to deck and tothe shell or other boundaries, unless continuous "B" Class ceilings or
linings, or both, are fitted on both sides of the bulkheads in which case
the bulkhead may terminate at the continuous ceiling or lining.
(2) Method IF. All bulkheads not required by this or other Regulations
of this Part to be "A" or "B" Class divisions shall be at least "C" Class
divisions.
(3) Method IIF. There shall be no restriction on the construction of
bulkheads not required by this or other Regulations of this Part to be "A"
or "B" Class divisions except in individual cases where "C" Class
bulkheads are required in accordance with Table 1 in Regulation 68.
(4) Method IIIF. There shall be no restriction on the construction of
bulkheads not required by this or other Regulations of this Part to be "A"
or "B" Class divisions. In no case shall the area of any accommodation
space or spaces bounded by a continuous "A" or "B" Class division exceed50 square metres, except in individual cases where "C" Class bulkheads are
required in accordance with Table 1 in Regulation 68. However, the
Administration may increase this area for public spaces.
Regulation 66 Protection of Stairways and Lift Trunks in
Accom-modation Spaces, Service Spaces and Control Stations
(1) Stairways which penetrate only a single deck shall be protected at
least at one level by at least "B-0" Class divisions and self-closing
doors. Lifes which penetrate only a single deck shall be enclosed by "A-0"
Class divisions with steel doors at both levels. Stairways and lift trunks
which penetrate more than a single deck shall be enclosed by at least
"A-0" Class divisions and protected by self-closing doors at all levels.
(2) All stairways shall be of steel frame construction except where
the Administration permits the use of other equivalent material.
Regulation 67 Doors in Fire-Resistant Divisions
(1) Doors shall have resistance to fire as far as practicable,
equivalent to the division in which they are fitted. Doors and door frames
in "A" Class divisions shall be constructed of steel. Doors in "B" Classdivisions shall be non-combustible. Doors fitted in boundary bulkheads of
machinery spaces of Category A shall be self-closing and reasonably
gastight. The Administration may permit the use of combustible materialsin doors separating cabins from the individual interior sanitary
accommodation, such as showers, if constructed according to Method IF.
(2) Doors required to be self-closing shall not be fitted with
hold-back hooks. However, hold-back arrangements fitted with remote
release fittings of the fail-safe type may be used.
(3) Ventilation openings may be permitted in and under the doors in
corridor bulkheads except that such openings shall not be permitted in and
under stairway enclosure doors. The openings shall be provided only in the
lower half of a door. Where such opening is in or under a door the totalnet area of any such opening or openings shall not exceed 0.05 square
metres. When such opening is cut in a door it shall be fitted with a
grille made of non-combustible material.
(4) Watertight doors need not be insulated.
Regulation 68 Fire Integrity of Bulkheads and Decks
(1) In addition to the specific provisions for fire integrity of
bulkheads and decks required elsewhere in this Part the minimum fire
integrity of bulkheads and decks shall be as prescribed in Table 1 and
Table 2 of this Regulation.
(2) The following requirements shall govern application of the Table:
(a) Tables 1 and 2 shall apply respectively to bulkheads and decks
separating adjacent spaces; and
(b) for determining the appropriate fire integrity standards to be
applied to divisions between adjacent spaces, such spaces are classifiedaccording to their fire risk as follows:
(i) Control Stations (1)
Spaces containing emergency sources of power and lighting.
Wheelhouse and chartroom.
Spaces containing the vessel''s radio equipment.
Fire-extinguishing rooms, fire-control rooms and
fire-recording stations.
Control room for propulsion machinery when located outside
the machinery space.
Spaces containing centralized fire alarm equipment.
(ii) Corridors (2)
Corridors and lobbies.
(iii) Accommodation Spaces (3)
Spaces as defined in Regulation 2(41) and (42) excluding
corridors.
(iv) Stairways (4)
Interior stairways, lifts and escalators other than those
wholly contained within the machinery spaces and enclosures thereto. In
this connexion, a stairway which is enclosed only at one level shall be
regarded as part of the space from which it is not separated by a fire
door.
(v) Service Spaces of Low Fire Risk (5)
Lockers and store-rooms having areas of less than 2 square
metres, drying rooms and laundries.
(vi) Machinery Spaces of Category A (6)
Spaces as defined in Regulation 2(45).
(vii) Other Machinery Spaces (7)
Spaces as defined in Regulation 2(46) including fishmeal
processing spaces, but excluding machinery spaces of Category A.
(viii) Cargo Spaces (8)
All spaces used for cargo, including cargo oil tanks,
and trunkways and hatchways to such spaces.
(ix) Service Spaces of High Fire Risk (9)
Galleys, pantries containing cooking appliances, paint
rooms, lamp rooms, lockers and store-rooms having areas of 2 square
metres or more, and workshops other than those forming part of the
machinery spaces.
(x) Open Decks (10)
Open deck spaces and enclosed promenades, spaces for
processing fish in the raw state, fish washing spaces and similar spacescontaining no fire risk.
The air spaces outside superstructures and deckhouses.
The title of each category is intended to be typical rather than
restrictive. The number in parenthesis following each category refers tothe applicable column or row in the Tables.
TABLE 1-FIRE INTEGRITY OF BULKHEADS SEPARATING ADJACENT SPACES
|-----------------------------------------------------------------------------------------------------
| Spaces | (1) | (2) | (3) | (4) | (5) | (6) | (7) | (8) | (9) | (10)|
|---------------------------------------|-----|-----|------|-----|-----|-----|-----|-----|-----|-----|
| | e)| | | | | | | | | |
| Control Stations (1) |A-0 | A-0 | A-60 | A-0 | A-15| A-60| A-15| A-60| A-60| * |
|---------------------------------------|-----|-----|------|-----|-----|-----|-----|-----|-----|-----|
| | | | | B-0 | | | | | | |
| Corridors (2) | | C | B-0 | c)| B-0 | A-60| A-0 | A-0 | A-0 | * |
| | | | |C-0 | | | | | | |
|---------------------------------------|-----|-----|------|-----|-----|-----|-----|-----|-----|-----|
| | | | a),b)| B-0 | | | | | | |
| Accommodation Spaces (3) | | |C | c)| B-0 | A-60| A-0 | A-0 | A-0 | * |
| | | | |A-0 | | | | | | |
|---------------------------------------|-----|-----|------|-----|-----|-----|-----|-----|-----|-----|
| | | | | B-0 | B-0 | | | | | |
| Stairways (4) | | | | c)| c)| A-60| A-0 | A-0 | A-0 | * |
| | | | |A-0 |A-0 | | | | | |
|---------------------------------------|-----|-----|------|-----|-----|-----|-----|-----|-----|-----|
| | | | | | | | | | | |
| Service Spaces of Low Fire Risk (5) | | | | | C | A-60| A-0 | A-0 | A-0 | * |
|---------------------------------------|-----|-----|------|-----|-----|-----|-----|-----|-----|-----|
| | | | | | | | | | | |
| Machinery Spaces of Category A (6) | | | | | | * | A-0 | A-0 | A-60| * |
|---------------------------------------|-----|-----|------|-----|-----|-----|-----|-----|-----|-----|
| | | | | | | | d)| | | |
| Other Machinery Spaces (7) | | | | | | |A-0 | A-0 | A-0 | * |
|---------------------------------------|-----|-----|------|-----|-----|-----|-----|-----|-----|-----|
| | | | | | | | | | | |
| Cargo Spaces (8) | | | | | | | | * | A-0 | * |
|---------------------------------------|-----|-----|------|-----|-----|-----|-----|-----|-----|-----|
| | | | | | | | | | d)| |
| Service Spaces of High Fire Risk (9) | | | | | | | | |A-0 | * |
|---------------------------------------|-----|-----|------|-----|-----|-----|-----|-----|-----|-----|
| Open Decks (10) | | | | | | | | | | - |
|-----------------------------------------------------------------------------------------------------
