Full Text
EXTRAORDINARY
PART II —Section 3 —Sub-section ( i)
PUBLISHED BY AUTHORITY
No. 532] NEW DELHI, TUESDAY , JULY 7, 2026/ASHADHA 16, 1948
CG-DL-E-16072026-274537
(1) (2)
पी (x1, x2) = 1
पी(𝑥1,𝑥2)]
7]14⁄
7.8 ;
4.7
सुरिा सलमनत के संकल्प MSC.I (45), MSC.6(48), MSC.13(57), MSC.22(59), Msc.24(60), MSC.27(61),
खाली स्ट्थान (1) (2) (3) (4) (5) (6) (7) (8) (9) (10) (11)
खुले डेक (10) – ए-0
िुले डेक (10) * * * * * * * * * – ए-0 जे
स्र्ान (1) (2) (3) (4) (5) (6) (7) (8) (9) (10)
ए-0 ए-60 ए-0 ए-15 ए-60 ए-15 ए-60 ए-60 *
ए-0ए ए-60 ए-0 ए-60 ए-0 *
िुले डेक (10) -
िुले डेक (10) * * * * * * * * * -
पैरा 83(2)(ि) (1) (2) (3) (4) (5)
(3)(क)(ii) x x x x x -
(3)(क)(iii) - x x x x x
(3)(क)(iv) - x x x x x
(3)(ि) - x x x x x 4
(3)(ग) - x x x - x 4
(3)(घ)(i) - x x 1 x - x 4
(3)(घ)(ii) - x x 1 x - x 4
(3)(ङ) - x x x - -
(3)(च)(i) x x x x x -
(3)(च)(ii) x x x x x -
(3)(छ) x x - - x -
(3)(ज) x x x 2 x x -
(3)(i) - - - x 3 x -
(3)(ञ)(i) - - - x - -
(3)(ञ)(ii) - - - x - -
वगा 4.1 4.2 4.3 6 5.1 6.1 8 9
(3)(क)(i) x x - x - - x
(3)(क)(ii) x x - x - - x
(3)(ि) x x 7 x x 8 - - x 8
(3)(घ)(i) - x 7 x - - - -
(3)(घ)(ii) x 9 x 7 x x 7.9 - - x 7.9
(3)(घ)(iii) x x x x x x x
(3)(च) x x x x x x x
(3)(ज) x x x x 7 - - x 10
1.6 1.4ए
स 2.1 2.2 2.3
<
≥
23°सीto≤
60°सी 4.1 4.2 4.3
ids
21 4.3
16 6.1
< 23° सी 6.1
ids 6.1
< 23° सी 8
ड 8
(3)(क)( i ) x x x x x x x x x x x x x x x x x x x x x x x
(3)(क)(ii) x x x x x x x x x x x x x x x x x x x x x x -
(3)(क)(iii) x - - - - - - - - - - - - - - - - - - - - - -
(3)(क)(iv) x - - - - - - - - - - - - - - - - - - - - - -
(3)(ख) x - x - x - x - - - x 18 - - - x - - - x - - - x
(3)(ग) x x x x - x x x x x x x x - x x x x x x x x -
(3)(घ)(ii) - - x - - x x - x
11 x
11 x x x
11 - x x - x
11 x x - - x
(3)(घ)(iii) - - x - - - x - - - - - - - x - - - x - - - x1
(3)(ङ) - - - - - - x - - - - - - - x x x - x x 19 x
19 - -
(3)(च) - - x x x x x x x x x x x x x x x x x x x x x
(3)(छ) - - - - - - x x x x x x x - x x - - x x - - -
(3)(ि) x 12 - x x x x x x x x x x x
13 x x x - - x x - - -
(3)(i) x x x x x x x x x x x x x x x x x x x x x x x
(3)(ञ)(i) x x x x x x x x x x x x x x x x x x x x x x x
(3)(ञ)(ट) x x x x x x x x x x x x x x x x x x x x x x x
150 तक 2
d=1+0.066 √ L( B+D) से ननकटतम 0.25
(शासकीय मुहर) (राज्य)
िवन संवविा की तारीि ________________________________________________
ववतरि की तारीि ____________________________________________________________ __
(जहां लागू हो) _____________________________________________
पर जारी ककया ____________________________
_____________ ______________________________________________
___________________ ____________________
स्र्ान: ____________________________
तारीि: ____________________________
तारीि: ____________________________
स्र्ान: ____________________________
तारीि: ____________________________
स्र्ान: ____________________________
तारीि: ____________________________
स्र्ान: ____________________________
तारीि: ____________________________
हस्तािर: ____________________________
स्र्ान: ____________________________
तारीि: ____________________________
_______________________________________
पहला ननरीिि : हस्तािर : ____________________________
स्र्ान: ____________________________
तारीि: ____________________________
स्र्ान: ____________________________
तारीि: ____________________________
हस्तािर: ____________________________
स्र्ान: ____________________________
तारीि: ____________________________
हस्तािर: ______________________ ______
स्र्ान: ____________________________
तारीि: ___________________________
_______________________________________
हस्तािर: ____________________________
स्र्ान: ____________________________
तारीि: ____________________________
___________________________________ है।
हस्तािर: ____________________________
स्र्ान: ____________________________
तारीि: ____________________________
तारीि___________________________________ है।
तारीि: ____________________________
___________________________________ है।
हस्तािर: ____________________________
स्र्ान: ____________________________
तारीि: ____________________________
_______________________________________
______________________________
द्वारा ____________________________
पोत का नाम: ______________________________
सकल टनिार: ______________________________
आईएमओ नंबर: ______________________________
पोत का वगा: ______________________________
______________________________________________________________________________
______________________________________________________________________________
____________________________________________________________________ __________
________
______________________________________________________________________________
__________________________________________________________
______________________________________________________________________________
______________________ ____________________________________
______________________________________________________________________________
__________________________________________
रु.60,000/-
रु.97,500/-
रु.12,000/-
रु .22,500 / -.
रु.37,500/-
रु.22,500/-
रु.15,000/-
रु.4,500/-
रु.12,000/-
रु.7,500/-
रु.7,500/-
रु.45,000/-
रु.45,000/-
रु.37,500/-
रु.7,500/-
रु.75,000/-
[फा. सं. SY-19014/199/2025 -MG-Part(6)]
MINISTRY OF PORTS, SHIPPING AND WATERWAYS
NOTIFICATION
New Delhi, the 7th July, 2026
G.S.R . 590 (E).–In exercise of the powers conferred by section 116 , sub -section
(2) of section 121 and sub -section (2) of section 130 of the Merchant Shipping Act,
2025 (24 of 2025), the Central Government hereby makes the following rules,
namely: –
1. Short title, and commencement. – (1) These rules may be called the Merchan t
Shipping (Cargo Vessel Construction, Fire Appliances and Survey) Rules,
2026.
(2) They shall come into force on the date of their publication in the Official
Gazette.
2. Application. – Unless expressly otherwise provided, these rules shall apply to
the foll owing ships registered in India -
(a) all sea -going cargo ships of 500 ton gross or more, other than those
mentioned under rule 4;
(b) all Mobile Offshore Drilling Units (MODU) which comply with the
requirements indicated in paragraph 90 of Schedule I;
(c) the types of ships to which the specific requirements of any of the
Schedule and annexed to these rules apply and the extent of such
application is provided under such Schedule:
Provided these rules shall apply to ships, the keel of which are laid or
which are at a similar stage of construction on or after the date of
notification of these rules.
Provided further that such ships, the keel of which was laid or was at
a similar stage of construction before the date of coming into force of
these rules, shall comply wi th the requirements specified in the
Merchant Shipping (Cargo Ship Construction and Survey) Rules,
1991 and the Merchant Shipping (Fire Appliances) Rules, 1990 made
under the Merchant Shipping Act,1958 (44 of 1958), as it existed prior
to its repeal.
Expl anation. – For the purposes of this rule "similar stage construction" means
a stage at which -
(a) construction identifiable with a specific ship begins; and
(b) assembly of that ship has commenced comprising of at least 50 ton
or more
per cent . of the estimated mass of all structural material, whichever is
less.
3. Definitions. – (1) In these rules, unless the context otherwise requires, –
(1) "A class division" mean that the divisions formed by bulkheads and
decks and: –
(a) are constructed of steel or o ther equivalent material;
(b) are suitably stiffened;
(c) are so constructed so as to be capable of preventing the passage
of smoke and flame to the end of the one -hour standard fire test;
(d) are insulated with approved non -combustible materials in a
manner that t he average temperature of the unexposed side does
not rise more than 1400 C above the initial temperature, nor does
the temperature, at any one point, including any joint, rise more
than 1800 C above the original temperature, within the time
specified in column (2) of the table below in relation to the classes
specified in the corresponding entry in column (1) of the said
table;
(1) (2)
class "A -60" 60 minutes
class "A -30" 30 minutes
class "A -15" 15 minutes
class "A -0" 0 minutes; and
(e) the Director -General has required a test of a prototype bulkhead
or deck in accordance with the Fire Test Procedures Code, to
ensure that it meets the above requirements for integrity and
temperature rise;
(2) "accommodation space" means the space used for public spaces,
corridors, lavatories, cabins, offices hospitals, games and hobbies rooms,
pantries containing no cooking appliances and similar spaces;
(3) "Act" means the Merchant Shipping Act, 2025 (24 of 2025);
(4) "anniversary date" in relation to a cargo ship, means the date i n each year
corresponding to the date of expiry of the Cargo Ship Safety Construction
Certificate or the Cargo Ship Construction Certificate;
(5) "approved" means approved by the Director -General;
(6) “atriums” mean public spaces within a single main vertical zo ne spanning
to three or more open decks;
(7) "auxiliary steering gear" means the equipment, not being any part of the
main steering gear, necessary to steer a ship in the event of failure of the
main steering gear but does not include the tiller, quadrant or c omponents
serving the same purpose;
(8) “aft terminal” is the aft limit of the sub -division length;
(9) "B class divisions" means those divisions formed by bulkheads, decks
ceilings or lining which -
(a) are so constructed as to be capable of preventing passage of fl ame at
the end of the first half -hour of the standard fire test;
(b) have an insulation value so that if the division is exposed to a standard
fire test, the average temperature on the unexposed side does not rise
more than 140 degree C above the original tem perature, or does the
temperature at any one point including any joint, wrist more than 225
degree C above the original temperature, within the time listed below:
class "B -15" 15 minutes
class "B -0", 0 minute; and
(c) they are constructed of approved non -combustible materials and
all materials used in their construction and erection are non -
combustible, with the exception that combustible veneers may be
permitted, if they meet other appropriate requirements; and
(d) the Director -General has required a test of a prototype division in
accordance with the Fire Test Procedures Code, to ensure that it
meets the above requirements for integrity and temperature rise;
(10) “Breadth (B)” of a ship is the greatest moulded breadth of the ship at
or below the deepest sub -division draught;
(11) "Bulk Chemical Code" means the code for construction and equipment
of ships carrying dangerous chemicals in bulk adopted by the
Assembly of the Intern ational Maritime Organization by resolution A
212(VII);
(12) “bulk carrier” means a bulk carrier as defined in regulation XII/1.1 of
International Convention for the Safety of Life at Sea,1974
(SOLAS);
(13) "bulkhead deck" means the upper most deck upto which the
transverse watertight bulkheads are carried;
(14) "cargo area" means the part of a ship which contains cargo spaces,
slop tanks and cargo pump rooms, cofferdams, ballast and void
spaces adjacent to cargo tanks and also deck areas throughout the
length and breadt h of the part of the ship over such spaces;
(15) "C class divisions" mean those divisions constructed, having
approved non -combustible materials which does not meet the
requirement relating to the passage of smoke and flame or the
limitations, and are permitte d with the temperature rise combustible
veneers, if they meet other requirements of these rules;
(16) "cargo control station" means a space from which the loading,
discharging or transferring of any cargo may be controlled;
(17) “cargo ship” means a ship which is not a passenger ship;
(18) "cargo pump room" means the room in which pumps used for
loading, discharge or transferring oil cargoes are located;
(19) "cargo spaces" mean all spaces used for cargo (including cargo oil
tanks) and trunks to such spaces;
(20) “central cont rol station” is a control station in which the following
control and indicator functions are centralised, namely: -
(a) fixed fire detection and alarm systems;
(b) automatic sprinkler, fire detection and fire alarm systems;
(c) fire door indicator panels;
(d) fire door cl osure;
(e) watertight door indicator panels;
(f) watertight door closures;
(g) ventilation fans;
(h) general/fire alarms;
(i) communication systems including telephones; and
(j) microphones to public address system;
(21) "chemical tanker" mean a tanker constructed or adopted and
used for the carriage in bulk of any liquid product listed in -
(a) chapter 17 of the International Code for the Construction and
Equipment of Ships Carrying Dangerous Chemicals in Bulk; or
(b) Chapter VI of the Code for the Construction and Equipment of
Ships Carrying Dangerous Chemicals in Bulk;
(22) "closed RO/RO cargo spaces" mean RO/RO cargo spaces which are
neither open RO/RO spaces nor weather deck;
(23) “closed vehicle” spaces are vehicle spaces which are neither open
vehicle spaces nor weather decks;
(24) "combination carri er" means a tanker designed to carry oil or solid
cargoes in bulk;
(25) “combustible material” mean any material other than a non -
combustible material;
(26) "control stations” are those spaces in which the ship's radio or main
navigating equipment or the emergency source of power is located
or where the fire recording or fire control equipment is centralised;
(27) “continuous "B" class ceilings or linings” are those B class ceilings or
linings which terminate at an "A" class division or "B" class division.
(28) "crew spaces" means accommodation provided exclusively for the
use of crew;
(29) "crude oil” means oil occurring naturally in the earth, whether or not
treated to render it suitable for transportation, and includes crude oil
from which certain distillate fractions may have been removed and to
crude oil to which certain distillate fractions may have been made;
(30) "dangerous goods" means those goods referred to in International
Maritime Dangerous Goods Code, as amended from time to time;
(31) "dead ship condition" means the conditio n under which the main
propulsion and the boilers and auxiliaries are not in operation due to
the absence of power;
(32) "dead weight" means the difference in metric tons between the
displacement of a ship in water of a specific gravity of 1.025 at the
load wa ter line corresponding to the assigned summer free -board
and the lightweight of the ship;
(33) “deepest subdivision draught (ds)” is the summer load line draught of
the ship;
(34) “design pressure” means the hydrostatic pressure for which each
structure or applianc e assumed watertight in the intact and damage
stability calculations is designed to withstand;
(35) "draught (d)” is the vertical distance from the keel line -
(a) at amidships, for ships which are subject to the provisions of
regulation II -1/1.1.1.1 of Internation al Convention for the Safety of
Life at Sea,1974; and
(b) at the mid -point of the sub -division length (Ls), for ships which are
not subject to the provisions of regulation II -1/1.1.1.1 of International
Convention for the Safety of Life at Sea,1974 but construc ted on or
after the 1st January, 2009,
to the waterline in question;
(36) "emergency condition" means the condition under which any
services needed for normal operational and habitable conditions are
not in working order due to failure of the main source of ele ctrical
power;
(37) "emergency source of electrical power" means the source of
electrical power intended to supply the emergency switchboard in the
event of failure of the supply from the main source of electrical power;
(38) "emergency switch board" means the swi tch board which, in the
event of failure of the main electrical power supply system, is directly
supplied by the emergency source of electrical power or the
transitional source of emergency power and is intended to distribute
electrical energy to the emerg ency services;
(39) "flammable" means substances capable of being ignited and of
burning in air;
(40) "forward perpendicular" means the perpendicular taken at the
forward end of the length (L);
(41) “forward terminal” is the forward limit of the sub -division length.
(42) "freeboard deck" shall have the same meaning as assigned to it in
the applicable rules made under the Act dealing with load line.
(43) “Fire Safety Systems Code” or “FSS Code” means the International
Code for Fire Safety Systems as adopted by the Maritime Safety
Committee of the International Maritime Organization by resolution
MSC.98(73) , as may be amended by the International Maritime
Organization;
(44) “Fire Test Procedures Code” or “F TP Code” means the International
Code for Application of Fire Test Procedures, 2010 (2010 FTP Code)
as adopted by the Maritime Safety Committee of the International
Maritime Organization by resolution MSC.307(88) , as may be
amended by the International Maritime Organization:
(45) “fire damper”, for the purposes of implementing paragraph 76 sub -
parag raph (7) of Schedule I, as adopted by resolution MSC.365(93),
as may be amended, means a device installed in a ventilation duct,
which under normal conditions remains open allowing flow in the
duct, and is closed during a fire, preventing the flow in the d uct to
restrict the passage of fire and in using this definition, the following
terms may be associated namely:
(a) automatic fire damper is a fire damper that closes independently
in response to exposure to fire products.
(b) manual fire damper is a fire damper t hat is intended to be opened
or closed by the crew by hand at the damper itself; and
(c) remotely operated fire damper is a fire damper that is closed by
the crew through a control located at a distance away from the
controlled damper.
(46) “flashpoint” means the t emperature in degree Celsius (closed cup
test) at which a product shall give off enough flammable vapour to
be ignited, as determined by an approved flashpoint apparatus;
(47) “gas carrier” means a cargo ship constructed or adapted and used
for the carriage in bulk of any liquefied gas or other products of a
flammable nature listed in Chapter 19 of the International Gas
Carrier Code, as defined in regulation VII/11.1 of International
convention for the Safety of Life at Sea (SOLAS);
(48) “hazardous area” means an are a in which explosive gas -air mixture
are, or may be, expected to be present in quantities such as to
require special precaution for the construction and use of electrical
apparatus or other apparatus which otherwise would constitute a
source of ignition;
(49) "hazardous zone or space" means -
(a) spaces containing flammable cargo or spaces adjacent to cargo
tanks;
(b) all enclosed and semi -enclosed space with direct access to such
spaces;
provided that an enclosed space situated in a hazardous zone
or space may be reg arded as non -hazardous, if it is separated
from liquid cargo spaces by at least two gas tight steel
bullheads or decks, with no direct opening into hazardous zone
or space and is mechanically ventilated;
(50) “helideck” means a purpose -built helicopter landing area located on
a ship including all structures, fire -fighting appliances and other
equipment necessary for the safe operation of helicopters;
(51) “helicopter facility” means a helideck including any refuelling and
hangar facilities;
(52) “helicopter landing area” means an area on a ship designated for
occasional or emergency landing of helicopters but not designed for
routine helicopter operations;
(53) "International Bulk Chemical Code" means the code for the
construction and equipment of ships carrying dangerous chemi cals
in bulk as adopted by the International Maritime Organization by
resolution MSC 4(48), as amended from time to time;
(54) "International Gas Carrier Code" means the code for the
construction and equipment of ships carrying liquified gas in bulk as
adopted by the International Maritime organization by resolution
MSC 5(48), as amended from time to time;
(55) “international voyage” means a voyage from any port in India to any
other port outside India; or, as the case may be, conversely;
(56) "length (L)" shall have t he same meaning as assigned to it in the
applicable rules made under the Act dealing with load line;
(57) "light weight" means the displacement of the ship in metric tons
without cargo, fuel, lubricating oil, ballast water, fresh water and
feed water in tanks, consumable stores, passengers and crew and
their effects;
(58) “light service draught (dl)” means the service draught corresponding
to the lightest anticipated loading and associated tankage,
including, such ballast as may be necessary for stability or
immersi on
(59) “low flame spread” means that the surface thus described shall
adequately restrict the spread of flame, which shall be determined
in accordance with the Fire Test Procedures Code;
(60) "machinery control room" means a room from which the propelling
machine ry and boiler serving the needs of propulsion may be
controlled;
(61) "machinery space" means all machinery spaces of category "A" and
all other spaces containing propelling machinery, boiler, oil fuel
units, steam or internal combustion engines, generators, a nd major
electrical machinery oil filling stations, refrigerating, stabilising,
ventilation and air conditioning machinery and similar spaces and
trunks to such spaces;
(62) "machinery spaces of category A" means a machinery space which
contains. —
(a) internal com bustion machinery used for main propulsion; or
(b) internal combustion type machinery used either for main propulsion
purposes, or for any other purposes when such machinery has in
the aggregate a total power output of not less than 375 kilowatts;
or
(c) any oil -fired boiler or oil fuel unit or any oil fired boiler or oil fuel or
any oil fired equipment other than boilers, such as inert gas
generator and incinerators;
(63) "main generating station" means the space in which the main source
of electrical power is situate d;
(64) "main source of electrical power" means a source intended to supply
electrical power to the main switchboard for distribution to all
services necessary for maintaining the ship in normal operational
and habitable conditions;
(65) "main steering gear" means the machinery, rudder actuators,
steering gear power units, if any, and ancillary equipment and the
means of applying torque to the rudder for the purpose of steering
the ship under normal service conditions;
(66) "main switch board" means the switch board wh ich is directly
supplied by the main source of electrical power and is intended to
distribute electrical energy to the ships service;
(67) “main vertical zones” means those sections into which the hull,
superstructure and deckhouses are divided by A class div isions, the
mean length and width of which on any deck does not in general
exceed 40 meters;
(68) “MARPOL” means International Convention for the Prevention of
Pollution from Ships (MARPOL 73/78) Convention of International
Maritime Organization along with its Protocols and Amendments, as
applicable;
(69) "maximum ahead service speed" means the greatest speed the ship
is designed to maintain at sea at her deepest seagoing draft;
(70) "maximum astern speed" means the speed, which it is estimated
the ship can attain at t he design maximum astern power at the
deepest sea -going draught;
(71) “mile” means 6080 feet or 1852 meters;
(72) "motor ship" means a ship propelled by internal combustion engine;
(73) “notice” means any notice, circular, or guideline issued by the
Director -General u nder section 301 of the Act’;
(74) “navigable speed" means the minimum speed at which the ship can
be effectively steered in the ahead direction;
(75) " non -combustible material" means a material which neither burns
nor gives off flammable vapors in sufficient quan tity for self -ignition
when heated to approximately 750 C which shall be determined by
an established test procedure to the satisfaction of the Directorate -
General of Shipping;
(76) "normal operational and habitable condition" means a condition
under which the ship as a whole, the machinery, services, means
and aids ensuring propulsion, ability to steer, safe navigation, fire
and flooding safety, internal and external communications and
signals, means of escape, and emergency boat winches, as well as
the design ed comfortable conditions of habitability are in working
order and functioning normally;
(77) "oil fuel unit" means the equipment used for the operation of oil fuel
for delivery to an oil fired boiler, or equipment used for the
preparation for delivery of heat ed oil to internal combustion engines,
and includes any oil at pressure pumps, filters and heaters, dealing
with oil at pressure of more than 1.8 kilograms/cm;
(78) “oil tanker” is the oil tanker defined in regulation 1 of Annex I of the
Protocol of 1978 relat ing to the International Convention for the
Prevention of Pollution from Ships, 1973;
(79) "open RO/RO cargo spaces" mean RO/RO cargo spaces either
open at both ends or open at one end and provided with adequate
natural ventilation effective over their entire l ength through
permanent openings in the side plating or deckhead or from above,
having a total area of at least 10 per cent. of the total area of the
space sides;
(80) “open vehicle spaces” means those vehicle spaces either open at
both ends or have an opening at one end and are provided with
adequate natural ventilation effective over their entire length
through permanent openings distributed in the side plating or
deckhead or from above, having a total area of at least 10% of the
total area of the space sides;
(81) “organisation” means the International Maritime Organization (IMO);
(82) “passenger ship” means a ship which carries more than twelve
passengers;
(83) “partial sub -division draught (dp)” is the light service draught plus
60% of the difference between the light ser vice draught and the
deepest sub -division draught;
(84) “permeability (μ)” of a space means the proportion of the immersed
volume of that space which can be occupied by water;
(85) "power actuating system" means hydraulic equipment provided for
supplying power to tu rn the rudderstock comprising a steering gear
unit or units together with the associated pipes and fittings and a
rudder actuator which may share common mechanical components
serving the same purpose;
(86) “prescriptive requirements” means the construction cha racteristics,
limiting dimensions, or fire safety systems specified in Schedule I;
(87) “principal officer" means an officer referred to in sub -section (2) of
section 8 of the Act;
(88) "public spaces" means those portions of the accommodation
spaces which are used for halls, dining rooms, lounges and similar
permanently enclosed spaces;
(89) "reid vapour pressure" means the vapour pressure of a liquid as
determined by laboratory testing in a standard manner in the reid
apparatus;
(90) “rooms containing furniture and furnish ings of restricted fire risk”, for
the purpose of regulation 9 of International Convention for the
Safety of Life at Sea,1974, means those rooms containing furniture
and furnishings of restricted fire risk (whether cabins, public spaces,
offices or other t ypes of accommodation) in which , —
(a) furniture such as desks, wardrobes, dressing tables, bureau, or
dressers are constructed entirely of approved non -combustible
materials, except that a combustible veneer not exceeding 2
millimeters that may be used on the working surface of such
articles;
(b) free-standing furniture such as chairs, sofas, or tables are
constructed with frames of non -combustible materials;
(c) draperies, curtains and other suspended textile materials have
qualities of resistance to the propagation of flame not inferior to
those of wool having a mass of 0.8 kg/m2, which shall be
determined in accordance with the Fire Test Procedures Code;
(d) floor coverings have low flame -spread characteristics;
(e) exposed surfaces of bulkheads, linings and ceilings have l ow
flame -spread characteristics;
(f) upholstered furniture has qualities of resistance to the ignition and
propagation of flame, this being determined in accordance with the
Fire Test Procedures Code; and
(g) bedding components have qualities of resistance to the ignition and
propagation of flame, which shall be determined in accordance with
the Fire Test Procedures Code.
(91) "RO/RO cargo spaces" mean spaces not normally sub -divided in
anyway and extending to either a substantial length or the entire
length of the ship in which goods (package or in bulk) in or on rail or
road cars, vehicles (including road and rail tankers, trailers,
containers, pallets dismountable tanks or in or on similar stowage
units or other receptacles) can be loaded and unloaded normally in
a horizontal direction;
(92) “RO/RO spaces” mean those spaces not normally sub -divided in
any way and normally extending to either a substantial length or the
entire length of the ship in which motor vehicles with fuel in their
tanks for their own propulsion or go ods (packaged or in bulk, in or
on rail or road cars, vehicles including road or rail tankers), trailers,
containers, pallets, demountable tanks or in or on similar stowage
units or other receptacles) can be loaded and unloaded normally in
a horizontal dir ection;
(93) “sauna” is a hot room with temperatures normally varying between
800C and 1200C where the heat is provided by a hot surface (e.g.,
by an electrically heated oven), which may also include the space
where the oven is located and adjacent bathrooms.
(94) "Schedule" means Schedule annexed to these rules;
(95) "service spaces" mean those spaces used for galleys, pantries
containing cooking appliances, lockers, main and specie room,
storeroom, workshops other than those forming part of the
machinery spaces and sim ilar spaces and trunks to such spaces;
(96) "settling tank" means an oil storage tank having a heating surface
of not less than 0.183 m/tone of oil capacity;
(97) "special category spaces" mean those enclosed vehicle spaces
above and below the bulkhead deck, into and from which vehicles
can be driven and to which passengers have access and such
spaces may be accommodated on more than one deck provided
that the overall clear height for vehicles does not exceed 10 meters;
(98) "standard fire test" means a test in which sp ecimens of the relevant
bulkheads or decks are exposed in a test furnace to temperatures
corresponding to the standard time -temperature curve in
accordance with the test method specified in the Fire Test
Procedure Code;.
(99) "steel or other equivalent material" means any non -combustible
material which by itself or due to insulation provided, has structural
and integrity properties equivalent to steel at the end of the
applicable fire exposure to the standard fire test;
(100) "steering gear control system" means the equipment by which
orders are transmitted from the navigating bridge to the steering
gear power units, steering gear control system comprise
transmitters, receivers, hydraulic control pumps and their
associated motors, motor controllers, piping and cables;
(101) "steering gear power unit" means, -
(a) in the case of electrical steering gear, the electric motor and its
associated equipment;
(b) in the case electro -hydraulic steering gear, the electric motor, its
associated electrical equipment and connected pumps; and
(c) in the case of steam hydraulic or pneumatic hydraulic steering gear,
the driving engine and connected pump;
(102) “SOLAS” means the International Convention for the Safety of Life
at Sea,1974 of the International Maritime organisation with its
Protocols and Amendments as applicable;
(103) “smoke damper” means for the purpose of implementing paragraph
76 of Sub -paragraph (7) of schedule 1, as adopted by resolution
MSC.365(93) of organization, as may be amended, a device
installed i n a ventilation duct, which under normal conditions
remains open allowing flow in the duct, and is closed during a fire,
preventing the flow in the duct to restrict the passage of smoke and
hot gases, which is not expected to contribute to the integrity of a
fire rated division penetrated by a ventilation duct and in using the
above definition, the following terms may be associated, namely: -
(a) automatic smoke damper is a smoke damper that closes
independently in response to exposure to smoke or hot gases;
(b) manual smoke damper is a smoke damper intended to be opened
or closed by the crew by hand at the damper itself; and
(c) remotely operated smoke damper is a smoke damper that is
closed by the crew through a control located at a distance away
from the controlled da mper;
(104) “subdivision length (Ls)” means the greatest projected moulded
of that part of the ship at or below deck or decks limiting the
vertical extent of flooding with the ship at deepest subdivision
draught;
(105) "ton" means gross ton;
(106) “trim” means the differen ce between the draught forward and the
draught aft, where the draughts are measured at the forward and
aft-
(a) perpendiculars respectively, as defined in the International
Convention on Load Lines in force, for ships subject to the
provisions of regulation II -1/1.1.1.1 of International Convention for
the Safety of Life at Sea,1974; and
(b) terminals respectively, for ships not subject to the provisions of
regulation II -1/1.1.1.1 of International Convention for the Safety
of Life at Sea,1974 but constructed on or a fter the 1st January,
2009 ; disregarding any rake of keel;
(107) “vehicle spaces” means cargo spaces intended for carriage of
motor vehicles with fuel in their tanks for their own propulsion;
(108) “vehicle carrier” means a cargo ship which only carries cargo in
RO/RO spaces or vehicle spaces, and which is designed for the
carriage of unoccupied motor vehicles without cargo, as cargo;
(109) "watertight means having scantling and arrangements capable of
preventing the passage of water in any direction under the head
of water likely to occur in intact and damaged conditions and in
the damaged condition, the head of water is to be considered in
the worst situation at equilibrium, including intermediate stages of
flooding;
(110) "weather deck" means the deck which is completely exposed to
the weather from above and from atleast two sides;
(111) “winching area” means a pick -up area provided for the transfer by
personnel or stores to or from the ship, while the helicopter hovers
above the deck; and
(112) “weathertight” means that in any sea conditi ons water shall not
penetrate into the ship .
(2) Words and expressions used in these rules but not defined herein shall
have the meanings respectively assigned to them in the Act, and in the
applicable Codes and Conventions.
4. Exceptions. — Unless expressly provided otherwise, these rules do not apply
to —
(1) ships of war and troopships;
(2) cargo ships of less than 500 gross tonnage;
(3) ships not propelled by mechanical means;
(4) wooden ships of primitive build;
(5) pleasure yachts are not engaged in trade; and
(6) vessels cove red under Part XIII of the Act.
5. Exemptions. – (1) A ship, which is not normally engaged on international
voyages but which, in exceptional circumstances, is required to undertake a
single international voyage, may be exempted by the Director -General from any
of the requirements of these rules provided that it complies with safety
requirements which are adequate in the opinion of the Director -General for the
voyage which is to be undertaken by the ship.
(2) The Director -General may exempt any ship which embodi es features
of a novel kind from any of the provisions of these rules, the application
of which might seriously impede research into the development of such
features and their incorporation in ships engaged on international
voyages, but any such ship shall , comply with safety requirements
which, in the opinion of the Director -General, are adequate for the
service for which it is intended and are such as to ensure the overall
safety of the ship and which are acceptable to the Governments of the
States to be visited by the ship.
(3) The Director -General, allowing any such exemption shall
communicate to the organisation particulars of same and the reasons
thereof, which the organisation shall circulate to the contracting
Governments for their information.
(4) The Director -General may, if it considers that the sheltered nature and
conditions of the voyage are such as to render the application of any
specific requirements of this rule unreasonable or unnecessary,
exempt from those requirements individual ships or classe s of ships
entitled to fly the flag of that State which, in the course of their voyage,
do not proceed more than 20 miles from the nearest land.
6. Equivalents with respect to material, appliances or apparatus . — (1)
Where these rules require that a particula r fitting, material, appliance or
apparatus, or type thereof, shall be fitted or carried in a ship, or that any
particular provision shall be made, the Director -General may allow any other
fitting, material, appliance or apparatus, or type thereof, to be fitted or carried,
or any other provision to be made in that ship, if it is satisfied by trial thereof or
otherwise that such fitting, material, appliance or apparatus, or type thereof, or
provision, is at least as effective as that required by the present rules.
(2) The Director -General upon allowing, in substitution, a fitting, material,
appliance or apparatus, or type thereof, or provision, shall communicate to
the organisation particulars thereof together with a report on any trials
made and the organisat ion shall furnish such particulars to other
contracting Governments for the information of their officers.
7. Construction and survey of ships . — (1) The requirements for construction,
including structural arrangements, sub -division and stability, machinery a nd
electrical installations, as well as, fire protection, fire detection and fire
extinction, shall comply with the provisions as specified in Schedule I.
(2) The survey, audit, and certification shall be carried out in accordance
with the applicable rules ma de under the Act.
(3) The certificate shall be issued in the format provided under Schedule
II.
(4) The applicable fee for drawing and document approval is provided
under Schedule III.
8. Application of Rules to ships of under 500GT . — (1) Ships under 500 gross
tonnage shall comply with the requirements stipulated in paragraph 89 of
Schedule I.
SCHEDULE I
[See rule 6]
CONSTRUCTION – STRUCTURE, SUBDIVISION AND
STABILITY, MACHINERY AND ELECTRICAL INSTALLATIONS,
FIRE PROTECTION, FIRE DETECTION AND FIRE EXTINCTION
CHAP TER-I
GENERAL
1. Application. — (1) Unless expressly provided otherwise, the requirements
under these schedule shall apply to all cargo ships.
(2) For the purpose of these rules, the term “a similar stage of
construction” means the stage at which -
(a) construction i dentifiable with a specific ship begins; and
(b) assembly of that ship has commenced comprising at least fifty tonnes
or one per cent of the estimated mass of all structural material,
whichever is less.
(3) For the purpose of these rules -
(a) the expression “ship s constructed” means “ships the keels of which
are laid or which are at a similar stage of construction”;
(b) the expression ships constructed on or after the date of notification of
these rules means ships:
(i) for which the building contract is placed on or afte r the date
of notification of these rules; or
(ii) in the absence of a building contract, the keel of which is
laid, or which are at a similar stage of construction on or after
the date of notification of these rules; and
(4) All ships which undergo repairs, altera tions, modifications and
outfitting related thereto shall continue to comply with at least the
requirements previously applicable to these ships. Such ships if
constructed before the date on which any relevant amendments enter
into force shall, as a rule, comply with the requirements for ships
constructed on or after that date to at least the same extent as they did
before undergoing such repairs, alterations, modifications or outfitting.
Repairs, alterations and modifications of a major character and
outfitting related thereto shall meet the requirements for ships
constructed on or after the date on which the relevant amendments
enter into force in so far as the Director -General deems reasonable
and practicable.
CHAPTER -II
STRUCTURE OF SHIPS
2. Structural, mechanical and electrical requirements for ships. - In addition
to the requirements contained elsewhere in the present rules, ships shall be
designed, constructed and maintained in compliance with the structural,
mechanical and electrical requirements of a classification society which is
recognized by the Central Government or with applicable national standards
prescribed by the Central Government which provide an equivalent level of
safety.
3. Corrosion prevention of seawater ballast tanks . — (1) Sub -paragr aphs (2)
and (4) of this paragraph apply to ships of not less than 500 gross tonnage:
(2) All dedicated seawater ballast tanks and double -side skin spaces arranged
in bulk carriers of 150 m in length and upwards shall be coated during
construction in accorda nce with the performance standard for protective
coatings for dedicated seawater ballast tanks in all types of ships and
double -side skin spaces for bulk carriers, adopted by the Maritime Safety
Committee by resolution MSC.215(82), as may be amended by the
organisation , provided that such amendments are adopted, brought into
force and take effect in accordance with the provisions of article VIII of
International Convention for the Safety of Life at Sea, 1974, concerning the
amendment procedures applicable t o the annex other than Chapter I of the
International Convention for the Safety of Life at Sea,1974.
(3) All dedicated seawater ballast tanks arranged in oil tankers and bulk
carriers constructed on or after the 1st July, 1998, for which sub -paragraph
(2) is not applicable, shall comply with the requirements of regulation II -1/3-
2 adopted by resolution of Maritime Safety Committee, MSC. 47(66).
(4) Maintenance of the protective coating system shall be included in the
overall ship’s maintenance scheme. The effecti veness of the protective
coating system shall be verified during the life of a ship by the Director -
General or a recognised organisation developed by the Director -General.
4. Safe access to tanker bows. — (1) For the purpose of this paragraph and
paragraph 5 (emergency towing arrangement), tankers include oil tankers as
defined in sub -rule (78) of rule 3, chemical tankers as defined sub -rule (21) of
rule 3 and gas carriers as defined in sub -rule (47) of rule 3.
(2) Every tanker shall be provided with the means to enable the crew to
gain safe access to the bow even in severe weather conditions. Such
means of access shall be approved by the Director -General based on the
guidelines developed by organisation.
5. Emergency towing arrangements on tankers. — (1) Emergency towing
arrangements shall be fitted at both ends on board every tanker of not less than
20,000 tonnes deadweight.
(2) For tankers constructed on or after the 1st July, 2002: -
(a) the arrangements shall, at all times, be capable of rapid deployment
in the ab sence of main power on the ship to be towed and easy
connection to the towing ship. At least one of the emergency towing
arrangements shall be pre -rigged ready for rapid deployment; and
(b) emergency towing arrangements at both ends shall be of adequate
stren gth taking into account the size and deadweight of the ship, and
the expected forces during bad weather conditions. The design and
construction and prototype testing of emergency towing arrangements
shall be approved by the Director -General, based on the g uidelines
developed by the organisation .
(3) For tankers constructed before the 1st July, 2002, the design and
construction of emergency towing arrangements shall be approved by
the Director -General, based on the guidelines developed by the
organisation .
6. Emergency towing arrangements on ships other than tankers .— (1)
Emergency towing arrangements shall be fitted on ships, other than tankers, of
not less than 20,000 gross tonnage, constructed on or after the 1st January,
2028.
(2) For ships, other than tankers, constructed on or after the 1st January,
2028; -
(a) the arrangements shall be, at all times, be capable of rapid deployment
in the absence of main power on the ship to be towed and easy
connection to the towing ship; and
(b) emergency towing arrangements shall hav e to be of adequate strength
taking into account the size of the ship, and the expected forces during
bad weather conditions. The design and construction and prototype
testing of emergency towing arrangements shall be approved by the
Director -General , base d on the guidelines developed by the
organisation.
7. Emergency Towing Procedure on Ships . — (1) This paragraph applies to -
(a) cargo ships constructed on or after the 1st January, 2010; and
(b) cargo ships constructed before the 1st January, 2010, not later than th e
1st January, 2012.
(2) Ships shall be provided with a ship -specific emergency towing procedure.
Such a procedure shall be carried aboard the ship for use in emergency
situations and shall be based on existing arrangements and equipment
available on board the ship.
(3) The procedure shall include —
(a) drawings of fore and aft deck showing possible emergency towing
arrangements;
(b) inventory of equipment on board that can be used for emergency towing;
(c) means and methods of communication; and
(d) sample procedures to facilit ate the preparation for and conducting of
emergency towing operations.
(e) additional requirements stipulated in Maritime Safety Committee
MSC.1/Circ.1255
8. New installation of materials containing asbestos. — (1) This paragraph
shall apply to materials used for the structure, machinery, electrical installations
and equipment covered by the present paragraphs.
(2) For all ships, new installation of materials which contain asbestos shall
be prohibited.
9. Access to and within spaces in, and forward of, the cargo area of oil
tankers and bulk carriers. — (1) Application:
(a) except as provided for in clause (b) of sub -paragraph (1), this
paragraph applies to oil tankers of 500 gross tonnage and over
and bulk carriers, a s defined in regulation IX/1, of 20,000 gross
tonnage and over, constructed on or after the 1st January, 2006.
(b) oil tankers of 500 gross tonnage and over constructed on or after
the 1st October 1994 but before the 1st January, 2005 shall comply
with the pr ovisions of regulation II/12 -2 adopted by resolution
Maritime Safety Committee, MSC.27(61) of these paragraphs.
(2) Means of access to cargo and other spaces —
(a) each space shall be provided with means of access to enable,
throughout the life of a ship, overal l and close -up inspections and
thickness measurements of the ship’s structures to be carried out
by the Director -General, the Company as defined in regulation IX/1
of International Convention for the Safety of Life at Sea,1974, and
the ship’s personnel and others as necessary. Such means of
access shall comply with the requirements of sub -paragraph (5) of
this paragraph and with the Technical provisions for means of
access for inspections, adopted by organisation through resolution
Maritime Safety Committee MSC.133(76) as may be amended by
the organisation , provided that such amendments are adopted,
brought into force and take effect in accordance with the provisions
of article VIII of the present Convention concerning the
amendment procedures applicable;
(b) where a permanent means of access may be susceptible to
damage during normal cargo loading and unloading operations or
where it is impracticable to fit permanent means of access, the
Director -General may allow, in lieu thereof, the provision of
movable or po rtable means of access, as specified in the technical
provisions, provided that the means of attaching, rigging,
suspending or supporting the portable means of access forms a
permanent part of the ships structure. All portable equipment shall
be capable of being readily erected or deployed by ship’s
personnel;
(c) the construction and materials of all means of access and their
attachment to the ship’s structure shall be to the satisfaction of the
Director -General. The means of access shall be subject to survey
prior to, or in conjunction with, its use in carrying out surveys in
accordance with the applicable rules made under the Act.
(3) Safe access to cargo holds, cargo tanks, ballast tanks and other
spaces —
(a) safe access to cargo holds, cofferdams, ballast tanks , cargo tanks
and other spaces in the cargo area shall be direct from the open
deck and such as to ensure their complete inspection. Safe access
to double bottom spaces or to forward ballast tanks may be from a
pump -room, deep cofferdam, pipe tunnel, cargo hold, double hull
space or similar compartment not intended for the carriage of oil or
hazardous cargoes;
(b) tanks, and subdivisions of tanks, having a length of thirty five (35)
meters or more, shall be fitted with at least two access hatchways
and ladders , as far apart as practicable. Tanks less than thirty five
(35) meters in length shall be served by at least one access
hatchway and ladder. When a tank is subdivided by one or more
swash bulkheads or similar obstructions which do not allow ready
means of access to the other parts of the tank, at least two
hatchways and ladders shall be fitted;
(c) each cargo hold shall be provided with at least two means of access
as far apart as practicable. In general, these accesses should be
arranged diagonally, for exampl e one access near the forward
bulkhead on the port side, the other one near the aft bulkhead on
the starboard side.
(4) Ship structure access manual —
(a) a ship’s means of access to carry out overall and close -up
inspections and thickness measurements shall be de scribed in a
ship structure access manual approved by the Director -General, an
updated copy of which shall be kept on board. The ship structure
access manual shall include the following for each space —
(i) plans showing the means of access to space, with app ropriate
technical specifications and dimensions;
(ii) plans showing the means of access within each space to enable
an overall inspection to be carried out, with appropriate technical
specifications and dimensions. The plans shall indicate from
where each area in the space can be inspected;
(iii) plans showing the means of access within space to enable close -
up inspections to be carried out, with appropriate technical
specifications and dimensions. The plans shall indicate the
positions of critical structural areas, whether the means of access
is permanent or portable and from where each area can be
inspected;
(iv) instructions for inspecting and maintaining the structural strength
of all means of access and means of attachment, taking into
account any corrosive atmosphere that may be within the space;
(v) instructions for safety guidance when rafting is used for close -up
inspections and thickness measurements;
(vi) instructions for the rigging and use of any portable means of
access in a safe manner;
(vii) an inventory of all portable means of access; and
(viii) records of periodical inspections and maintenance of the ships
means of access.
(b) for the purpose of this paragraph “critical structural areas” are
locations which have been identified from calculations to require
monitoring or from t he service history of similar or sister ships to be
sensitive to cracking, buckling, deformation or corrosion which would
impair the structural integrity of the ship.
(5) General technical specifications —
(a) for access through horizontal openings, hatches or ma nholes, the
dimensions shall be sufficient to allow a person wearing a self -
contained air -breathing apparatus and protective equipment to
ascend or descend any ladder without obstruction and also provide
a clear opening to facilitate the hoisting of an inj ured person from the
bottom of the space. The minimum clear opening shall not be less
than 600 millimeters x 600 millimeters. When access to a cargo hold
is arranged through the cargo hatch, the top of the ladder shall be
placed as close as possible to the hatch coaming. Access hatch
coamings having a height greater than 900 millimeters shall also
have steps on the outside in conjunction with the ladder;
(b) for access through vertical openings, or manholes, in swash
bulkheads, floors, girders and web frames p roviding passage
through the length and breadth of the space, the minimum opening
shall be not less than 600 millimeters x 800 millimeters at a height of
not more than 600 millimeters from the bottom shell plating unless
gratings or other foot holds are pr ovided;
(c) for oil tankers of less than 5,000 tonnes deadweight, the Director -
General may approve, in special circumstances, smaller dimensions
for the openings referred to in clauses (a) and (b) of sub -paragraph
(5), if the ability to traverse such openings or to remove an injured
person can be proved to the satisfaction of the Director -General.
10. Construction drawings maintained on board and ashore . — (1) A set of as -
built construction drawings and other plans showing any subsequent structural
alterations sha ll be kept on board a ship constructed on or after the 1st January,
2007.
(2) An additional set of such drawings shall be kept ashore by the
Company, as defined in regulation IX/1.2 of International Convention
for the Safety of Life at Sea,1974.
11. Towing an d mooring equipment. - Sub-paragraphs (4) to (6) applies to ships
constructed on or after the 1st January, 2007.
(2) Sub-paragraphs (7) and (8) of this paragraph only apply to ships: —
(a) for which the building contract is placed on or after the 1st January,
2026; or
(b) in the absence of a building contract, the keel of which is laid or which
is at a similar stage of construction on or after the 1st July, 2026; or
(c) the delivery of which is on or after the 1st January, 2029.
(3) This paragraph does not apply to towing ar rangement provided in
accordance with paragraphs 5, 6 and 7 of this schedule.
(4) Ships shall be provided with arrangements, equipment and fittings of
sufficient safe working load to enable the safe conduct of all towing
and mooring operations associated with the normal operation of the
ship.
(5) Arrangements, equipment and fittings provided in accordance with
sub-paragraph (4) shall meet the appropriate requirements of the
Director -General or an organisation recognised by the Director -
General.
(6) Each fitting or item of equipment provided under this paragraph shall
be clearly marked with any restrictions associated with its safe
operation, taking into account the strength of its attachment to the
ship's structure.
(7) For ships of 3,000 gross tonnage and above, the moorin g arrangement
shall be designed, and the mooring equipment including lines shall be
selected, in order to ensure occupational safety and safe mooring of
the ship, based on the guidelines developed by the Director -
General Ship-specific information shall be provided and kept on board.
(8) Ships of less than 3,000 gross tonnage should comply with the
requirement in paragraph 7 of this schedule as far as reasonably
practicable, or with applicable national standards of the Director -
General .
(9) For all ships, mooring eq uipment, including lines, shall be inspected
and maintained in a suitable condition for their intended purposes.
12. Means of embarkation on and disembarkation from ship . — (1) Ships
constructed on or after the 1st January, 2010 shall be provided with means of
embarkation on and disembarkation from ships for use in port and in port
related operations, such as gangways and accommodation ladders, in
accordance with Sub -paragraph (2), unless the Director -General deems that
compliance with a particular provision is unreasonable or impractical.
Circumstances where compliance may be deemed unreasonable or
impractical may include where the ship: —
(a) has small freeboards and is provided with boarding ramps; or
(b) is engaged in voyages between designated ports where appro priate
shore accommodation or embarkation ladders (platforms) are
provided.
(2) The means of embarkation and disembarkation required in sub -
paragraph (1) shall be constructed and installed based on the
guidelines developed by the organisation.
(3) For all ships th e means of embarkation and disembarkation shall be
inspected and maintained in suitable condition for their intended
purpose, taking into account any restrictions related to safe loading.
All wires used to support the means of embarkation and
disembarkatio n shall be maintained as specified in regulation III/20.4
of International Convention for the Safety of Life at Sea,1974.
13. Goal based ship construction standards for Bulk Carriers and Oil
Tankers. — (1) This paragraph shall apply to oil tankers of 150 m in length and
above and to bulk carriers of 150 m in length and above, constructed with single
deck, top -side tanks and hopper side tanks in cargo spaces, excluding ore
carriers and combination carriers:
(a) for which the building contract is placed on or after t he 1st July,
2016;
(b) in the absence of a building contract, the keels of which are laid or
which are at a similar stage of construction on or after the 1st July,
2017; or
(c) the delivery of which is on or after the 1st July, 2020.
(2) Ships shall be designed and co nstructed for a specified design life to
be safe and environmentally friendly, when properly operated and
maintained under the specified operating and environmental
conditions, in intact and specified damage conditions, throughout their
life.
(a) safe and envi ronmentally friendly means the ship shall have
adequate strength, integrity and stability to minimise the risk of loss
of the ship or pollution to the marine environment due to structural
failure, including collapse, resulting in flooding or loss of watert ight
integrity;
(b) environmentally friendly also includes the ship being constructed of
materials for environmentally acceptable recycling;
(c) safety also includes the ship's structure, fittings and arrangements
providing for safe access, escape, inspection and proper
maintenance and facilitating safe operation;
(d) specified operating and environmental conditions are defined by the
intended operating area for the ship throughout its life and cover the
conditions, including intermediate conditions, arising from cargo and
ballast operations in port, waterways and at sea;
(e) specified design life is the nominal period that the ship is assumed
to be exposed to operating or environmental conditions or the
corrosive environment and is used for selecting appropriate ship
desig n parameters. however, the ship's actual service life may be
longer or shorter depending on the actual operating conditions and
maintenance of the ship throughout its life cycle.
(3) The requirements of sub -paragraphs (2) to clause (e) of sub -paragraph
(2) sha ll be achieved through satisfying applicable structural
requirements of an organisation which is recognised by the director -
general in accordance with the provisions of regulation XI -1/1, or rules
provided by the Director -General , conforming to the functio nal
requirements of the goal -based ship construction standards for bulk
carriers and oil tankers.
(4) A ship construction file with specific information on how the functional
requirements of the Goal -based ship construction standards for bulk
carriers and oil tankers have been applied in the ship design and
construction shall be provided upon delivery of a new ship and kept on
board the ship and/or ashore and updated as appropriate throughout
the ship's service. the contents of the ship construction file shall, at
least, conform to the guidelines developed by the organisation.
14. Corrosion protection of cargo oil tanks of crude oil tankers - (1) Sub -
paragraph (3) shall apply to crude oil tankers, as defined in regulation 1 of
Annexure I to the International Conventi on for the Prevention of Pollution from
Ships (MARPOL) 73/78 Convention of the International Maritime Organization
along with its Protocols and Amendments, as applicable thereto, of 5,000
tonnes deadweight and above:
(a) for which the building contract is plac ed on or after the 1st January,
2013; or
(b) in the absence of a building contract, the keels of which are laid or
which are at a similar stage of construction on or after the 1st July,
2013; or
(c) the delivery of which is on or after the 1st January, 2016.
(2) Sub-paragraph (3) shall not apply to combination carriers or chemical
tankers as defined in regulations 1 of annexes I and II, respectively, to
the international convention for the prevention of pollution from ships,
1973, as modified by the protocol of 1978 re lating thereto. for the
purpose of this paragraph, chemical tankers also include chemical
tankers certified to carry oil.
(3) All cargo oil tanks of crude oil tankers shall be: —
(a) coated during the construction of the ship in accordance with the
performance sta ndard for protective coatings for cargo oil tanks of
crude oil tankers, adopted by the Maritime Safety Committee
by resolution MSC.288(87) , as may be amended by the
organisation, provided that such amendments are adopted, brought
into force and take effect in accordance with the provisions of article
VIII of the convention concerning the amendm ent procedures
applicable; or
(b) protected by alternative means of corrosion protection or utilization
of corrosion resistance material to maintain required structural
integrity for twenty five (25) years in accordance with the
performance standard for altern ative means of corrosion protection
for cargo oil tanks of crude oil tankers, adopted by the Maritime
Safety Committee by resolution MSC.289(87) , as may be amended
by the organisation, provided that such amendments are adopted,
brought into force and take effect in accordance with the provisions
of article VIII of the present convention concern ing the amendment
procedures applicable to the annex other than chapter I of
International Convention for the Safety of Life at Sea,1974.
(4) The Director -General may exempt a crude oil tanker from the
requirements of sub -paragraph (3) to allow the use of nove l prototype
alternatives to the coating system specified in clause (a) of sub -
paragraph (3), for testing, provided they are subject to suitable
controls, regular assessment and acknowledgement of the need for
immediate remedial action if the system fails o r is shown to be failing.
Such exemption shall be recorded on an exemption certificate.
(5) The Director -General may exempt a crude oil tanker from the
requirements of sub -paragraph (3) if the ship is built to be engaged
solely in the carriage of cargoes and c argo handling operations not
causing corrosion. Such exemption and conditions for which it is
granted shall be recorded on an exemption certificate.
15. Protection against noise . — (1) This paragraph shall be applicable to ships
of 1,600 gross tonnage and abov e:
(a) for which the building contract is placed on or after the 1st July, 2014;
or
(b) in the absence of a building contract, the keels of which are laid or
which are at a similar stage of construction on or after the 1st
January, 2015; or
(c) the delivery of which i s on or after the 1st July, 2018,
unless the Director -General deems that compliance with a particular provision is
unreasonable or impractical.
(2) On ships delivered before the 1st July, 2018 and:
(a) contracted for construction before the 1st July, 2014 and the keels of
which are laid or which are at a similar stage of construction on or after
the 1st January, 2009; or
(b) in the absence of a building contract, the keels of which are laid or
which are at a similar stage of construction on or after the 1st January,
2009 but before the 1st January, 2015,
measures shall be taken to reduce machinery noise in machinery spaces to
acceptable levels as determined by the Director -General . If this noise cannot be
sufficiently reduced the source of excessive noise shall be suita bly insulated or
isolated or a refuge from noise shall be provided if the space is required to be
manned. Ear protectors shall be provided for personnel required to enter such
spaces, if necessary.
(3) Ships shall be constructed to reduce onboard noise and to protect
personnel from the noise in accordance with the code on noise levels
on board ships, adopted by the Maritime Safety Committee
by resolution MSC.337(91) , as may be amended by the organisation,
provided that such amendments are adopted, brought into force and
take effect in accordance with the provisions of article VIII of the
present con vention concerning the amendment procedures applicable
to the annex other than chapter I of International Convention for the
Safety of Life at Sea,1974. For the purpose of this rule, although the
Code on noise levels on board ships is treated as a mandator y
instrument, recommendatory parts as specified in chapter I of the
International Convention for the Safety of Life at Sea,1974 shall be
treated as non -mandatory, provided that amendments to such
recommendatory parts are adopted by the Maritime Safety Com mittee
in accordance with its rules of procedure.
(4) Notwithstanding the requirements of paragraph 1, this paragraph does
not apply to types of ships listed in paragraph 1.3.4 of the code on
noise levels on board ships.
16. Lifting appliances and anchor handling winches . — (1) Application —
(a) unless expressly provided otherwise, this paragraph shall apply to
lifting appliances and anchor handling winches, and loose gear
utilised with the lifting appliances and the anchor handling winches;
(b) notwithstanding the above, this paragraph does not apply to:
(i) lifting appliances on ships certified as Mobile Offshore Drilling
Units (MODUs);
(ii) lifting appliances used on offshore construction ships, such as
pipe or cable laying/repair or offshore installation ships,
including ships f or decommissioning work, which comply with
standards acceptable to the Director -General;
(iii) integrated mechanical equipment for opening and closing
hold hatch covers; and;
(iv) life-saving launching appliances complying with the
International Life -Saving Applianc e (LSA) code.
(c) the Director -General shall determine to what extent the provisions
of clause (a) of sub -paragraphs (2) and clause (d) of sub -paragraph
(2) do not apply to lifting appliances which have a safe working load
below 1,000 kilogram.
(2) Design, co nstruction and installation
(a) lifting appliances installed on or after the 1st January, 2026 shall be
(i) designed, constructed and installed in accordance with the
requirements of a classification society which is recognised by
the Director -General in accordanc e with the provisions of
regulation XI -1/1 of International Convention for the Safety of
Life at Sea,1974 or standards acceptable to the Director -General
which provide an equivalent level of safety; and
(ii) load tested and thoroughly examined after installatio n and
before being taken into use for the first time and after repairs,
modifications or alterations of major character;
(b) anchor handling winches installed on or after the 1st January, 2026
shall be designed, constructed, installed and tested to the
satisfa ction of the Director -General, based on the guidelines
developed by the organisation;
(c) lifting appliances installed on or after the 1st January, 2026 shall be
permanently marked and provided with documentary evidence for
the safe working load (SWL);
(d) lifting appliances installed before the 1st January, 2026 shall be
tested and thoroughly examined, based on the guidelines developed
by the organisation and comply with clause (c) of sub -paragraph (2)
no later than the date of the first renewal survey on or after the 1st
January, 2026;
(e) anchor handling winches installed before the 1st January, 2026 shall
be tested and thoroughly examined, based on the guidelines
developed by the organisation no later than the date of the first
renewal survey on or after the 1st January, 2026.
(3) Maintenance, operation, inspection and testing, — all lifting
appliances and anchor handling winches, regardless of installation
date, and all loose gear utilized with any lifting appliances and anchor
handling winches, shall be operationa lly tested, thoroughly examined,
inspected, operated and maintained, based on the Guidelines
developed by the organisation.
(4) Inoperative lifting appliances and anchor handling winches, —
except as provided in regulation I/11(c), while all reasonable step s
shall be taken to maintain lifting appliances, anchor handling winches
and loose gear to which this paragraph applies in working order,
malfunctions of that equipment shall not be assumed as making the
ship unseaworthy or as a reason for delaying the shi p in ports,
provided that action has been taken by the master to take the
inoperative lifting appliance or anchor handling winch into account in
planning and executing a safe voyage.
CHAPTER -III
SUBDIVISION AND STABILITY
17. General. – (1) The stability r equirements in chapter -III through chapter -IV shall
apply to cargo ships of 80 meters in length (L) and upwards but shall exclude
those cargo ships which are shown to comply with subdivision and damage
stability regulations in other instruments developed b y the organisation.
(2) The Director -General may, for a particular ship or group of ships,
accept alternative methodologies if it is satisfied that at least the same
degree of safety as represented by these paragraphs is achieved. The
Director -General upo n allowing such alternative methodologies shall
communicate to the organisation the particulars thereof.
(3) Ships shall be as efficiently subdivided as is possible having regard
to the nature of the service for which they are intended. The degree
of subd ivision shall vary with the subdivision length (Ls) of the ship and
with the service, in such manner that the highest degree of subdivision
corresponds with the ships of greatest subdivision length (Ls), primarily
engaged in the carriage of passengers.
(4)Where it is proposed to fit decks, inner skins or longitudinal
bulkheads of sufficient tightness to seriously restrict the flow of water,
Director -General shall be satisfied that proper consideration is given to
beneficial or adverse effects of such struct ures in the calculations.
CHAPTER -IV
STABILITY OF CARGO SHIPS
18. Intact stability information. — (1) Every cargo ship having a length (L) of 24
meters and upwards, shall be inclined upon its completion. The lightship
displacement and the longitudinal, trans verse and vertical position of its centre
of gravity shall be determined. In addition to any other applicable requirements
of the present regulations, ships having a length of 24 meters and upwards shall
as a minimum comply with the requirements of Part A of the 2008 Intact Stability
Code.
(2) The Director -General may allow the inclining test of an individual
cargo ship to be dispensed with, provided basic stability data are
available from the inclining test of a sister ship and it is shown to the
satisfact ion of the Director -General that reliable stability information for
the exempted ship can be obtained from such basic data, as required
by sub -paragraph (1). A weight survey shall be carried out upon
completion and the ship shall be inclined whenever, in c omparison with
the data derived from the sister ship, a deviation from the lightship
displacement exceeding 1 per cent. for ships of 160 meters or more in
length and 2 per cent. for ships of 50 meters or less in length and as
determined by linear interpol ation for intermediate lengths or a
deviation from the lightship longitudinal center of gravity exceeding 0.5
per cent. of L is found.
(3)The Director -General may also allow the inclining test of an
individual ship or class of ships especially designed fo r the carriage of
liquids or ore in bulk to be dispensed with when reference to existing
data for similar ships clearly indicates that, due to the ship’s
proportions and arrangements more than sufficient metacentric height
shall be available in all probabl e loading conditions.
(4) Where any alterations are made to a ship so as to materially affect
the stability information supplied to the master, amended stability
information shall be provided. If necessary, the ship shall be re -
inclined. The ship shall b e re-inclined if anticipated deviations exceed
one of the values specified in sub -paragraph (5).
(5) At periodical intervals not exceeding five years, a lightweight survey
shall be carried out on all passenger ships to verify any changes in
lightship displ acement and longitudinal center of gravity. The ship shall
be re -inclined whenever, in comparison with the approved stability
information, a deviation from the lightship displacement exceeding 2
per cent. or a deviation of the longitudinal center of gravi ty exceeding
1 per cent. of L is found or anticipated.
(6) Every ship shall have scales of draughts marked clearly at the bow
and stern. In the case where the draught marks are not located where
they are easily readable, or operational constraints for a particular
trade make it difficult to read the draught marks, then the ship shall
also be fitted with a reliable draught indicating system by which the
bow and stern draughts can be determined.
19. Stability information to be supplied to the master. — (1) The master shall
be supplied with such information satisfactory to the Director -General as is
necessary to enable him by rapid and simple processes to obtain accurate
guidance as to the stability of the ship under varying conditions of service. A
copy of the s tability information shall be furnished to the Director -General.
(2) The information should include: —
(a) curves or tables of minimum operational metacentric height (GM)
and maximum permissible trim versus draught which assures
compliance with the intact and damage stability requirements,
alternatively corresponding curves or tables of the maximum
allowable vertical center of gravity (KG) and maximum permissible
trim versus draught, or with the equivalents of either of these curves
or table;
(b) instructions conc erning the operation of cross -flooding
arrangements; and
(c) all other data and aids which might be necessary to maintain the
required intact stability and stability after damage.
(3) The intact and damage stability information required by sub -
paragraph (2) s hall be presented as consolidated data and encompass
the full operating range of draught and trim. Applied trim values shall
coincide in all stability information intended for use on board.
Information not required for determination of stability and trim l imits
should be excluded from this information.
(4) If the damage stability is calculated in accordance with paragraph
20 to paragraph 24 and, if applicable, with paragraph 25, a stability
limit curve is to be determined using linear interpolation between the
minimum required metacentric height (GM) assumed for each of the
three draughts ds, dp and dl. When additional subdivision indices are
calculated for different trims, a single envelope curve based on the
minimum values from these calculations shall be presented. When it is
intended to develop curves of maximum permissible vertical centre of
gravity (KG) it shall be ensured that the resulting maximum vertical
centre of gravity (KG) curves correspond with a linear variation of
metacentric height (GM).
(5) As an alternative to a single envelope curve, the calculations for
additional trims may be carried out with one common GM for all of the
trims assumed at each subdivision draught. The lowest values of each
partial index As, Ap and Al across these trims sh all then be used in the
summation of the attained subdivision index A according to paragraph
21. This shall result in one metacentric height (GM) limit curve based
on the metacentric height (GM) used at each draught. A trim limit
diagram showing the assume d trim range shall be developed.
(6) When curves or tables of minimum operational metacentric height
(GM) versus draught are not appropriate, the master should ensure
that the operating condition does not deviate from a studied loading
condition or verify by calculation that the stability criteria are satisfied
for this loading condition.
20. Required subdivision index R. — (1) The subdivision of a ship is considered
sufficient if the attained subdivision index A, determined in accordance with
paragraph 21, is not less than the required subdivision index R calculated in
accordance with this paragraph and if, in addition, the partial indices As, Ap and
Al are not less than 0.5R for cargo ships.
(2) For all ships to which the damage stability requirements of this
paragraph apply, the degree of subdivision to be provided shall be
determined by the required subdivision index R, as follows:
(a) in the case of cargo ships greater than 100 m in length (Ls):
R=1−128
Ls+152
(b) in the case of cargo ships not less than 80 m in length (Ls) and not
greater than 100 m in length (Ls):
R=1−[1
1+LS
100 × RO
1−R0]
Where Ro is the value R as calculated in accordance with the formula in
clause(a).
21. Attained subdivision index A. — (1) The attained subdivision index A is
obtained by the summation of the partial indices As, Ap and Al, (weighted as
shown) calculated for the draughts ds, dp and dl defined in rule 3 in accordance
with the following formula:
A=0.4AS+0.4AP+0.2AI
Each partial index is a summation of contributions from all damage cases
taken in consideration, using the following formula:
A=∑(pi×si)
where:
i represents each compartment or group of compartments under
consideration,
pi accounts for the probability that only the compartment or group of
compartments under consideration may be flooded, disregarding any
horizontal subdivision, as defined in paragraph 22,
si accounts for the probability of survival after flooding the compartment or
group of compartments under consideration, and includes the effect of any
horizontal subdivision, as defined in paragraph 23.
(2) As a minimum, the calculation of A shall be carried out at the level
trim for the deepest subdivision draught ds and the partia l subdivision
draught dp. The estimated service trim may be used for the light
service draught dl. If, in any anticipated service condition within the
draught range from ds to dl, the trim variation in comparison with the
calculated trims is greater than 0 .5 per cent. of L, one or more
additional calculations of A are to be performed for the same draughts
but including sufficient trims to ensure that, for all intended service
conditions, the difference in trim in comparison with the reference trim
used for one calculation shall be not more than 0.5 per cent. of L. Each
additional calculation of A shall comply with sub -paragraph (1) of
paragraph 20.
(3) When determining the positive righting lever (GZ) of the residual
stability curve in the intermediate and f inal equilibrium stages of
flooding, the displacement used should be that of the intact loading
condition. All calculations should be done with the ship freely trimming.
(4) The summation indicated by the above formula shall be taken over
the ship’s sub -division length (Ls) for all cases of flooding in which a
single compartment or two or more adjacent compartments are
involved. In the case of unsymmetrical arrangements, the calculated
A value should be the mean value obtained from calculations involving
both sides. Alternatively, it should be taken as that corresponding to
the side which evidently gives the least favorable result.
(5) Wherever wing compartments are fitted, contribution to the
summation indicated by the formula shall be taken for all case s of
flooding in which wing compartments are involved. Additionally, cases
of simultaneous flooding of a wing compartment or group of
compartments and the adjacent inboard compartment or group of
compartments but excluding damage of transverse extent great er than
one half of the ship breadth B, may be added. For the purpose of this
paragraph, transverse extent is measured inboard from ship’s side, at
right angles to the centreline at the level of the deepest subdivision
draught.
(6) In the flooding calcula tions carried out according to the paragraphs,
only one breach of the hull and only one free surface need to be
assumed. The assumed vertical extent of damage is to extend from
the baseline upwards to any watertight horizontal subdivision above
the wate rline or higher. However, if a lesser extent of damage shall
give a more severe result; such extent is to be assumed.
(7) If pipes, ducts or tunnels are situated within the assumed extent of
damage, arrangements are to be made to ensure that progressive
flooding cannot thereby extend to compartments other than those
assumed flooded. However, the Director -General may permit minor
progressive flooding if it is demonstrated that its effects can be easily
controlled and the safety of the ship is not impaired.
22. Calculation of the factor pi. - (1) The factor pi for a compartment or group of
compartments shall be calculated in accordance with this sub -paragraph (1)
and sub -paragraphs (2) and (3) of this paragraph using the following notations:
j = the aftmost dam age zone number involved in the damage starting with
No.1 at the stern;
n = the number of adjacent damage zones involved in the damage;
k = is the number of a particular longitudinal bulkhead as barrier for
transverse penetration in a damage zone counted from shell towards the
centre line. The shell has k = 0;
x1 = the distance from the aft terminal of Ls to the aft end of the zone in
question;
x2 = the distance from the aft terminal of Ls to the forward end of the zone
in question;
b = the mean transver se distance in meters measured at right angles to the
centreline at the deepest subdivision loadline between the shell and an
assumed vertical plane extended between the longitudinal limits used in
calculating the factor pi and which is a tangent to, or co mmon with, all or
part of the outermost portion of the longitudinal bulkhead under
consideration. This vertical plane shall be so orientated that the mean
transverse distance to the shell is a maximum, but not more than twice the
least distance between th e plane and the shell. If the upper part of a
longitudinal bulkhead is below the deepest subdivision loadline the vertical
plane used for determination of b is assumed to extend upwards to the
deepest subdivision waterline. In any case, b is not to be tak en greater
than B/2.
If the damage involves a single zone only:
pi=p(x1j,x2j)×[r(x1j,x2j,bk)−r(x1j,x2j,bk−1)]
If the damage involves two adjacent zones:
pi=p(x1j,x2j+1)×[r(x1j,x2j+1,bk)−r((x1j,x2j+1,bk−1)]−p(x1j,x2j)
×[r(x1j+1,x2j,bk)−r((x1j,x2j,bk−1)]−p(x1j+1,x2j+1)
×[r(x1j+1,x2j+1,bk)−r((x1j+1,x2j+1,bk−1)]
If the damage involves three or more adjacent zones:
pi=p(x1j,x2j+n−1)×[r(x1j,x2j+n−1,bk)−r((x1j,x2j+n−1,bk−1)]−
p(x1j,x2j+n−2)×[r(x1j,x2j+n−2,bk)−r((x1j,x2j+n−2,bk−1)]−
p(x1j+1,x2j+n−1)×[r(x1j+1,x2j+n−1,bk)−r((x1j+1,x2j+n−1,bk−1)]+
p(x1j+1,x2j+n−2)×[r(x1j+1,x2j+n−2,bk)−r((x1j+1,x2j+n−2,bk−1)]
and where r(x1, x2, b0) = 0
(1) The factor p(x1, x2) is to be calculated according to the following
formulae:
Overall normalized max damage length: Jmax = 10/33
Knuckle point in the distribution: Jkn = 5/33
Cumulati ve probability at Jkn: pk = 11/12
Maximum absolute damage length: lmax = 60 m
Length where normalized distribution ends: L* = 260 m
Probability density at J = 0:
bo=2(pk
Jkn−1−pk
Jmax −Jkn)
When L s L*:
Jm=min {Jmax,lmax
Ls}
Jk=Jm
2+1−√1+(1−2pk)boJm+14⁄bo2Jm2
bo
b12 = b o
When L s > L*:
Jm∗=min {Jmax,lmax
L∗}
Jk∗=Jm∗
2+1−√1+(1−2pk)boJm∗+14⁄bo2Jm∗2
bo
Jm=Jm∗.L∗
Ls
Jk=Jk∗.L∗
Ls
b12=2(pk
Jk−1−pk
Jm−Jk)
b11=4(1−pk
(Jm−Jk)Jk−2pk
Jk2)
b21=−2(1−pk
(Jm−Jk)2)
b22=−b21Jm
The non -dimensional damage length:
J=(x2−x1)
Ls
The normalized length of a compartment or group of compartments:
Jn is to be taken as the lesser of J and J m.
(2) Where neither limit of the compartment or group of compartments
under consideration coincides with the aft or forward terminals:
J Jk:
p(x1,x2)=p1=1
6J2(b11J+3b12)
J > J k:
p(x1,x2)=p2
=−1
3b11Jk3+1
2(b11J−b12)Jk2+b12JJk−1
3b21(Jn3−Jk3)
+1
2(b21J−b22)(Jn2−Jk2)+b22J(Jn−Jk)
(3) Where the aft limit of the compartment or g roup of compartments under
consideration coincides with the aft terminal or the forward limit of the
compartment or group of compartments under consideration coincides
with the forward terminal:
J Jk:
p(x1,x2)=1
2(p1+J)
J Jk:
p(x1,x2)=1
2(p2+J)
(4) Where the compartment or groups of compartments considered
extends over the entire subdivision length (L s):
p (x1, x2) = 1
1The factor r(x1, x2, b) shall be determined by the following formulae:
r(x1,x2,b)=1−(1−C)[1−G
p(x1,x2)]
Where,
C=12Jb(−45Jb+4)
where,
Jb=b
15B
(5) Where the compartment or groups of compartments considered
extends over the entire subdivision length (L s);
G=G1=1
2b11Jb2+b12Jb
(6) Where neither limit of the compartment or group of compartments
under c onsideration coincides with the aft or forward terminals:
G=G2=−1
3b11J03+1
2(b11J−b12)Jo2+b12JJo
Jo=min (J,Jb)
(7) Where the aft limit of the compartment or group of compartments under
consideration coincodes with the af t terminal or the forward limit of the
compartment or group of compartments under consideration coincides
with the forward terminal:
G=1
2(G2+G1.J)
23. Calculation of the factor sub -division index (si) - (1) The factor si shall be
determined for each case of assumed flooding, involving a compartment or
group of compartments, in accordance with the following notations and the
provisions in this paragraph.
θe is the equilibrium heel angle in any stage of flooding, in degrees;
θv is the angle, in any sta ge of flooding, where the righting lever becomes
negative, or the angle at which an opening incapable of being closed
weathertight becomes submerged;
GZmax is the maximum positive righting lever, in metres, up to the angle θ v;
Range is the range of positiv e righting levers, in degrees, measured from
the angle θ e. The positive range is to be taken up to the angle θ v;
Flooding stage is any discrete step during the flooding process, including
the stage before equalization (if any) until final equilibrium has b een
reached.
The factor si, for any damage case at any initial loading condition, di, shall
be obtained from the formula:
si=minimum {sintermediate ,i or sfinal ,i smom ,i}
where:
Sintermediate ,i is the probability to survive all intermediat e flooding stages until
the final equilibrium stage, and is calculated in accordance with sub -
paragraph (2) of this paragraph
Sfinall,i is the probability to survive in the final equilibrium stage of flooding.
It is calculated in accordance with sub -paragr aph (3) of this paragraph
smom,i is the probability to survive heeling moments, and is calculated in
accordance with sub -paragraph (4) of this paragraph
(2) cargo ships fitted with cross -flooding devices, the factor Sintermediate, I is
taken as the least of the s -factors obtained from all flooding stages
including the stage before equalization, if any, and is to be calculated
as follows:
Sintermediate ,i=[GZmax
0.05×Range
7]14⁄
where GZ max is not to be taken as more than 0.05 m and Range as not
more than 7°. s intermediate,i = 0, if the intermediate heel angle 30° for cargo
ships.
For cargo ships not fitted with cross -flooding devices the factor
sintermediate,i is taken as unity, except if the Director -General considers that
the stability in inter mediate stages of flooding may be insufficient, it should
require further investigation thereof.
(3) The factor sfinal,i shall be obtained from the formula:
sfinal ,i=K[GZmax
TGZ max×Range
TRange]1
where,
GZmax is not to be taken as more t han TGZ max;
Range is not to be taken as more than TRange;
TGZ max = 0.12 m, otherwise;
TRange = 16º, otherwise;
k=1 if θe≤θmin
k=0 if θe≥θmin
k=√θmax −θe
θmax −θmin otherwise,
θmin 25° for cargo ships; and
θmax 30° for cargo ships.
(4) The factor smom,i is applicable only to passenger ships (for cargo
ships smom,i shall be taken as unity) and shall be calculated at the
final equilibrium from the formula:
smom ,i=(GZmax −0.04)×Displacement
Mheel
where:
Displacemen t is the intact displacement at the subdivision draught;
Mheel is the maximum assumed heeling moment as calculated in
accordance with
Sub-paragraph (4) clause (a) of this paragraph and,
(a) smom,i ≤ 1The heeling moment M heel is to be calculated as
follows:
Mheel = maximum { M wind or M Survivalcraft }
(i) Mwind is the maximum assumed wind force acting in a damage
situation:
Mwind = (P · A · Z) / 9.806 (tm)
where:
P = 120 N/ m2;
A = projected lateral area above waterline;
Z = distance from centre of lateral project ed area above waterline to T/2;
and
T = ship’s draught, di.
(b) MSurvivalcraft is the maximum assumed heeling moment due to the
launching of all
fully loaded davit -launched survival craft on one side of the ship. It shall be
calculated using the following ass umptions:
(i) all lifeboats and rescue boats fitted on the side to which the ship
has heeled after having sustained damage shall be assumed to
be swung out fully loaded and ready for lowering;
(ii) for lifeboats which are arranged to be launched fully loaded from
the stowed position, the maximum heeling moment during
launching shall be taken;
(iii) a fully loaded davit -launched liferaft attached to each davit on
the side to which the ship has heeled after having sustained
damage shall be assumed to be swung out ready fo r lowering;
(iv) persons not in the life -saving appliances which are swung out
shall not provide either additional heeling or righting moment; and
(v) life-saving appliances on the side of the ship opposite to the side
to which the ship has heeled shall be assumed to be in a stowed
position.
(5) Unsymmetrical flooding is to be kept to a minimum consistent with the
efficient arrangements. Where it is necessary to correct large angles
of heel, the means adopted shall, where practicable, be self -acting, but
in any case, wh ere controls to equalization devices are provided they
shall be operable from above the Freeboard deck. These fittings
together with their controls shall be acceptable to the Director -General.
Suitable information concerning the use of equalization devices shall
be supplied to the master of the ship.
(a) Tanks and compartments taking part in such equalization shall be
fitted with air pipes or equivalent means of sufficient cross -section
to ensure that the flow of water into the equalization compartments
is not delayed.
(b) In all cases, factor si is to be taken as zero in those cases where
the final waterline, taking into account sinkage, heel and trim,
immerses:
(i) the lower edge of openings through which progressive flooding
may take place and such flooding is not ac counted for in the
calculation of factor si. Such openings shall include air -pipes,
ventilators and openings which are closed by means of
weathertight doors or hatch covers; and
(c) The factor si is to be taken as zero if, taking into account sinkage,
heel and trim, any of the following occur in any intermediate stage
or in the final stage of flooding:
(i) immersion of any vertical escape hatch in the freeboard deck
intended for compliance with chapter VIII to XIV ;
(ii) any controls intended for the operation of watert ight doors,
equalization devices, valves on piping or on ventilation ducts
intended to maintain the integrity of watertight bulkheads from
above the freeboard deck become inaccessible or inoperable;
(iii) immersion of any part of piping or ventilation ducts carr ied
through a watertight boundary that is located within any
compartment included in damage cases contributing to the
attained index A, if not fitted with watertight means of closure at
each boundary.
(d) However, where compartments assumed flooded due to
progressive flooding are taken into account in the damage stability
calculations multiple values of sintermediate,i may be calculated
assuming equalization in additional flooding phases.
(e) Except as provided in clause (c) of sub -paragraph (5) of this
paragraph, openings closed by means of watertight manhole
covers and flush scuttles, small watertight hatch covers, remotely
operated sliding watertight doors, side scuttles of the non -opening
type as well as watertight access doors and hatch covers required
to be ke pt closed at sea need not be considered.
(6) Where horizontal watertight boundaries are fitted above the waterline
under consideration the s -value calculated for the lower compartment
or group of compartments shall be obtained by multiplying the value
as dete rmined in Sub -paragraph (1) of this paragraph by the reduction
factor vm according to Sub -paragraph (6) clause (a) of this paragraph,
which represents the probability that the spaces above the horizontal
subdivision shall not be flooded.
(a) The factor vm sha ll be obtained from the formula:
vm=v(Hj,n,m,d)−v(Hj,n,m−1,d)
where:
Hj, n, m is the least height above the baseline, in metres, within the
longitudinal
range of x1(j)...x2(j+n -1) of the mth horizontal boundary which is assumed
to limit the
vertic al extent of flooding for the damaged compartments under
consideration;
Hj, n, m -1 is the least height above the baseline, in metres, within the
longitudinal
range of x1(j)...x2(j+n -1) of the (m -1)th horizontal boundary which is
assumed to limit
the verti cal extent of flooding for the damaged compartments under
consideration;
j signifies the aft terminal of the damaged compartments under
consideration;
m represents each horizontal boundary counted upwards from the
waterline under
consideration;
d is the d raught in question as defined in rule 3; and
x1 and x2 represent the terminals of the compartment or group of
compartments
considered in paragraph 22.
(7) The factors 𝐯(𝐇𝐣,𝐧,𝐦,𝐝) and 𝐯(𝐇𝐣,𝐧,𝐦−𝟏,𝐝)shall be obtained from the
formulae:
v(H,d)=0.8(H−d)
7.8 if (Hm -d) is less than, or equal to, 7.8 meters;
v(H,d)=0.8+0.2(H−d)−7.8
4.7 in all other cases
where:
v(Hj, n, m, d) is to be taken as 1, if Hm coincides with the uppermost
watertight
boundary of the ship within the range (x1(j)...x2(j +n-1)), and
v(Hj, n, 0, d) is to be taken as 0.
In no case is vm to be taken as less than zero or more than 1.
(8) In general, each contribution dA to the index A in the case of horizontal
subdivisions is obtained from the formula:
dA = p i . [v1 . smin1 + (v 2 – v1) . s min2 + …. + /(1-vm-1) . s minm]
where:
vm = the v -value calculated in accordance with paragraph 11.6.1;
smin = the least s -factor for all combinations of damages obtained when
the assumed damage extends from the assumed damage height Hm
downwards .
24. Permeability. — (1) For the purpose of the subdivision and damage stability
calculations of the paragraphs, the permeability of each general compartment
or part of a compartment shall be as follows:
Spaces Permeability
Appropriated to stores 0.60
Occupied by accommodation 0.95
Occupied by machinery 0.85
Void spaces 0.95
Intended for liquids 0 or 0.95*
[*Whichever results in the more severe requirement.]
(2) For the purpose of the subdivision and damage stability
calculations of the paragraphs, the permeability of each cargo
compartment or part of a compartment shall be as follows:
Spaces Permeability at
draught ds Permeability
at draught dp Permeability
at draught dl
Dry Cargo spaces 0.70 0.80 0.95
Container spaces 0.70 0.80 0.95
Ro-ro spaces 0.90 0.90 0.95
Cargo liquids 0.70 0.80 0.95
(3) Other figures for permeability may be used if substantiated by
calculations.
25. Double bottoms in cargo ships other than tankers. — (1) A double bottom
shall be fitted extending from the collision bulkhead to the afterpeak bulkhead,
as far as this is practicable and compatible with the design and proper working
of the ship.
(2) Where a double bottom is required to be fitted the inner bottom
shall be continued out to the ship’s sides in such a manner as to protect
the bottom to the turn of the bilge. Such protection shall be deemed
satisfactory if the inner bottom is not lower at any part than a plane
parallel with the keel line and which is located not less than a vertical
distance h measured from the keel line, as calculated by the formula:
h = B/20
However, in no case is the value of h to be less than 760 millimeters and
need not be taken as more than 2,000 millimeters.
(3) Small wells constructed in the double bottom in connection with
drainage arrangements shall not extend downward more than
necessary. The vertical distance from the bottom of such a well to a
plane coinciding with the keel line shall not be less than h/2 or 500
millimeters , whichever is greater, or compliance with Sub -paragraph
(7) of this paragraph shall b e shown for that part of the ship.
Other wells (e.g. for lubricating oil under main engines) may be permitted
by the Director -General if satisfied that the arrangements give protection
equivalent to that afforded by a double bottom complying with this
paragraph.
(a) For a cargo ship of 80 meters in length and upwards, proof of
equivalent protection is to be shown by demonstrating that the ship
is capable of withstanding bottom damages as specified in sub -
paragraph (7). Alternatively, wells for lubricating oil b elow main
engines may protrude into the double bottom below the boundary
line defined by the distance h provided that the vertical distance
between the well bottom and a plane coinciding with the keel line
is not less than h/2 or 500 millimeters , whichever is greater.
(b) For cargo ships of less than 80 meters in length the arrangements
shall provide a level of safety to the satisfaction of the Director -
General.
(4) A double bottom need not be fitted in way of watertight tanks,
including dry tanks of moderate size, provided the safety of the ship is
not impaired in the event of bottom or side damage.
(5) Any part of a cargo ship of 80 meters in length and upwards that is
not fitted with a double bottom in accordance with sub -paragraph (1),
(4), as specifie d in sub -paragraph (2) of this paragraph, shall be
capable of withstanding bottom damages, as specified in sub -
paragraph (7) of this paragraph, in that part of the ship. For cargo ships
of less than 80 meters in length the alternative arrangements shall
provide a level of safety to the satisfaction of the Director -General .
(6) In the case of unusual bottom arrangements in a cargo ship of 80
meters in length and upwards, it shall be demonstrated that the ship is
capable of withstanding bottom damages as spe cified in sub -
paragraph (7) of this paragraph. For cargo ships of less than 80 meters
in length the alternative arrangements shall provide a level of safety to
the satisfaction of the Director -General .
(7) Compliance with sub -paragraphs (3), sub -paragraphs (5) or (6) of
this paragraph is to be achieved by demonstrating that si, when
calculated in accordance with paragraph 23, is not less than 1 for all
service conditions when subject to a bottom damage assumed at any
position along the ship’s bottom and wit h an extent specified in clause
(b) below for the affected part of the ship:
(c) Flooding of such spaces shall not render emergency power and
lighting, internal communication, signals or other emergency
devices inoperable in other parts of the ship.
(d) Assumed e xtent of damage shall be as follows:
For 0.3 from the forward
Perpendicular of the ship Any other part of the
ship
Longitudinal extent
1/3 L 2/3 or 14.5 meters
whichever is less 1/3 L 2/3or 14.5
meters whichever is
less
Transverse extent
B/6 or 10 meters, whichever
is less B/6 or 5 m eters
whichever is less
Vertic Vertical extent measure from
the keel line
B/20, to be taken not less
than 0.76 meters and not
more than 2 meters B/20, to be taken not
less than 0.76 meters
and not more than 2
meters
(e) If any damage of a lesser extent than the maximum damage
specified in clause (b) would result in a more severe condition,
such damage should be considered.
26. Const ruction of watertight bulkheads. — (1) Each watertight sub -division
bulkhead, whether transverse or longitudinal, shall be constructed having
scantlings as specified in sub -rule (109) of rule 3. In all cases, watertight
subdivision bulkheads shall be capab le of supporting at least the pressure due
to a head of water up to the Freeboard deck.
(2) Steps and recesses in watertight bulkheads shall be as strong as the
bulkhead at the place where each occurs.
27. Initial testing of watertight bulkheads, etc . — (1) T esting watertight spaces
not intended to hold liquids and cargo holds intended to hold ballast by filling
them with water is not compulsory. When testing by filling with water is not
carried out, a hose test shall be carried out where practicable. This t est shall
be carried out in the most advanced stage of the fitting out of the ship. Where
a hose test is not practicable because of possible damage to machinery,
electrical equipment insulation or outfitting items, it may be replaced by a
careful visual e xamination of welded connections, supported where deemed
necessary by means such as a dye penetrant test or an ultrasonic leak test or
an equivalent test. In any case a thorough inspection of the watertight
bulkheads shall be carried out.
(2) The forepea k, double bottom (including duct keels) and inner skins
shall be tested with water to a head corresponding to the requirements
of sub -paragraph (1) of paragraph 26.
(3) Tanks which are intended to hold liquids, and which form part of
the watertight subdivi sion of the ship, shall be tested for tightness and
structural strength with water to a head corresponding to its design
pressure. The water head is in no case to be less than the top of the
air pipes or to a level of 2.4 meters above the top of the tank, whichever
is the greater.
(4) The tests referred to in sub -paragraphs (2) and (3) are for the
purpose of ensuring that the subdivision structural arrangements are
watertight and are not to be regarded as a test of the fitness of any
compartment for the st orage of oil fuel or for other special purposes for
which a test of a superior character may be required depending on the
height to which the liquid has access in the tank or its connections.
28. Peak and machinery space bulkheads, shaft tunnels, etc. — (1) A collision
bulkhead shall be fitted which shall be watertight up to the freeboard deck. This
bulkhead shall be located at a distance from the forward perpendicular of not
less than 0.05L or 10 meters, whichever is the less, and, except as may be
permitted by the Director -General, not more than 0.08L or 0.05L + 3 m,
whichever is the greater.
(2) The ship shall be so designed that si calculated in accordance with
paragraph 23 shall not be less than 1 at the deepest subdivision
draught loading condition, lev el trim or any forward trim loading
conditions, if any part of the ship forward of the collision bulkhead is
flooded without vertical limits.
(3) Where any part of the ship below the waterline extends forward of
the forward perpendicular, e.g. a bulbous bo w, the distances stipulated
in sub -paragraph (1) shall be measured from a point either:
(a) at the mid -length of such extension;
(b) at a distance 0.015L forward of the forward perpendicular; or
(c) at a distance 3 meters forward of the forward perpendicular,
whiche ver gives the smallest measurement.
(4) The bulkhead may have steps or recesses provided they are within
the limits prescribed in sub -paragraph (1) or (3).
(5) No doors, manholes, access openings, ventilation ducts or any
other openings shall be fitted in the collision bulkhead below the
bulkhead deck.
(6) Except as provided in clause(b) of sub -paragraph(6), the collision
bulkhead may be pierced below the freeboard deck by not more than
one pipe for dealing with fluid in the forepeak tank, provided that the
pipe is fitted with a screw -down valve capable of being operated from
above the freeboard deck, the valve chest being secured inside the
forepeak to the collision bulkhead. The Director -General may,
however, authorize the fitting of this valve on the afte r side of the
collision bulkhead provided that the valve is readily accessible under
all service conditions and the space in which it is located is not a cargo
space. All valves shall be of steel, bronze or other approved ductile
material. Valves of ordin ary cast iron or similar material are not
acceptable.
(a) For ships constructed on or after the 1st January, 2024, except as
provided in clause (b) of sub -paragraph (6), the collision bulkhead
may be pierced below the the freeboard deck by not more than one
pipe for dealing with fluid in the forepeak tank, provided that the
pipe is fitted with a remotely controlled valve capable of being
operated from above the freeboard deck. The valve shall be
normally closed. If the remote -control system fail during operatio n
of the valve, the valve shall close automatically or be capable of
being closed manually from a position above the freeboard deck.
The valve shall be located at the collision bulkhead on either the
forward or aft side, provided the space on the aft side is not a cargo
space. The valve shall be of steel, bronze or other approved ductile
material. Valves of ordinary cast iron or similar material are not
acceptable.
(b) If the forepeak is divided to hold two different kinds of liquids, the
Director -General m ay allow the collision bulkhead to be pierced
below the bulkhead deck by two pipes, each of which is fitted as
required by clause (a) of sub -paragraph (6), provided the Director -
General is satisfied that there is no practical alternative to the fitting
of such a second pipe and that, having regard to the additional
subdivision provided in the forepeak, the safety of the ship is
maintained.
(7) Where a long forward superstructure is fitted the collision bulkhead shall
be extended weathertight to the deck next ab ove the Freeboard deck.
The extension need not be fitted directly above the bulkhead below
provided that all parts of the extension, including any part of the ramp
attached to it are located within the limits prescribed in sub -paragraph
(1) or (3) with th e exception permitted by sub -paragraph (8) and that the
part of the deck which forms the step is made effectively weathertight.
The extension shall be so arranged as to preclude the possibility of the
bow door causing damage to it in the case of damage to , or detachment
of, a bow door.
(8) Where bow doors are fitted and a sloping loading ramp forms part of the
extension of the collision bulkhead above the Freeboard deck the ramp
shall be weathertight over its complete length. In cargo ships the part of
the ra mp which is more than 2.3 meters above the freeboard deck may
extend forward of the limit specified in sub -paragraph (1) or (3). Ramps
not meeting the above requirements shall be disregarded as an
extension of the collision bulkhead.
(9) The number of openings in the extension of the collision bulkhead above
the freeboard deck shall be restricted to the minimum compatible with
the design and normal operation of the ship. All such openings shall be
capable of being closed weathertight.
(10) Bulkheads shall be fitted separating the machinery space from cargo and
accommodation spaces forward and aft and made watertight up to the
Freeboard deck. An afterpeak bulkhead shall also be fitted and made
watertight up to the freeboard deck. The afterpeak bulkhead may,
however, be stepped below the freeboard deck, provided the degree of
safety of the ship as regards sub -division is not thereby diminished
(11) In all cases stern tubes shall be enclosed in watertight spaces of
moderate volume. In cargo ships other measures to minimize the
danger of water penetrating into the ship in case of damage to stern tube
arrangements may be taken at the discretion of the Director -General.
(29) Openings in watertight bulkheads and internal decks in cargo ships . —
(1) The number of openings in watertig ht subdivisions is to be kept to a
minimum compatible with the design and proper working of the ship. Where
penetrations of watertight bulkheads and internal decks are necessary for
access, piping, ventilation, electrical cables, etc., arrangements are to be made
to maintain the watertight integrity. The Director -General may permit relaxation
in the water tightness of openings above the freeboard deck, provided that it is
demonstrated that any progressive flooding can be easily controlled and that
the saf ety of the ship is not impaired.
(2) Doors provided to ensure the watertight integrity of internal openings
which are used while at sea are to be sliding watertight doors capable of
being remotely closed from the bridge and are also to be operable locally
from each side of the bulkhead. Indicators are to be provided at the
control position showing whether the doors are open or closed, and an
audible alarm is to be provided at the door closure. The power, control
and indicators are to be operable in the event of main power failure.
Particular attention is to be paid to minimizing the effect of control system
failure. Each power -operated sliding watertight door shall be provided
with an individual hand -operated mechanism. It shall be possible to open
and clo se the door by hand at the door itself from both sides.
(3) Access doors and access hatch covers normally closed at sea, intended
to ensure the watertight integrity of internal openings, shall be provided
with means of indication locally and on the bridge show ing whether these
doors or hatch covers are open or closed. A notice is to be affixed to each
such door or hatch cover to the effect that it is not to be left open.
(4) Watertight doors or ramps of satisfactory construction may be fitted to
internally subdivi de large cargo spaces, provided that the Director -
General is satisfied that such doors or ramps are essential. These doors
or ramps may be hinged, rolling or sliding doors or ramps, but shall not be
remotely controlled. Should any of the doors or ramps b e accessible
during the voyage, they shall be fitted with a device which prevents
unauthorised opening.
(5) Other closing appliances which are kept permanently closed at sea to
ensure the watertight integrity of internal openings shall be provided with
a noti ce which is to be affixed to each such closing appliance to the effect
that it is to be kept closed. Manholes fitted with closely bolted covers need
not be so marked.
(30) Openings in the shell plating below the freeboard deck of cargo
ships . — (1) The number of openings in the shell plating shall be reduced to the
minimum compatible with the design and proper working of the ship.
(2) The arrangement and efficiency of the means for closing any opening in
the shell plating shall be consistent with its intended pur pose and the
position in which it is fitted and generally to the satisfaction of the
Director -General.
(3) Subject to the requirements of the International Convention on Load
Lines in force, no sidescuttle shall be fitted in such a position that its sill
is below a line drawn parallel to the bulkhead deck at side and having its
lowest point 2.5 per cent. of the breadth of the ship above the deepest
subdivision draught, or 500 millimeters, whichever is the greater.
(a) All sidescuttles the sills of which are below the freeboard deck of
cargo ships, as permitted by of sub -paragraph (3), shall be of such
construction as shall effectively prevent any person opening them
without the consent of the master of the ship.
(4) Efficient hinged inside deadlights so arranged that t hey can be easily
and effectively closed and secured watertight, shall be fitted to all
sidescuttles except that abaft one eighth of the ship’s length from the
forward perpendicular and above a line drawn parallel to the bulkhead
deck at side and having it s lowest point at a height of 3.7 meters plus 2.5
per cent. of the breadth of the ship above the deepest subdivision
draught.
(5) No sidescuttles shall be fitted in any spaces which are appropriated
exclusively to the carriage of cargo or coal. Sidescuttles ma y, however,
be fitted in spaces appropriated alternatively to the carriage of cargo or
passengers, but they shall be of such construction as shall effectively
prevent any person opening them or their deadlights without the consent
of the master.
(6) Automatic ventilating sidescuttles shall not be fitted in the shell plating
below the freeboard deck of cargo ships without the special sanction of
the Director -General.
(7) The number of scuppers, sanitary discharges and other similar openings
in the shell plating sha ll be reduced to the minimum either by making
each discharge serve for as many as possible of the sanitary and other
pipes, or in any other satisfactory manner.
(8) All inlets and discharges in the shell plating shall be fitted with efficient
and accessible ar rangements for preventing the accidental admission of
water into the ship.
Subject to the requirements of the International Convention on
Load Lines in force and the applicable rules made under the Act, and
except as provided in clause(c) of sub -paragraph( 8), each separate
discharge led through the shell plating from spaces below the freeboard
deck of cargo ships shall be provided with either one automatic non -
return valve fitted with a positive means of closing it from above the
bulkhead deck or with two a utomatic non -return valves without positive
means of closing, provided that the inboard valve is situated above the
deepest subdivision draught and is always accessible for examination
under service conditions. Where a valve with positive means of closing
is fitted, the operating position above the bulkhead deck shall always
be readily accessible and means shall be provided for indicating
whether the valve is open or closed.
The requirements of the International Convention on Load Lines
in force shall apply to discharges led through the shell plating from
spaces above the freeboard deck of cargo ships.
Machinery space, main and auxiliary sea inlets and discharges
in connection with the operation of machinery shall be fitted with
readily accessible valves between the pipes and the shell plating or
between the pipes and fabricated boxes attached to the shell plating.
In manned machinery spaces the valves may be controlled locally and
shall be provided with indicators showing whether th ey are open or
closed.
Moving parts penetrating the shell plating below the deepest
subdivision draught shall be fitted with a watertight sealing arrangement
acceptable to the Director -General. The inboard gland shall be located
within a watert ight space of such volume that, if flooded, the bulkhead
deck shall not be submerged. The Director -General may require that if
such compartment is flooded, essential or emergency power and
lighting, internal communication, signals or other emergency devic es
must remain available in other parts of the ship.
All shell fittings and valves required by this paragraph shall be of
steel, bronze or other approved ductile material. Valves of ordinary cast
iron or similar material are not acceptable. All pipes to which this
paragraph refers shall be of steel or other equivalent material to the
satisfaction of the Director -General.
(9) Gangway, cargo and fuelling ports fitted below the freeboard deck of
cargo ships shall be watertight and in no case be so fitt ed as to have
their lowest point below the deepest subdivision draught.
(10) For ships constructed on or after the 1st January, 2024, cargo ports and
other similar openings (e.g. gangway and fuelling ports) in the side of
ships below the freeboard deck of cargo ships shall be fitted with doors
so designed as to ensure the same watertightness and structural
integrity as the surrounding shell plating. Unless otherwise granted by
the Director -General , these openings shall open outwards. The number
of such openings shall be the minimum compatible with the design and
proper working of the ship. In no case shall these openings be so fitted
as to have their lowest point below the deepest subdivision draught.
(31) External openings in cargo ships. — (1) All external openings leading
to compartments assumed intact in the damage analysis, which are below the
final damage waterline, are required to be watertight.
(2) External openings required to be watertight in accordance with sub -
paragraph (1) shall, except for cargo hatch cover s, be fitted with
indicators on the bridge.
(3) Openings in the shell plating below the deck limiting the vertical extent
of damage shall be fitted with a device that prevents unauthorized
opening if they are accessible during the voyage.
(4) Other closing applian ces which are kept permanently closed at sea to
ensure the watertight integrity of external openings shall be provided with
a notice affixed to each appliance to the effect that it is to be kept closed.
Manholes fitted with closely bolted covers need not be so marked.
(32) Construction and initial tests of watertight Closures . — (1) In all
ships:
(a) the design, materials and construction of all watertight doors,
sidescuttles, gangway and cargo ports, valves, pipes, ash -chutes and
rubbish -chutes referred to in th ese paragraphs shall be to the
satisfaction of the Director -General;
(b) such valves, doors and mechanisms shall be suitably marked to
ensure that they may be properly used to provide maximum safety;
and
(c) the frames of vertical watertight doors shall have no groove at the
bottom in which dirt might lodge and prevent the door closing properly.
(2) Watertight doors and hatches shall be tested by water pressure
to the maximum head of water they might sustain in a final or
intermediate stage of flooding. For cargo sh ips not covered by
damage stability requirements, watertight doors and hatches
shall be tested by water pressure to a head of water measured
from the lower edge of the opening to one meter above the
freeboard deck. Where testing of individual doors and hat ches is
not carried out because of possible damage to insulation or
outfitting items, testing of individual doors and hatches may be
replaced by a prototype pressure test of each type and size of
door or hatch with a test pressure corresponding at least to the
head required for the individual location. The prototype test shall
be carried out before the door or hatch is fitted. The installation
method and procedure for fitting the door or hatch on board shall
correspond to that of the prototype test. When fi tted on board,
each door or hatch shall be checked for proper seating between
the bulkhead, the frame and the door or between deck, the
coaming and the hatch.
(33) Construction and initial tests of watertight decks, trunks, etc . — (1)
Watertight decks, trunks, tunnels, duct keels and ventilators shall be of the same
strength as watertight bulkheads at corresponding levels. The means used for
making them watertight, and the arrangements adopted for closing openings in
them, shall be to the satisfaction of the Di rector -General. Watertight ventilators
and trunks shall be carried at least up to the freeboard deck in cargo ships.
(2) After completion, a hose or flooding test shall be applied to
watertight decks and a hose test to watertight trunks, tunnels and
ventilato rs.
(34) Loading of Ships – (1) On completion of loading of the ship and prior
to its departure, the master shall determine the ship's trim and stability and also
ascertain and record that the ship is upright and in compliance with stability
criteria in relevan t regulations. The determination of the ship's stability shall
always be made by calculation or by ensuring that the ship is loaded according
to one of the precalculated loading conditions within the approved stability
information. The Director -General may accept the use of an electronic loading
and stability computer or equivalent means for this purpose.
(2) Water ballast should not in general be carried in tanks intended for oil
fuel. In ships in which it is not practicable to avoid putting water in oil
fuel tanks, oily -water separating equipment to the satisfaction of the
Director -General shall be fitted, or other alternative means, such as
discharge to shore facilities, acceptable to the Director -General shall
be provided for disposing of the oily -water bal last.
(3) The provisions of this paragraph are without prejudice to the
International Convention for the Prevention of Pollution from Ships,
73/78 of the International Maritime Organization along with its
Protocols and Amendments, as applicable.
CHAPTER - V
STABILITY MANAGEMENT
(35) Damage control information .— (1) There shall be permanently
exhibited, or readily available on the navigation bridge, for the guidance of the
officer in charge of the ship, plans showing clearly for each deck and hold the
boundaries of the watertight compartments, the openings therein with the means
of closure and position of any controls thereof, and the arrangements for the
correction of any list due to flooding. In addition, booklets containing the
aforementioned information shall b e made available to the officers of the ship.
(2) General precautions to be included shall consist of a listing of equipment,
conditions, and operational procedures, considered by the Director -
General to be necessary to maintain watertight integrity under norm al
ship operations.
(3) Specific precautions to be included shall consist of a listing of elements
(i.e. closures, security of cargo, sounding of alarms, etc.) considered by
the Director -General to be vital to the survival of the ship, passengers
and crew.
(4) In case of ships to which damage stability requirements applies, damage
stability information shall provide the master a simple and easily
understandable way of assessing the ship’s survivability in all damage
cases involving a compartment or group of compa rtments.
(36) Prevention and control of water ingress, etc. — (1) All watertight
doors shall be kept closed during navigation except that they may be opened
during navigation as specified in Sub -paragraph (3). Any door which is opened
in accordance with this paragraph shall be ready to be immediately closed.
(2) Watertight doors located below the freeboard deck of cargo ships
having a maximum clear opening width of more than 1.2 meters shall
be kept closed during navigation, except for limited periods when
absolu tely necessary as determined by the Director -General.
(3) A watertight door may be opened during navigation to permit the
passage of passengers or crew, or when work in the immediate vicinity
of the door necessitates it being opened. The door must be
immediate ly closed when transit through the door is complete or when
the task which necessitated it being open is finished. The Director -
General shall authorise that such a watertight door may be opened
during navigation only after careful consideration of the impa ct on ship
operations and survivability taking into account guidance issued by the
organisation . A watertight door permitted to be opened during
navigation shall be clearly indicated in the ship's stability information
and shall always be ready to be immed iately closed.
(4) Portable plates on bulkheads shall always be in place before the
voyage commences and shall not be removed during navigation
except in case of urgent necessity at the discretion of the master. The
necessary precautions shall be taken in repl acing them to ensure that
the joints are watertight. Power -operated sliding watertight doors
permitted in machinery spaces shall be closed before the voyage
commences and shall remain closed during navigation except in case
of urgent necessity at the discr etion of the master.
(5) Watertight doors fitted in watertight bulkheads dividing cargo spaces
on tween decks shall be closed before the voyage commences and
shall be kept closed during navigation. The time at which such doors
are opened or closed shall be rec orded in such logbook as may be
prescribed by the Director -General.
(6) For ships subject to the provisions of regulation 1.1.1.1 of International
Convention for the Safety of Life at Sea,1974 and constructed before
the 1st January, 2024, gangway, cargo and f uelling ports fitted below
the bulkhead deck of passenger ships and the freeboard deck of cargo
ships shall be effectively closed and secured watertight before the
voyage commences, and shall be kept closed during navigation.
(7) For ships constructed on or af ter the 1st January, 2024, gangway,
cargo and fuelling ports fitted below the bulkhead deck of passenger
ships and the freeboard deck of cargo ships and all watertight hatches
shall be effectively closed and secured watertight before the voyage
commences a nd shall be kept closed during navigation. However, the
master may permit a watertight hatch to be opened during navigation
for a limited period of time sufficient to permit passage or for access. It
shall then be closed.
(8) The following doors, located above the freeboard deck of cargo ships,
shall be closed and locked before the voyage commences and shall
remain closed and locked until the ship is at its next berth:
(a) cargo loading doors in the shell or the boundaries of enclosed
superstructures;
(b) bow visors fi tted in positions as indicated in clause (a) of sub -
paragraph (8)
(c) cargo loading doors in the collision bulkhead; and
(d) ramps forming an alternative closure to those defined clause (a) to
clause (c) of sub -paragraph (8) inclusive
(9) Provided that where a door c annot be opened or closed while the ship
is at the berth such a door may be opened or left open while the ship
approaches or draws away from the berth, but only so far as may be
necessary to enable the door to be immediately operated. In any case,
the inne r bow door must be kept closed.
(10) Notwithstanding the requirements of sub-paragraph (8), the Director -
General may authorize that particular doors can be opened at the
discretion of the master, if necessary for the operation of the ship or
the embarking and d isembarking of passengers when the ship is at
safe anchorage and provided that the safety of the ship is not impaired.
(11) The master shall ensure that an effective system of supervision and
reporting of the closing and opening of the doors referred to in sub-
paragraph (8) is implemented.
(12) The master shall ensure, before any voyage commences, that an entry
in such log -book as may be prescribed by the Director -General is made
of the time the doors specified in sub-paragraph (13) are closed and
the time at which p articular doors are opened in accordance with sub-
paragraph (14).
(13) Hinged doors, portable plates, sidescuttles, gangway, cargo and
bunkering ports and other openings, which are required by these
regulations to be kept closed during navigation, shall be clos ed before
the voyage commences. The time at which such doors are opened and
closed (if permissible under these regulations) shall be recorded in
such log -book as may be prescribed by the Director -General.
(14) Where in a between -deck, the sills of any of the si descuttles referred
to in clause (a) of sub -paragraph (3) paragraph 30 are below a line
drawn parallel to the freeboard deck at side of cargo ships, and having
its lowest point 1.4 meters plus 2.5 per cent. of the breadth of the ship
above the water when t he voyage commences, all the sidescuttles in
that between -deck shall be closed watertight and locked before the
voyage commences, and they shall not be opened before the ship
arrives at the next port. In the application of this paragraph the
appropriate al lowance for fresh water may be made when applicable.
(a) The time at which such sidescuttles are opened in port and closed
and locked before the voyage commences shall be recorded in
such log -book as may be prescribed by the Director -General.
(b) For any ship that has one or more sidescuttles so placed that the
requirements of sub -paragraph (14) would apply when it was
floating at its deepest subdivision draught, the Director -General
may indicate the limiting mean draught at which these
sidescuttles shall have thei r sills above the line drawn parallel to
the freeboard deck at side of cargo ships, and having its lowest
point 1.4 meters plus 2.5 per cent. of the breadth of the ship above
the waterline corresponding to the limiting mean draught, and at
which it shall t herefore be permissible for the voyage to
commence without them being closed and locked and to be
opened during navigation on the responsibility of the master. In
tropical zones as defined in the International Convention on Load
Lines, 1966, this limiting draught may be increased by 0.3 m.
(15) Sidescuttles and their deadlights which shall not be accessible during
navigation shall be closed and secured before the voyage commences.
(16) If cargo is carried in spaces referred to in sub -paragraph (5), of
paragraph 30 th e sidescuttles and their deadlights shall be closed
watertight and locked before the cargo is shipped and the time at which
such scuttles and deadlights are closed and locked shall be recorded
in such log -book as may be prescribed by the Director -General.
(37) Prevention and control of water ingress, etc. in cargo ships. — (1)
Openings in the shell plating below the deck limiting the vertical extent of damage
shall be kept permanently closed while at sea.
(2) Notwithstanding the requirements of sub -paragraph (3), t he Director -
General may authorize that particular doors may be opened at the
discretion of the master, if necessary for the operation of the ship and
provided that the safety of the ship is not impaired.
(3) Watertight doors or ramps fitted internally subdivid e large cargo
spaces shall be closed before the voyage commences and shall be
kept closed during navigation. The time at which such doors are
opened or closed shall be recorded in such log -book as may be
prescribed by the Director -General .
(4) The use of acces s doors and hatch covers intended to ensure the
watertight integrity of internal openings shall be authorised by the
officer of the watch.
(38) Water level detectors on single hold cargo ships other than bulk
carriers .— (1) Single hold cargo ships other than bu lk carriers constructed
before the 1st January, 2007 shall comply with the requirements of this paragraph
not later than the 31st December 2009.
(2) Ships having a length (L) of less than 80 meters, or 100 meters if
constructed before the 1st July, 1998, and a single cargo hold below
the freeboard deck or cargo holds below the freeboard deck which are
not separated by at least one bulkhead made watertight up to that
deck, shall be fitted in such space or spaces with water level detectors.
(3) The water l evel detectors required by sub -paragraph (2) shall:
(a) give an audible and visual alarm at the navigation bridge when
the water level above the inner bottom in the cargo hold reaches
a height of not less than 0.3 meters, and another when such level
reaches n ot more than 15% of the mean depth of the cargo hold;
and
(b) be fitted at the aft end of the hold, or above its lowest part where
the inner bottom is not parallel to the designed waterline. Where
webs or partial watertight bulkheads are fitted above the inner
bottom, the Director -General may require the fitting of additional
detectors.
(4) The water level detectors required by sub -paragraph (2) need not be
fitted in ships complying regulation XII/12 of International Convention
for the Safety of Life at Sea,1974, o r in ships having watertight side
compartments each side of the cargo hold length extending vertically
at least from inner bottom to freeboard deck.
(39) Water level detectors on Multiple holds cargo ships other than bulk
carriers and tankers. — (1) Multiple ho ld cargo ships other than bulk carriers
and tankers constructed on or after the 1st January, 2024 shall be fitted with water
level detectors in each cargo hold intended for dry cargoes. Water level detectors
are not required for cargo holds located entirel y above the freeboard deck.
(2) The water level detectors required by sub -paragraph (1) shall:
(a) give audible and visual alarms at the navigation bridge, one when
the water level above the bottom of the cargo hold reaches a height
of not less than 0.3 meters, a nd another at a height not less than
15 per cent. of the depth of the cargo hold but not more than 2
meters; and
(b) be fitted at the aft end of the cargo holds. For cargo holds which
are occasionally used for water ballast, an alarm overriding device
may be i nstalled. The visual alarms shall clearly discriminate
between the two different water levels detected in each hold.
(3) As an alternative to the water level detector at a height of not less than
0.3 meters as per clause (a) of sub -paragraph (2) a bilge level sensor
serving the bilge pumping arrangements required by paragraph 50 and
installed in the cargo hold bilge wells or other suitable location is
considered acceptable, subject to:
(a) the fitting of the bilge level sensor at a height of not less than 0.3
meter s at the aft end of the cargo hold; and
(b) the bilge level sensor giving audible and visual alarm at the
navigation bridge which is clearly distinctive from the alarm given
by the other water level detector fitted in the cargo hold.
CHAPTER - VI
MACHINERY INSTALLATIONS
(40) General. — (1) The machinery, boilers and other pressure ships,
associated piping systems and fittings shall be of a design and construction
adequate for the service for which they are intended and shall be so installed and
protected a s to reduce to a minimum any danger to persons on board, due regard
being paid to moving parts, hot surfaces and other hazards. The design shall
have regard to materials used in construction, the purpose for which the
equipment is intended, the working con ditions to which it shall be subjected and
the environmental conditions on board.
(2) The Director -General shall give special consideration to the reliability
of single essential propulsion components and may require a separate
source of propulsion power suff icient to give the ship a navigable
speed, especially in the case of unconventional arrangements.
(3) Means shall be provided whereby normal operation of propulsion
machinery can be sustained or restored even though one of the
essential auxiliaries becomes in operative. Special consideration shall
be given to the malfunctioning of:
(a) generating set which serves as a main source of electrical power;
(b) the sources of steam supply;
(c) the boiler feed water systems;
(d) the fuel oil supply systems for boilers or engines;
(e) the sources of lubricating oil pressure;
(f) the sources of water pressure;
(g) a condensate pump and the arrangements to maintain vacuum in
condensers;
(h) the mechanical air supply for boilers;
(i) an air compressor and receiver for starting or control purposes;
(j) the hydraulic, pneumatic or electrical means for control in main
propulsion machinery including controllable pitch propellers.
However, the Director -General, having regard to overall safety
considerations, may accept a partial reduction in propulsion capabi lity from
normal operation.
(4) Means shall be provided to ensure that the machinery can be brought
into operation from the dead ship condition without external aid.
(5) All boilers, all parts of machinery, all steam, hydraulic, pneumatic and
other sy stems and their associated fittings which are under internal
pressure shall be subjected to appropriate tests including a pressure
test before being put into service for the first time.
(6) Main propulsion machinery and all auxiliary machinery essential to th e
propulsion and the safety of the ship shall, as fitted in the ship, be
designed to operate when the ship is upright and when inclined at any
angle of list up to and including 15° either way under static conditions
and 22.5° under dynamic conditions (roll ing) either way and
simultaneously inclined dynamically (pitching) 7.5° by bow or stern.
The Director -General may permit deviation from these angles, taking
into consideration the type, size and service conditions of the ship.
(7) Provision shall be made to f acilitate cleaning, inspection and
maintenance of main propulsion and auxiliary machinery including
boilers and pressure ships.
(8) Special consideration shall be given to the design, construction and
installation of propulsion machinery systems so that any mo de of their
vibrations shall not cause undue stresses in this machinery in the
normal operating ranges.
(9) Non-metallic expansion joints in piping systems, if located in a system
which penetrates the ship’s side and both the penetration and the non -
metallic expansion joint are located below the deepest load waterline,
shall be inspected as part of the surveys prescribed in Merchant
Shipping Act (24 of 2025), the applicable rules made under the Act and
replaced as necessary, or at an interval recommended by th e
manufacturer.
(10) Operating and maintenance instructions and engineering drawings for
ship machinery and equipment essential to the safe operation of the
ship shall be written in a language understandable by those officers
and crew members who are required to understand such information
in the performance of their duties.
(11) Location and arrangement of vent pipes for fuel oil service, settling and
lubrication oil tanks shall be such that in the event of a broken vent
pipe this shall not directly lead to the ri sk of ingress of seawater
splashes or rainwater. Two fuel oil service tanks for each type of fuel
used on board necessary for propulsion and vital systems or equivalent
arrangements shall be provided on each new ship, with a capacity of
at least 8 h at max imum continuous rating of the propulsion plant and
normal operating load at sea of the generator plant. Note: This sub -
paragraph applies only to ships constructed on or after the 1st July,
1998.
(41) Machinery. — (1) Where risk from over speeding of machinery e xists,
means shall be provided to ensure that the safe speed is not exceeded.
(2) Where main or auxiliary machinery including pressure ships or any
parts of such machinery are subject to internal pressure and may be
subject to dangerous overpressure, means s hall be provided where
practicable to protect against such excessive pressure.
(3) All gearing and every shaft and coupling used for transmission of
power to machinery essential for the propulsion and safety of the ship
or for the safety of persons on board sh all be so designed and
constructed that they shall withstand the maximum working stresses to
which they may be subjected in all service conditions, and due
consideration shall be given to the type of engines by which they are
driven or of which they form p art.
(4) Internal combustion engines of a cylinder diameter of 200 millimeters
or a crankcase volume of 0.6 m3 and above shall be provided with
crankcase explosion relief valves of a suitable type with sufficient relief
area. The relief valves shall be arrang ed or provided with means to
ensure that discharge from them is so directed as to minimise the
possibility of injury to personnel.
(5) Main turbine propulsion machinery and, where applicable, main
internal combustion propulsion machinery and auxiliary machine ry
shall be provided with automatic shutoff arrangements in the case of
failures such as lubricating oil supply failure which could lead rapidly to
complete breakdown, serious damage or explosion.
In application of sub paragraph (5) concerning mac hinery shut -
off arrangements and oil mist detector (OMD) arrangements following
approach will be acceptable to Director -General
The oil mist detector (OMD) arrangements (or engine bearing
temperature monitors or equivalent devices) are part of the automatic
shut-off arrangements required by sub -paragraph (5), in the case of
medium and high -speed diesel engines of 2,250 kW and above or
having cylinders of more than 300 mm bore. For the case of low speed
diesel engines of 2,250 kW and above or having cylinders of more than
300 mm bore, the oil mist detector (OMD) arrangements (or engine
bearing temperature monitors or equivalent devices) should initiate the
alarm and slow down procedures. The consequences of overriding
automatic shut -off arrangements should be established and
documented. The Director -General may permit provisions for
overriding automatic shutoff devices.
(42) Means of going astern . — (1) Sufficient power for going astern shall be
provided to secure proper control of the ship 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 ship to rest within a
reasonable distance from maximum ahead service speed, shall be
demonstrated and recorded.
(3) The s topping times, ship headings and distances recorded on trials,
together with the results of trials to determine the ability of ships having
multiple propellers to navigate and manoeuvre with one or more
propellers inoperative, shall be available on board f or the use of the
master or designated personnel.
(4) Where the ship is provided with supplementary means for
manoeuvring or stopping, the effectiveness of such means shall be
demonstrated and recorded as referred to in sub -paragraphs (2)
and (3).
(43) Steering g ear. — (1) Unless expressly provided otherwise, every ship
shall be provided with a main steering gear and an auxiliary steering gear to the
satisfaction of the Director -General. The main steering gear and the auxiliary
steering gear shall be so arranged t hat the failure of one of them shall not render
the other one inoperative.
(2) All the steering gear components and the rudder stock shall be of
sound and reliable construction to the satisfaction of the Director -
General. Special consideration shall be given to the suitability of any
essential component which is not duplicated. Any such essential
component shall, where appropriate, utilize antifriction bearings such
as ball -bearings, roller -bearings or sleeve -bearings which shall be
permanently lubricated or p rovided with lubrication fittings.
The design pressure for calculations to determine the scantlings
of piping and other steering gear components subjected to internal
hydraulic pressure shall be at least 1.25 times the maximum working
pressure to be expected under the operational conditions specified in
clause(b) of sub -paragraph (3), taking into account any pressure which
may exist in the low -pressure side of the system. At the discretion of
the Director -General, fatigue criteria shall be applied for the design of
piping and components, taking into account pulsating pressures due to
dynamic loads.
Relief valves shall be fitted to any part of the hydraulic system
which can be isolated and in which pressure can be generated from the
power s ource or from external forces. The setting of the relief valves
shall not exceed the design pressure. The valves shall be of adequate
size and so arranged as to avoid an undue rise in pressure above the
design pressure.
(3) The main steering gear and rudder s tock shall be:
(a) of adequate strength and capable of steering the ship at
maximum ahead service speed which shall be demonstrated;
(b) capable of putting the rudder over from 35° on one side to 35°
on the other side with the ship at its deepest seagoing draugh t
and running ahead at maximum ahead service speed and,
under the same conditions, from 35° on either side to 30° on
the other side in not more than 28 seconds;
Where it is impractical to demonstrate compliance with this
requirement during sea trials with the ship at its deepest seagoing
draught and running ahead at the speed corresponding to the
number of maximum continuous revolutions of the main engine and
maximum design pitch, ships regardless of date of construction
may demonstrate complia nce with this requirement by one of the
following methods:
(i) During sea trials the ship is at even keel and the rudder fully
submerged whilst running ahead at the speed corresponding to
the number of maximum continuous revolutions of the main
engine and maxi mum design pitch; or
(ii) where full rudder immersion during sea trials cannot be
achieved, an appropriate ahead speed shall be calculated
using the submerged rudder blade area in the proposed sea
trial loading condition. The calculated ahead speed shall result
in a force and torque applied to the main steering gear which is
at least as great as if it was being tested with the ship at its
deepest seagoing draught and running ahead at the speed
corresponding to the number of maximum continuous
revolutions of the main engine and maximum design pitch; or
(iii) the rudder force and torque at the sea trial loading condition
have been reliably predicted and extrapolated to the full load
condition. The speed of the ship shall correspond to the number
of maximum continuous re volutions of the main engine and
maximum design pitch of the propeller;
(c) operated by power where necessary to meet the requirements
of clause (b) of sub -paragraph (3) and in any case when the
Director -General requires a rudder stock of over 120
millimeters diameter in way of the tiller, excluding
strengthening for navigation in ice; and
(d) so designed that they shall not be damaged at maximum
astern speed; however, this design requirement need not be
proved by trials at maximum astern speed and maximum
rudder angle.
(4) The auxiliary steering gear shall be:
(a) of adequate strength and capable of steering the ship at
navigable speed and of being brought speedily into action in
an emergency;
(b) capable of putting the rudder over from 15° on one side to 15°
on the other side in not more than 60 s with the ship at its
deepest seagoing draught and running ahead at one half of
the maximum ahead service speed or 7 knots, whichever is
the greater; and
where it is impractical to demonstrate compliance with this
requirement dur ing sea trials with the ship at its deepest seagoing
draught and running ahead at one half of the speed corresponding
to the number of maximum continuous revolutions of the main
engine and maximum design pitch or 7 knots, whichever is greater,
ships regard less of date of construction, including those constructed
before 1st January, 2009, may demonstrate compliance with this
requirement by one of the following methods:
(i) During sea trials the ship is at even keel and the rudder fully
submerged whilst running ahead at one half of the speed
corresponding to the number of maximum continuous
revolutions of the main engine and maximum design pitch or 7
knots, whichever is greater: or
(ii) where full rudder immersion during sea trials cannot be
achieved, an appropriate a head speed shall be calculated
using the submerged rudder blade area in the proposed sea
trial loading condition. The calculated ahead speed shall result
in a force and torque applied to the auxiliary steering gear which
is at least as great as if it was b eing tested with the ship at its
deepest seagoing draught and running ahead at one half of the
speed corresponding to the number of maximum continuous
revolutions of the main engine and maximum design pitch or 7
knots, whichever is greater; or
(iii) the rudder f orce and torque at the sea trial loading condition
have been reliably predicted and extrapolated to the full load
condition; and
(c) operated by power where necessary to meet the requirements
of clause (b) of sub -paragraph (4) and in any case when the
Director -General requires a rudder stock of over 230
millimeters diameter in way of the tiller, excluding
strengthening for navigation in ice.
(5) Main and auxiliary steering gear power units shall be:
(a) arranged to restart automatically when power is restored after
a power failure; and
(b) capable of being brought into operation from a position on the
navigation bridge. In the event of a power failure to any one of
the steering gear power units, an audible and visual alarm
shall be given on the navigation bridge.
(6) Where the main steering gear comprises two or more identical
power units, an auxiliary steering gear need not be fitted, provided
that:
(a) the main steering gear is capable of operating the rudder as
required by clause (b) of sub -paragraph (3) while operating
with all power units;
(b) the main steering gear is so arranged that after a single failure
in its piping system or in one of the power units the defect can
be isolated so that steering capability can be maintained or
speedily regained.
(c) Steering gears, other tha n of the hydraulic type, shall achieve
standards equivalent to the requirements of this sub -
paragraph to the satisfaction of the Director -General.
(7) Steering gear control shall be provided:
(a) for the main steering gear, both on the navigation bridge and in
the steering gear compartment;
(b) where the main steering gear is arranged in accordance with
sub-paragraph (6), by two independent control systems, both
operable from the navigation bridge. This does not require
duplication of the steering wheel or steering lever. Where the
control system consists of a hydraulic telemotor, a second
independent system need not be fitted, except in a tanker,
chemical tanker or gas carrier of 10,000 tons gross tonnage
and upwards;
(c) for the auxiliary steering gear, in the steerin g gear
compartment and, if power -operated, it shall also be operable
from the navigation bridge and shall be independent of the
control system for the main steering gear.
(8) Any main and auxiliary steering gear control system operable from the
navigation bri dge shall comply with the following:
(a) if electric, it shall be served by its own separate circuit supplied
from a steering gear power circuit from a point within the steering
gear compartment, or directly from switchboard busbars
supplying that steering ge ar power circuit at a point on the
switchboard adjacent to the supply to the steering gear power
circuit;
(b) means shall be provided in the steering gear compartment for
disconnecting any control system operable from the navigation
bridge from the steering g ear it serves;
(c) the system shall be capable of being brought into operation from
a position on the navigation bridge;
(d) in the event of a failure of electrical power supply to the control
system, an audible and visual alarm shall be given on the
navigation bridge; and
(e) short circuit protection only shall be provided for steering gear
control supply circuits.
(9) The electrical power circuits and the steering gear control systems with
their associated components, cables and pipes required by this
paragraph and b y paragraph 44 shall be separated as far as is
practicable throughout their length.
(10) A means of communication shall be provided between the navigation
bridge and the steering gear compartment.
(11) The angular position of the rudder shall:
(a) if the main steerin g gear is power -operated, be indicated on the
navigation bridge. The rudder angle indication shall be
independent of the steering gear control system;
(b) be recognizable in the steering gear compartment.
(12) Hydraulic power -operated steering gear shall be provi ded with the
following:
(a) arrangements to maintain the cleanliness of the hydraulic fluid
taking into consideration the type and design of the hydraulic
system;
(b) a low -level alarm for each hydraulic fluid reservoir to give the
earliest practicable indicatio n of hydraulic fluid leakage. Audible
and visual alarms shall be given on the navigation bridge and in
the machinery space where they can be readily observed; and
(c) a fixed storage tank having sufficient capacity to recharge at least
one power actuating sys tem including the reservoir, where the
main steering gear is required to be power -operated. The storage
tank shall be permanently connected by piping in such a manner
that the hydraulic systems can be readily recharged from a
position within the steering g ear compartment and shall be
provided with a contents gauge.
(13) The steering gear compartments shall be:
(a) readily accessible and, as far as practicable, separated from
machinery spaces; and
(b) provided with suitable arrangements to ensure working access
to ste ering gear machinery and controls. These arrangements
shall include handrails and gratings or other non -slip surfaces to
ensure suitable working conditions in the event of hydraulic fluid
leakage.
(14) Where the rudder stock is required to be over 230 millimet er diameter
in way of the tiller, excluding strengthening for navigation in ice, an
alternative power supply, sufficient at least to supply the steering gear
power unit which complies with the requirements of clause (b) of sub -
paragraph(4) and also its ass ociated control system and the rudder
angle indicator, shall be provided automatically, within 45 second,
either from the emergency source of electrical power or from an
independent source of power located in the steering gear
compartment. This independent source of power shall be used only for
this purpose. In every ship of 10,000 tons gross tonnage and upwards,
the alternative power supply shall have a capacity for at least 30
minutes of continuous operation and in any other ship for at least 10
minutes.
(15) In every tanker, chemical tanker or gas carrier of 10,000 tons gross
tonnage and upwards and in every other ship of 70,000 tons gross
tonnage and upwards, the main steering gear shall comprise two or
more identical power units complying with the provision s of sub -
paragraph (6).
(16) Every tanker, chemical tanker or gas carrier of 10,000 tons gross
tonnage and upwards shall, subject to sub -paragraph (17), comply with
the following:
(a) the main steering gear shall be so arranged that in the event of
loss of steeri ng capability due to a single failure in any part of
one of the power actuating systems of the main steering gear,
excluding the tiller, quadrant or components serving the same
purpose, or seizure of the rudder actuators, steering capability
shall be regai ned in not more than 45 seconds after the loss of
one power actuating system;
(b) the main steering gear shall comprise either:
(i) two independent and separate power actuating systems,
each capable of meeting the requirements of clause (b) of
sub-paragraph (3); or
(ii) at least two identical power actuating systems which, acting
simultaneously in normal operation, shall be capable of
meeting the requirements of clause (b) of sub -paragraph
(3); Where necessary to comply with this requirement,
interconnection of hydra ulic power actuating systems shall
be provided. Loss of hydraulic fluid from one system shall
be capable of being detected and the defective system
automatically isolated so that the other actuating system or
systems shall remain fully operational;
(c) steeri ng gears other than of the hydraulic type shall
achieve equivalent standards.
(17) For tankers, chemical tankers or gas carriers of 10,000 tons gross
tonnage and upwards, but of less than 100,000 tonnes deadweight,
solutions other than those set out in sub -paragraph (16), which need
not apply the single failure criterion to the rudder actuator or actuators,
may be permitted provided that an equivalent safety standard is
achieved and that:
(a) following loss of steering capability due to a single failure of any
part of the piping system or in one of the power units, steering
capability shall be regained within 45 seconds; and
(b) where the steering gear includes only a single rudder actuator,
special consideration is given to stress analysis for the design
including fat igue analysis and fracture mechanics analysis, as
appropriate, to the material used, to the installation of sealing
arrangements and to testing and inspection and to the
provision of effective maintenance. In consideration of the
foregoing, the Director -General shall adopt paragraphs which
include the provisions of the Guidelines for acceptance of non -
duplicated rudder actuators for tankers, chemical tankers and
gas carriers of 10,000 gross tonnage and above but less than
100,000 tonnes deadweight, adopted by organisation.
(18) Every tanker, chemical tanker or gas carrier of 10,000 gross tonnage
and upwards, constructed before the 1st September, 1984, shall
comply, not later than the 1st September 1986, with the following:
(a) the requirements of clause (a) of sub -paragraph (7), clause (b)
and (d) of sub -paragraph (8), sub -paragraphs (10) and (11),
clause (b) and (c) of sub -paragraph (12), clause (b) of sub -
paragraph (13);
(b) two independent steering gear control systems shall be
provided each of which can be operated from the navigation
bridge. This does not require duplication of the steering wheel
or steering lever;
(c) if the steering gear control system in operation fails, the
second system shall be capable of being brought into
immediate operation from the navigation bridge; and
(d) each steering gear control system, if electric, shall be served
by its own separate circuit supplied from the steering gear
power circuit or directly from switchboard busbars supplying
that steering gear power circuit at a point on the switch board
adjacent to the supply to the steering gear power circuit.
(19) In addition to the requirements of sub -paragraph (18), in every tanker,
chemical tanker or gas carrier of 40,000 gross tonnage and upwards,
constructed before the 1st September, 1984, the st eering gear shall,
not later than the 1st September, 1988, be so arranged that, in the
event of a single failure of the piping or of one of the power units,
steering capability can be maintained or the rudder movement can be
limited so that steering capab ility can be speedily regained. This shall
be achieved by :
(a) an independent means of restraining the rudder; or
(b) fast-acting valves which may be manually operated to isolate
the actuator or actuators from the external hydraulic piping
together with a means of directly refilling the actuators by a
fixed independent power -operated pump and piping system;
or
(c) an arrangement such that, where hydraulic power systems are
interconnected, loss of hydraulic fluid from one system shall
be detected and the defective sy stem isolated either
automatically or from the navigation bridge so that the other
system remains fully operational.
(44) Additional requirements for electric and electrohydraulic steering
gear . — (1) Means for indicating that the motors of electric and electro -hydraulic
steering gear are running shall be installed on the navigation bridge and at a
suitable main machinery control position.
(2) Each electric or electro -hydraulic steering gear comprising one or
more power units shall be served by at least two exclus ive circuits
fed directly from the main switchboard; however, one of the circuits
may be supplied through the emergency switchboard. An auxiliary
electric or electro -hydraulic steering gear associated with a main
electric or electro -hydraulic steering gear may be connected to one
of the circuits supplying this main steering gear. The circuits
supplying an electric or electro -hydraulic steering gear shall have
adequate rating for supplying all motors which can be simultaneously
connected to them and may be r equired to operate simultaneously.
(3) Short circuit protection and an overload alarm shall be provided for
such circuits and motors. Protection against excess current,
including starting current, if provided, shall be for not less than twice
the full load cu rrent of the motor or circuit so protected, and shall be
arranged to permit the passage of the appropriate starting currents.
Where a three -phase supply is used an alarm shall be provided that
shall indicate failure of any one of the supply phases. The ala rms
required in this sub -paragraph shall be both audible and visual and
shall be situated in a conspicuous position in the main machinery
space or control room from which the main machinery is normally
controlled and as may be required by paragraph 63.
(4) When in a ship of less than 1600 gross tonnage an auxiliary steering
gear which is required by clause (c) of sub -paragraph (4) of
paragraph 43 to be operated by power is not electrically powered or
is powered by an electric motor primarily intended for other services,
the main steering gear may be fed by one circuit from the main
switchboard. Where such an electric motor primarily intended for
other services is arranged to power such an auxiliary steering gear,
the requirement of sub -paragraph (3) may be waive d by the Director -
General if satisfied with the protection arrangement together with the
requirements of clauses (a) and (b) of sub -paragraph(5) and clause
(c) of sub -paragraph (7) of paragraph 43 applicable to auxiliary
steering gear.
(45) Machinery controls . — (1) Main and auxiliary machinery essential for the
propulsion and safety of the ship shall be provided with effective means
for its operation and control.
(2) Where remote control of propulsion machinery from the navigation
bridge is provided and the mac hinery spaces are intended to be
manned, the following shall apply:
(a) the speed, direction of thrust and, if applicable, the pitch of the
propeller shall be fully controllable from the navigation bridge
under all sailing conditions, including manoeuvring;
(b) the remote control shall be performed, for each independent
propeller, by a control device so designed and constructed
that its operation does not require particular attention to the
operational details of the machinery. Where multiple
propellers are desig ned to operate simultaneously, they may
be controlled by one control device;
(c) the main propulsion machinery shall be provided with an
emergency stopping device on the navigation bridge which
shall be independent of the navigation bridge control system;
(d) propulsion machinery orders from the navigation bridge shall
be indicated in the main machinery control room or at the
manoeuvring platform as appropriate;
(e) remote control of the propulsion machinery shall be possible
only from one location at a time; at su ch locations
interconnected control positions are permitted. At each
location there shall be an indicator showing which location is
in control of the propulsion machinery. The transfer of control
between the navigation bridge and machinery spaces shall be
possible only in the main machinery space or the main
machinery control room. This system shall include means to
prevent the propelling thrust from altering significantly when
transferring control from one location to another;
(f) it shall be possible to cont rol the propulsion machinery locally,
even in the case of failure in any part of the remote control
system;
(g) the design of the remote control system shall be such that in
case of its failure an alarm shall be given. Unless the Director -
General considers it impracticable the preset speed and
direction of thrust of the propellers shall be maintained until
local control is in operation;
(h) indicators shall be fitted on the navigation bridge for:
(i) propeller speed and direction of rotation in the case of fixed
pitch propellers;
(ii) propeller speed and pitch position in the case of
controllable pitch propellers;
(i) an alarm shall be provided on the navigation bridge and in the
machinery space to indicate low starting air pressure which
shall be set at a level to permit f urther main engine starting
operations. If the remote control system of the propulsion
machinery is designed for automatic starting, the number of
automatic consecutive attempts which fail to produce a start
shall be limited in order to safeguard sufficien t starting air
pressure for starting locally.
(j) automation systems shall be designed in a manner which
ensures that threshold warning of impending or imminent
slowdown or shutdown of the propulsion system is given to
the officer in charge of the navigationa l watch in time to assess
navigational circumstances in an emergency. In particular, the
systems shall control, monitor, report, alert and take safety
action to slow down or stop propulsion while providing the
officer in charge of the navigational watch an opportunity to
manually intervene, except for those cases where manual
intervention shall result in total failure of the engine and/or
propulsion equipment within a short time, for example in the
case of overspeed.
(3) 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
manual supervision from a control room the arrangements and
controls shall be so designed, equipped and insta lled that the
machinery operation shall be as safe and effective as if it were
under direct supervision; for this purpose paragraphs 58 to 62 shall
apply as appropriate. Particular consideration shall be given to
protect such spaces against fire and flood ing.
(4) In general, automatic starting, operational and control systems
shall include provisions for manually overriding the automatic
controls. Failure of any part of such systems shall not prevent the
use of the manual override.
(5) Notwithstanding the requi rements of sub -paragraph (1) to (4),
ships constructed on or after the 1st July, 1998 shall comply with
the following requirements:
(a) Main and auxiliary machinery essential for the propulsion,
control and safety of the ship shall be provided with effective
means for its operation and control. All control systems
essential for the propulsion, control and safety of the ship
shall be independent or designed such that failure of one
system does not degrade the performance of another
system.
(b) Where remote control o f propulsion machinery from the
navigating bridge is provided, the following shall apply:
(i) the speed, direction of thrust and, if applicable, the
pitch of the propeller shall be fully controllable from the
navigating bridge under all sailing conditions, inc luding
manoeuvring;
(ii) The control shall be performed by a single control
device for each independent propeller, with automatic
performance of all associated services, including,
where necessary, means of preventing overload of the
propulsion machinery.
(iii) The m ain propulsion machinery shall be provided with
an emergency stopping device on the navigating bridge
which shall be independent of the navigating bridge
control system.
(iv) Propulsion machinery orders from the navigation
bridge shall be indicated in the main machinery control
room and at the manoeuvring platform.
(v) remote control of the propulsion machinery shall be
possible only from one location at a time; at such
locations interconnected control positions are
permitted. At each location there shall be an indi cator
showing which location is in control of the propulsion
machinery. The transfer of control between the
navigating bridge and machinery spaces shall be
possible only in the main machinery space or the main
machinery control room. This system shall incl ude
means to prevent the propelling thrust from altering
significantly when transferring control from one location
to another.
(vi) It shall be possible to control the propulsion machinery
locally, even in the case of failure in any part of the
remote -control s ystem. It shall also be possible to
control the auxiliary machinery, essential for the
propulsion and safety of the ship, at or near the
machinery concerned.
(vii) The design of the remote -control system shall be such
that in case of its failure an alarm shall b e given. Unless
the Director -General considers it impracticable the
preset speed and direction of thrust of the propellers
shall be maintained until local control is in operation.
(viii) indicators shall be fitted on the navigation bridge, the
main machinery cont rol room and at the manoeuvring
platform, for:
(A) propeller speed and direction of rotation in the case of fixed
pitch propellers; and
(B) propeller speed and pitch position in the case of
controllable pitch propellers.
(ix) An alarm shall be provided on the navigatin g bridge and
in the machinery space to indicate low starting air
pressure which shall be set at a level to permit further
main engine starting operations. If the remote -control
system of the propulsion machinery is designed for
automatic starting, the numb er of automatic consecutive
attempts which fail to produce a start shall be limited in
order to safeguard sufficient starting air pressure for
starting locally.
(c) 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 manual supervision from a control
room, the arrangements and controls shall be so
designed, equipped and installed that the machinery
operation shall be as safe and effective as if it were under
direct supervision; for this purpose paragraphs 58 to 62
shall apply as appropriate. Particular consideration shall
be given to protect such spaces against fire and flooding.
(d) In general, automatic starting, operational and c ontrol
systems shall include provisions for manually overriding
the automatic controls. Failure of any part of such systems
shall not prevent the use of the manual override.
(46) Steam boilers and boiler feed systems. — (1) Every steam boiler and
every unfired steam generator shall be provided with not less than two
safety valves of adequate capacity. However, having regard to the output
or any other features of any boiler or unfired steam generator, the Director -
General may permit only one safety valve to be fi tted if it is satisfied that
adequate protection against overpressure is thereby provided.
(2) Each oil -fired boiler which is intended to operate without manual
supervision shall have safety arrangements which shut off the fuel
supply and give an alarm in th e case of low water level, air supply
failure or flame failure.
(3) Water tube boilers serving turbine propulsion machinery shall be
fitted with a high -water -level alarm.
(4) Every steam generating system which provides services essential
for the safety of the s hip, or which could be rendered dangerous by
the failure of its feedwater supply, shall be provided with not less
than two separate feedwater systems from and including the feed
pumps, noting that a single penetration of the steam drum is
acceptable. Unles s overpressure is prevented by the pump
characteristics, means shall be provided which shall prevent over -
pressure in any part of the systems.
(5) Boilers shall be provided with means to supervise and control the
quality of the feedwater. Suitable arrangement s shall be provided
to preclude, as far as practicable, the entry of oil or other
contaminants which may adversely affect the boiler.
(6) Every boiler essential for the safety of the ship and designed to
contain water at a specified level shall be provided wi th at least two
means for indicating its water level, at least one of which shall be a
direct reading gauge glass.
(47) Steam pipe systems. — (1) Every steam pipe and every fitting connected
thereto through which steam may pass shall be so designed, constructe d
and installed as to withstand the maximum working stresses to which it may
be subjected.
(2) Means shall be provided for draining every steam pipe in which
dangerous water hammer action might otherwise occur.
(3) If a steam pipe or fitting may receive steam f rom any source at a
higher pressure than that for which it is designed a suitable
reducing valve, relief valve and pressure gauge shall be fitted.
(48) Air pressure systems . — (1) In every ship means shall be provided to
prevent overpressure in any part of com pressed air systems and wherever
water jackets or casings of air compressors and coolers might be
subjected to dangerous overpressure due to leakage into them from air
pressure parts. Suitable pressure relief arrangements shall be provided
for all systems.
(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.
(49) Ventilating systems in machinery spaces. — Machinery spaces of
category A shall be adequately ventilated so as to ensure that when
machinery or boilers therein are operating at full power in all we ather
conditions including heavy weather, an adequate supply of air is
maintained to the spaces for the safety and comfort of personnel and the
operation of the machinery. Any other machinery space shall be
adequately ventilated appropriate for the purpose of that machinery space.
(50) Bilge Pumping arrangements in cargo ships . — (1) This paragraph
applies to ships constructed on or after the 1st January, 2009.
(2) An efficient bilge pumping system shall be provided, capable of
pumping from and draining any watert ight compartment other than
a space permanently appropriated for the carriage of fresh water,
water ballast, oil fuel or liquid cargo and for which other efficient
means shall be provided, under all practical conditions. Efficient
means shall be provided f or draining water from insulated holds.
(3) Sanitary, ballast and general service pumps may be accepted as
independent powered bilge pumps if fitted with necessary
connections to the bilge pumping system.
(4) All bilge pipes used in or under coal bunkers or fuel s torage tanks
or in boiler or machinery spaces, including spaces in which oil -
settling tanks or oil fuel pumping units are situated, shall be of steel
or other suitable material.
(5) The arrangement of the bilge and ballast pumping system shall be
such as to pr event the possibility of water passing from the sea and
from water ballast spaces into the cargo and machinery spaces, or
from one compartment to another. Provision shall be made to
prevent any deep tank having bilge and ballast connections being
inadverte ntly flooded from the sea when containing cargo or being
discharged through a bilge pump when containing water ballast.
(6) The distribution boxes and manually operated valves in connection
with the bilge pumping arrangements shall be placed in accessible
positions.
(7) Provision shall be made for the drainage of enclosed cargo spaces
situated on the freeboard deck of a cargo ship, provided that the
Director -General may permit the means of drainage to be
dispensed with in any particular compartment of any ship or class
of ship if it is satisfied that by reason of size or internal subdivision
of those spaces the safety of the ship is not thereby impaired. For
ships subject to the provisions of sub -paragraph (1), for the special
hazards associated with loss of stabi lity when fitted with fixed
pressure water -spraying fire -extinguishing systems refer to
paragraph 87 sub -paragraph (6).
(8) Where the freeboard to the freeboard deck is such that the deck
edge is immersed when the ship heels more than 5 degrees, then
the dra inage shall be by scuppers of suitable size discharging
directly overboard, where the scuppers shall be as per International
Convention on Load Lines in force.
(9) Where the freeboard is such that the edge of the bulkhead deck or
the edge of the freeboard deck , is immersed when the ship heels 5
degree or less, the drainage of the enclosed spaces on the
bulkhead deck or on the freeboard deck, shall be led to a suitable
space, or spaces, of adequate capacity, having a higher water level
alarm and provided with su itable arrangements for discharge
overboard and shall also ensure that:
(a) the number, size and disposition of the scuppers are such
as to prevent unreasonable accumulation of free water;
(b) the pumping arrangements required by this paragraph
take account of the requirements for any fixed pressure
water -spraying fire -extinguishing system;
(c) water contaminated with petrol or other dangerous
substances is not drained to machinery spaces or other
spaces where sources of ignition may be present; and
(d) where the enclosed cargo space is protected by a carbon
dioxide fire -extinguishing system the deck scuppers are
fitted with means to prevent the escape of the smothering
gas.
(10) At least two power pumps connected to the main bilge system shall
be provided, one of which may be d riven by the propulsion
machinery. If the Director -General is satisfied that the safety of the
ship is not impaired, bilge pumping arrangements may be
dispensed with in particular compartments.
(51) Communication between navigation bridge and machinery space. —
(1) At least two independent means shall be provided for communicating
orders from the navigation bridge to the position in the machinery space
or in the control room from which the engines are normally controlled: one
of these shall be an engine -room te legraph which provides visual
indication of the orders and responses both in the machinery space and
on the navigation bridge. Appropriate means of communication shall be
provided to any other position from which the engines may be controlled.
(2) For ships constructed on or after the 1st October, 1994 the following
requirements apply in lieu of the provisions of sub -paragraph (1):
At least two independent means shall be provided for communicating
orders from the navigation bridge to the position in the mac hinery space
or in the control room from which the speed and direction of thrust of the
propellers are normally controlled; one of these shall be an engine -room
telegraph which provides visual indication of the orders and responses
both in the machinery sp aces and on the navigation bridge. Appropriate
means of communication shall be provided from the navigation bridge
and the engine -room to any other position from which the speed or
direction of thrust of the propellers may be controlled
(52) Engineers’ alarm. — 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 the engineers’
accommodation.
CHAPTER – VII
ELECTRICAL INSTALLATIONS
(53) General. — (1) Electr ical installations shall be such that:
(a) all electrical auxiliary services necessary for maintaining the ship in
normal operational and habitable conditions shall be ensured
without recourse to the emergency source of electrical power;
(b) electrical services essential for safety shall be ensured under
various emergency conditions; and
(c) the safety of crew and ship from electrical hazards shall be
ensured.
(2) The Director -General shall take appropriate steps to ensure
uniformity in the implementation and applicat ion of the
provisions of these rules in respect of electrical installations.
(54) Main source of electrical power and lighting systems. — (1) A main
source of electrical power of sufficient capacity to supply all those services
mentioned in clause(a) of sub -paragraph (1) of paragraph 53; shall be
provided. This main source of electrical power shall consist of at least two
generating sets.
(a) The capacity of these generating sets shall be such that in the event
of any one generating set being stopped it shall stil l be possible to
supply those services necessary to provide normal operational
conditions of propulsion and safety. Minimum comfortable conditions
of habitability shall also be ensured which include at least adequate
services for cooking, heating, domestic refrigeration, mechanical
ventilation, sanitary and fresh water.
(b) The arrangements of the ship’s main source of electrical power shall
be such that the services referred to in clause (a) of sub -paragraph
(1) of paragraph 53 can be maintained regardless of the speed and
direction of rotation of the propulsion machinery or shafting.
(c) In addition, the generating sets shall be such as to ensure that with
any one generator or its primary source of power out of operation,
the remaining generating sets shall be c apable of providing the
electrical services necessary to start the main propulsion plant from
a dead ship condition. The emergency source of electrical power
may be used for the purpose of starting from a dead ship condition if
its capability either alone or combined with that of any other source
of electrical power is sufficient to provide at the same time those
services required to be supplied by clause (a) and clause (d) of sub -
paragraph (2) of paragraph 55.
(d) Where transformers constitute an essential pa rt of the electrical
supply system required by this sub -paragraph, the system shall be
so arranged as to ensure the same continuity of the supply as is
stated in this sub -paragraph.
(2) (a) A main electric lighting system which shall provide illumination
throughout those parts of the ship normally accessible to and
used by crew shall be supplied from the main source of electrical
power.
(b) The arrangement of the main electric lighting system shall be
such that a fire or other casualty in spaces containing the main
source of electrical power, associated transforming equipment, if
any, the main switchboard and the main lighting switchboard,
shall not render the emergency electric lighting system required
by clause (a) clause (b) and clause (c) of sub -paragraph (2 ) of
paragraph 55 inoperative.
(c) The arrangement of the emergency electric lighting system shall
be such that a fire or other casualty in spaces containing the
emergency source of electrical power, associated transforming
equipment, if any, the emergency sw itchboard and the
emergency lighting switchboard shall not render the main electric
lighting system required by this paragraph inoperative.
(3) The main switchboard shall be so placed relative to one main
generating station that, as far as is practicable, the integrity of the
normal electrical supply may be affected only by a fire or other
casualty in one space. An environmental enclosure for the main
switchboard, such as may be provided by a machinery control room
situated within the main boundaries of the sp ace, is not to be
considered as separating the switchboards from the generators.
(4) Where the total installed electrical power of the main generating
sets is in excess of 3 Megawatt, the main busbars shall be
subdivided into at least two parts which shall no rmally be connected
by removable links or other approved means; so far as is
practicable, the connection of generating sets and any other
duplicated equipment shall be equally divided between the parts.
Equivalent arrangements may be permitted to the satis faction of
the Director -General.
(5) Ships constructed on or after the 1st July, 1998:
(a) in addition to sub -paragraphs (1), (2) and (3), shall comply with
the following:
(i) where the main source of electrical power is necessary
for propulsion and steering of the ship, the system shall
be so arranged that the electrical supply to equipment
necessary for propulsion and steering and to ensure
safety of the ship shall be maintained or immediately
restored in the case of loss of any one of the generators
in service;
(ii) load shedding or other equivalent arrangements shall be
provided to protect the generators required by this
paragraph against sustained overload;
(iii) where the main source of electrical power is necessary
for propulsion of the ship, the main busbar shall be
subdivided into at least two parts which shall normally be
connected by circuit breakers or other approved means;
so far as is practicable, the connection of generating sets
and other duplicated equipment shall be equally divided
between the parts; and
(b) need not comply with sub -paragraph (4).
(55) Emergency source of electrical power in cargo ships . — (1) (a) A self -
contained emergency source of electrical power shall be provided.
(a) the emergency source of electrical power associated transforming
equipment, if a ny, transitional source of emergency power,
emergency switchboard and emergency lighting switchboard shall
be located above the uppermost continuous deck and shall be
readily accessible from the open deck. They shall not be located
forward of the collision bulkhead, except where permitted by the
Director -General in exceptional circumstances.
(b) the location of the emergency source of electrical power, associated
transforming equipment, if any, the transitional source of emergency
power, the emergency switchbo ard and the emergency lighting
switchboard in relation to the main source of electrical power,
associated transforming equipment, if any, and the main
switchboard shall be such as to ensure to the satisfaction of the
Director -General that a fire or other c asualty in the space containing
the main source of electrical power, associated transforming
equipment, if any, and the main switchboard, or in any machinery
space of category A shall not interfere with the supply, control and
distribution of emergency ele ctrical power. As far as practicable the
space containing the emergency source of electrical power,
associated transforming equipment, if any, the transitional source of
emergency electrical power and the emergency switchboard shall
not be contiguous to th e boundaries of machinery spaces of
category A or those spaces containing the main source of electrical
power, associated transforming equipment, if any, and the main
switchboard.
(c) Provided that suitable measures are taken for safeguarding
independent emer gency operation under all circumstances, the
emergency generator may be used, exceptionally, and for short
periods, to supply non -emergency circuits.
(2) The electrical power available shall be sufficient to supply all those services
that are essential for sa fety in an emergency, due regard being paid to such
services as may have to be operated simultaneously. The emergency
source of electrical power shall be capable, having regard to starting
currents and the transitory nature of certain loads, of supplying
simultaneously at least the following services for the periods specified
hereinafter, if they depend upon an electrical source for their operation:
(a) For a period of 3 hours, emergency lighting at every muster and
embarkation station and over the sides as re quired by regulations
III/11.4 and III/16.7 of International Convention for the Safety of Life
at Sea,1974.
(b) For a period of 18 hours, emergency lighting:
(i) in all service and accommodation alleyways, stairways and
exits, personnel lift cars and personn el lift trunks;
(ii) in the machinery spaces and main generating stations including
their control positions;
(iii) in all control stations, machinery control rooms, and at each
main and emergency switchboard;
(iv) at all stowage positions for firemen ’s outfits;
(v) at the steering gear;
(vi) at the fire pump referred to in clause (e) of sub -paragraph (2),
at the sprinkler pump, if any, and at the emergency bilge pump,
if any, and at the starting positions of their motors; and
(vii) in all cargo pump -rooms of tankers constructed on or after the
1st July, 2002
(c) For a period of 18 hours :
(i) the navigation lights and other lights required by the
International Regulations for Preventing Collisions at Sea in
force;
(ii) on ships constructed on o r after the 1st February 1995 the very
high frequency (VHF) radio installation required by regulation
IV/7.1.1 and IV/7.1.2 of International Convention for the Safety
of Life at Sea,1974; and, if applicable:
(A) the medium frequency (MF) radio installation re quired by
regulations IV/9.1.1, IV/9.1.2, IV/10.1.2 and IV/10.1.3; of
International Convention for the Safety of Life at Sea,1974;
(B) the ship earth station required by regulation IV/10.1.1 of
International Convention for the Safety of Life at Sea,1974;
and
(C) the medium frequency (MF)/ high frequency (HF) radio
installation required by regulation IV/11.1.1 and IV/11.1.2 of
International Convention for the Safety of Life at Sea, 1974.
(d) For a period of 18 hours:
(i) all internal communication equipment as required in an
emergency;
(ii) the shipborne navigational equipment as required by regulation
V/12 of International Convention for the Safety of Life at
Sea,1974; where such provision is unreasonable or
impracticable the Director -General may waive this requirement
for sh ips of less than 5,000 gross tonnage;
(iii) the fire detection and fire alarm system; and
(iv) intermittent operation of the daylight signaling lamp, the ship’s
whistle, the manually operated call points and all internal signals
that are required in an emergency;
unless such services have an independent supply for the period of 18 hours
from an accumulator battery suitably located for use in an emergency.
(e) For a period of 18 hours one of the fire pumps required by
sub- clause (ii) and (iii) of sub -paragraph (2) c lause (b) of
paragraph 77 if dependent upon the emergency generator
for its source of power.
(f) (i) For the period of time required by sub -paragraph (14) of
paragraph 43 the steering gear where it is required to be
so supplied by that paragraph.
(ii) In a ship e ngaged regularly in voyages of short duration,
the Director -General if satisfied that an adequate
standard of safety would be attained may accept a
lesser period than the 18 hours period specified in
clauses (b) to (e) of sub -paragraph (2) but not less tha n
12 hours.
(3) The emergency source of electrical power may be either a
generator or an accumulator battery, which shall comply with the
following:
(a) Where the emergency source of electrical power is a
generator, it shall be:
(i) driven by a suitable prime mover with an
independent supply of fuel, having flashpoint
(closed cup test) of not less than 43°C;
(ii) started automatically upon failure of the main
source of electrical power supply unless a
transitional source of emergency electrical power in
accordance with in sub -clause (iii) of clause (a) of
sub-paragraph (3) is provided; where the
emergency generator is automatically started, it
shall be automatically connected to the emergency
switchboard; those services referred to in sub -
paragraph (4) shall then be conn ected automatically
to the emergency generator; and unless a second
independent means of starting the emergency
generator is provided the single source of stored
energy shall be protected to preclude its complete
depletion by the automatic starting system ; and
(iii) provided with a transitional source of emergency
electrical power as specified in sub -paragraph (4)
unless an emergency generator is provided capable
both of supplying the services mentioned in that
sub-paragraph and of being automatically started
and supplying the required load as quickly as is safe
and practicable subject to a maximum of 45
seconds.
(b) Where the emergency source of electrical power is an
accumulator battery it shall be capable of:
(i) carrying the emergency electrical load without
recha rging while maintaining the voltage of the
battery throughout the discharge period within 12
per cent. above or below its nominal voltage;
(ii) automatically connecting to the emergency
switchboard in the event of failure of the main
source of electrical power ; and
(iii) immediately supplying at least those services
specified in sub -paragraph (4).
(c) The following provision in sub -clause(ii) of clause (a) of
sub-paragraph (3) shall not apply to ships constructed
on or after the 1st October, 1994:
Unless a second inde pendent means of starting the
emergency generating set is provided, the single source
of stored energy shall be protected to preclude its
complete depletion by the automatic starting system.
(d) For ships constructed on or after the 1st July 1998,
where elect rical power is necessary to restore
propulsion, the capacity shall be sufficient to restore
propulsion to the ship in conjunction with other
machinery, as appropriate, from a dead ship condition
within 30 minutes after blackout.
(4) The transitional source of emergency electrical power where
required by sub -clause (iii) of clause (a) of sub -paragraph (3)
shall consist of an accumulator battery suitably located for
use in an emergency which shall operate without recharging
while maintaining the voltage of the b attery throughout the
discharge period within 12 per cent. above or below its
nominal voltage and be of sufficient capacity and shall be so
arranged as to supply automatically in the event of failure of
either the main or the emergency source of electrical power
for half an hour at least the following services if they depend
upon an electrical source for their operation:
(a) the lighting required by clause (a), (b) and (i) of sub -
paragraph (2) for this transitional phase, the required
emergency electric lighti ng, in respect of the machinery
space and accommodation and service spaces may be
provided by permanently fixed, individual, automatically
charged, relay operated accumulator lamps; and
(b) all services required by sub -clause (i), (ii), (iii) of clause
(d) of sub-paragraph (2) unless such services have an
independent supply for the period specified from an
accumulator battery suitably located for use in an
emergency.
(5) (a) The emergency switchboard shall be installed as near
as is practicable to the emergency source of electrical
power.
(b) Where the emergency source of electrical power is
a generator, the emergency switchboard shall be
located in the same space unless the operation of
the emergency switchboard would thereby be
impaired.
(c) No accumulator battery fi tted in accordance with
this paragraph shall be installed in the same space
as 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 batteries constituting either the
emergency source of electrical power or the
transitional source of electrical power referred to in
clause (b) of sub -paragraph (3) or sub -paragraph
(4) are being discharged.
(d) The emergency switchboard shall be supplied
during normal operation f rom the main switchboard
by an interconnector feeder which is to be
adequately protected at the main switchboard
against overload and short circuit and which is to be
disconnected automatically at the emergency
switchboard upon failure of the main source o f
electrical power. Where the system is arranged for
feedback operation, the interconnector feeder is
also to be protected at the emergency switchboard
at least against short circuit.
(e) In order to ensure ready availability of the
emergency source of electr ical power,
arrangements shall be made where necessary to
disconnect automatically non -emergency circuits
from the emergency switchboard to ensure that
electrical power shall be available automatically to
the emergency circuits.
(6) The emergency generator an d its prime mover and any emergency
accumulator battery shall be so designed and arranged as to
ensure that they shall function at full rated power when the ship is
upright and when inclined at any angle of list up to 22.5° or when
inclined up to 10° eithe r in the fore or aft direction, or is in any
combination of angles within those limits.
(7) Provision shall be made for the periodic testing of the complete
emergency system and shall include the testing of automatic
starting arrangements
(56) Starting arrangement s for emergency generating sets. — (1)
Emergency generating sets shall be capable of being readily started in
their cold condition at a temperature of 0°C. If this is impracticable, or if
lower temperatures are likely to be encountered, provision acceptabl e to
the Director -General shall be made for the maintenance of heating
arrangements, to ensure ready starting of the generating sets.
(2) Each emergency generating set arranged to be automatically
started shall be equipped with starting devices approved by th e
Director -General with a stored energy capability of at least three
consecutive starts. A second source of energy shall be provided for
an additional three starts within 30 min unless manual starting can
be demonstrated to be effective.
(a) ships constructed on or after the 1st October, 1994, in lieu of
the provision of the second sentence of sub -paragraph (2),
shall comply with the following requirements:
The source of stored energy shall be protected to preclude critical
depletion by the automatic starting system, unless a second
independent means of starting is provided. In addition, a second source
of energy shall be provided for an additional three starts within 30 min
unless manual starting can be demonstrated to be effective.
(3) The stored energy shall b e maintained at all times, as follows:
(a) electrical and hydraulic starting systems shall be maintained
from the emergency switchboard;
(b) compressed air starting systems may be maintained by the
main or auxiliary compressed air receivers through a suitable
non-return valve or by an emergency air compressor which, if
electrically driven, is supplied from the emergency
switchboard;
(c) all of these starting, charging and energy storing devices shall
be located in the emergency generator space; these devices
are not to be used for any purpose other than the operation of
the emergency generating set. This does not preclude the
supply to the air receiver of the emergency generating set
from the main or auxiliary compressed air system through the
non-return valve fitted in the emergency generator space.
(4) (a) where automatic starting is not required, manual starting
is permissible, such as manual cranking, inertia starters,
manually charged hydraulic accumulators, or powder charge
cartridges, where they can be demonstrat ed as being
effective.
(b) when manual starting is not practicable, the
requirements of sub -paragraphs (2) and (3) shall be
complied with except that starting may be manually
initiated.
(57) Precautions against shock, fire and othe r hazards of electrical
origin. — (sub- paragraphs (10) and (11) of this paragraph apply to ships
constructed on or after January 2007)
(1) (a) exposed 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 unless the
machines or equipment are:
(i) supplied at a voltage not exceeding 50 Volts direct
current or 50 Volts root mean square between
conductors; auto -transformers shall not be used for the
purpose of achieving this voltage; or
(ii) supplied at a voltage not exceeding 250 Volts by safety
isolating transformers supplying only one consuming
device; or
(iii) constructed in accordance with the principle of double
insulation.
(b) the Director -General may require additional precautions for
portable electri cal equipment for use in confined or
exceptionally damp spaces where particular risks due to
conductivity may exist.
(c) all electrical apparatus shall be so constructed and so installed
as not to 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 personnel. The sides and the rear and, where necessary,
the front of switchboards shall be suitably guarded. Exposed li ve
parts having voltages to earth exceeding a voltage to be specified by
the Director -General shall not be installed on the front of such
switchboards. Where necessary, nonconducting mats or gratings
shall be provided at the front and rear of the switchboa rd.
(3) (a) the hull return system of distribution shall not be used for any
purpose in a tanker, or for power, heating, or lighting in any other ship
of 1,600 gross tonnage and upwards.
(b) the requirement of clause (a) of sub -paragraph (3) does not
preclude u nder conditions approved by the Director -General
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 mA under the most
unfavourable conditions.
(c) for ships constructed on or after the 1st October 1994, the
requirement of clause(a) of sub -paragraph (3) does not
preclude the use of limited and locally earthed systems,
provided that any possible resulting current does not flo w
directly through any dangerous spaces.
(d) where the hull return system is used, all final subcircuits, i.e.
all circuits fitted after the last protective device, shall be two -
wire and special precautions shall be taken to the satisfaction
of the Director -General.
(4) (a) earthed distribution systems shall not be used in a tanker.
The Director -General may exceptionally permit in a tanker the
earthing of the neutral for alternating current power networks
of 3,000 V (line to line) and over, provided that any pos sible
resulting current does not flow directly through any of the
dangerous spaces.
(b) when a distribution system, whether primary or secondary,
for power, heating or lighting, with no connection to earth
is used, a device capable of continuously monitoring the
insulation level to earth and of giving an audible or visual
indication of abnormally low insulation values shall be
provided.
(c) Ships constructed on or after the 1st October, 1994, in lieu
of the provisions of clause (a) of sub -paragraph (4), shall
comply with the following requirements:
(i) except as permitted by sub -clause (ii) of clause(c) of sub -
paragraph (4) earthed distribution systems shall not be
used in a tanker.
(ii) the requirement of sub -clause (i) of clause(c) of sub -
paragraph (4) does not preclude the use of earthed
intrinsically safe circuits and in addition, under conditions
approved by the Director -General, the use of the following
earthed systems:
(A) power -supplied control circuits and instrumentation circuits
where technical or s afety reasons preclude the use of a
system with no connection to earth, provided the current in
the hull is limited to not more than 5 A in both normal and
fault conditions; or
(B) limited and locally earthed systems, provided that any
possible resulting current does not flow directly through any
of the dangerous spaces; or
(C) alternating current power networks of 1,000 V root mean
square (line to line) and over, provided that any possible
resulting current does not flow directly through any of the
dang erous spaces.
(5) (a) except as permitted by the Director -General in exceptional
circumstances, all metal sheaths and armour of cables shall
be electrically continuous and shall be earthed.
(b) all electric cables and wiring external to equipment shall be
at least of a flame -retardant type and shall be so installed
as not to impair their original flame -retarding properties.
Where necessary for particular applications the Director -
General may permit the use of special types of cables such
as radio frequency cable s, which do not comply with the
foregoing.
(c) cables and wiring serving essential or emergency power,
lighting, internal communications or signals shall so far as
practicable be routed clear of galleys, laundries, machinery
spaces of category A and their cas ings and other high fire
risk areas. 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
such cables 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 hazardous areas
introduce the risk of fire or explosion in the event of an
electrical fault in such areas, special precautions against
such risks shall be taken to the satisfaction of the Director -
General.
(e) cables and wiring shall be installed and supported in such
a manner as to avoid chafing or other damage.
(f) terminations and joints in all conductors shall b e so made
as to retain the original electrical, mechanical, flame -
retarding and, where necessary, fire -resisting properties of
the cable.
(6) (a) each separate circuit shall be protected against short circuit
and against overload, except as permitted in par agraphs 43
and 44 or where the Director -General 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 so arranged as to prevent temperature
rises which could damage the cables and wiring, and to prevent
surrounding material from becoming excessively hot.
(8) All lighting and power circuits terminating in a bunker or cargo
space shall be pro vided with a multiple -pole switch outside the
space for disconnecting such circuits.
(9) (a) accumulator batteries shall be suitably housed, and
compartments used primarily for their accommodation shall be
properly constructed and efficiently ventilated.
(b) electrical or other equipment which may constitute a source of
ignition of flammable vapours shall not be permitted in these
compartments except as permitted in sub -paragraph (10).
(c) accumulator batteries shall not be located in sleeping quarters
except where hermetically sealed to the satisfaction of the
Director -General.
(10) No electrical equipment shall be installed in any space where
flammable mixtures are liable to collect, e.g. in compartments
assigned principally to accumulator batteries, in pain t lockers,
acetylene stores or similar spaces, unless the Director -General is
satisfied that such equipment is:
(a) essential for operational purposes;
(b) of a type which shall not ignite the mixture concerned;
(c) appropriate to the space concerned; and
(d) appropriatel y certified for safe usage in the dusts, vapours or
gases likely to be encountered.
(11) In tankers, electrical equipment, cables and wiring shall not be
installed in hazardous locations unless it conforms with standards
not inferior to those acceptable to the organisation . However, for
locations not covered by such standards, electrical equipment,
cables and wiring which do not conform to the standards may be
installed in hazardous locations based on a risk assessment to the
satisfaction of the Director -General , to ensure that an equivalent
level of safety is assured.
CHAPTER - VII
ADDITIONAL REQUIREMENTS FOR PERIODICALLY UNATTENDED
MACHINERY SPACES
(58) General. — (1) The arrangements provided shall be such as to ensure
that the safety of the ship in all sailing con ditions, including manoeuvring, is
equivalent to that of a ship having the machinery spaces manned.
(2) Measures shall be taken to the satisfaction of the Director -General
to ensure that the equipment is functioning in a reliable manner and
that satisfactory arrangements are made for regular inspections
and routine tests to ensure continuous reliable operation.
(3) Every ship shall be provided with documentary evidence, to the
satisfaction of the Director -General, of its fitness to operate with
periodically unat tended machinery spaces.
(59) Fire precautions . — (1) Means shall be provided to detect and give
alarms at an early stage in case of fires:
(a) in boiler air supply casings and exhausts (uptakes); and
(b) in scavenging air belts of propulsion machinery, u nless the Director -
General considers this to be unnecessary in a particular case.
(2) Internal combustion engines of 2,250 kW and above or having
cylinders of more than 300 millimeters bore shall be provided
with crankcase oil mist detectors or engine bearing temperature
monitors or equivalent devices.
(60) Protection against flooding. — (1) Bilge wells in periodically unattended
machinery spaces shall be located and monitored in such a way that the
accumulation of liquids is detected at normal angles of trim and h eel and
shall be large enough to accommodate easily the normal drainage during
the unattended period.
(2) Where the bilge pumps are capable of being started automatically,
means shall be provided to indicate when the influx of liquid is
greater than the pump capacity or when the pump is operating more
frequently than would normally be expected. In these cases,
smaller bilge wells to cover a reasonable period of time may be
permitted. Where automatically controlled bilge pumps are
provided, special attention s hall be given to oil pollution prevention
requirements.
(3) The location of 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, having regard to the time likely to be required
in order to reach and operate such controls. If the level to which the
space could become flooded with the ship in the fully loaded
condition so requires, arrangements shall be made to operate the
controls from a position above such level.
(61) Control of propulsion machinery from the navigation bridge . — (1)
Under all sailing conditions, including manoeuvring, the speed, direction of
thrust and, if applicable, the pitch of the propeller sha ll be fully controllable
from the navigation bridge.
(a) such remote control shall be performed by a single control device for
each independent propeller, with automatic performance of all
associated services, including, where necessary, means of
preven ting overload of the propulsion machinery.
(b) the main propulsion machinery shall be provided with an emergency
stopping device on the navigation bridge which shall be independent
of the navigation bridge control system.
(2) Propulsion machinery orders fr om the navigation bridge shall be
indicated in the main machinery control room or at the propulsion
machinery control position as appropriate.
(3) Remote control of the propulsion machinery shall be possible only
from one location at a time; at such locations interconnected
control positions are permitted. At each location there shall be an
indicator showing which location is in control of the propulsion
machinery. The transfer of control between the navigation bridge
and machinery spaces shall be possible onl y in the main
machinery space or in the main machinery control room. The
system shall include means to prevent the propelling thrust from
altering significantly when transferring control from one location
to another.
(4) It shall be possible for all machinery essential for the safe
operation of the ship to be controlled from a local position, even
in the case of failure in any part of the automatic or remote control
systems.
(5) The design of the remote automatic control system shall be such
that in case of its f ailure an alarm shall be given. Unless the
Director -General considers it impracticable, the preset speed and
direction of thrust of the propeller shall be maintained until local
control is in operation.
(6) Indicators shall be fitted on the navigation bridge for:
(a) propeller speed and direction of rotation in the case of fixed
pitch propellers; or
(b) propeller speed and pitch position in the case of controllable
pitch propellers.
(7) The number of consecutive automatic attempts which fail to
produce a start shall be limited to safeguard sufficient starting air
pressure. An alarm shall be provided to indicate low starting air
pressure set at a level which still permits starting operations of the
propulsion machinery.
(62) Communication. — A reliable means of vocal communication shall be
provided between the main machinery control room or the propulsion
machinery control position as appropriate, the navigation bridge and the
engineer officers’ accommodation
(63) Alarm system. — (1) An alarm system shall be provid ed indicating any
fault requiring attention and shall:
(a) be capable of sounding an audible alarm in the main machinery
control room or at the propulsion machinery control position, and
indicate visually each separate alarm function at a suitable pos ition;
(b) have a connection to the engineers’ public rooms and to each of
the engineers’ cabins through a selector switch, to ensure connection
to at least one of those cabins. Director -General may permit equivalent
arrangements;
(c) activate an au dible and visual alarm on the navigation bridge for
any situation which requires action by or attention of the officer on
watch;
(d) as far as is practicable be designed on the fail -to-safety principle;
and
(e) activate the engineers’ alarm requir ed by paragraph 52 if an alarm
function has not received attention locally within a limited time.
(2) (a) the alarm system shall be continuously powered and shall
have an automatic change -over to a stand -by power supply in
case of loss of normal power supply.
(b) failure of the normal power supply of the alarm system shall
be indicated by an alarm.
(3) (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) acc eptance at the position referred to in sub -paragraph (1) of
any alarm condition shall be indicated at the positions where it
was shown. Alarms shall be maintained until they are accepted
and the visual indications of individual alarms shall remain until
the fault has been corrected, when the alarm system shall
automatically reset to the normal operating condition.
(64) Safety systems. — A safety system shall be provided to ensure that serious
malfunction in machinery or boiler operations, which presents an imme diate
danger, shall initiate the automatic shutdown of that part of the plant and
that an alarm shall be given. Shutdown of the propulsion system shall not
be automatically activated except in cases which could lead to serious
damage, complete breakdown, o r explosion. Where arrangements for
overriding the shutdown of the main propelling machinery are fitted, these
shall be such as to preclude inadvertent operation. Visual means shall be
provided to indicate when the override has been activated.
(65) Special req uirements for machinery, boiler and electrical
installations .— (1) The special requirements for the machinery, boiler and
electrical installations shall be to the satisfaction of the Director -General and
shall include at least the requirements of this par agraph.
(2) The main source of electrical power shall comply with the following:
(a) where the electrical power can normally be supplied by one
generator, suitable load -shedding arrangements shall be provided
to ensure the integrity of supplies to services r equired for propulsion
and steering as well as the safety of the ship. In the case of loss of
the generator in operation, adequate provision shall be made for
automatic starting and connecting to the main switchboard of a
stand -by generator of sufficient c apacity to permit propulsion and
steering and to ensure the safety of the ship with automatic
restarting of the essential auxiliaries including, where necessary,
sequential operations. The Director -General may dispense with this
requirement for a ship of l ess than 1,600 gross tonnage, if it is
considered impracticable;
(b) if the electrical power is normally supplied by more than one
generator simultaneously in parallel operation, provision shall be
made, for instance 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, and
to ensure the safety of the ship.
(3) Where stand -by machines are required for other auxiliary machinery
essential t o propulsion, automatic change -over devices shall be
provided.
(4) Automatic control and alarm system
(a) the control system shall be such that the services needed for the
operation of the main propulsion machinery and its auxiliaries are
ensured through t he necessary automatic arrangements.
(b) an alarm shall be given on the automatic change -over.
(c) an alarm system complying with paragraph 63 shall be provided
for all important pressures, temperatures and fluid levels and
other essential parameters.
(d) a centralized control position shall be arranged with the necessary
alarm panels and instrumentation indicating any alarm.
(5) Means shall be provided to keep the starting air pressure at the
required level where internal combustion engines are used f or main
propulsion.
(66) Alternative design and arrangements. — (1) The purpose of this
paragraph is to provide a methodology for alternative design and
arrangements for machinery, electrical installations and low -flashpoint
fuel storage and distribution syste ms.
(2) (a) machinery, electrical installation and low -flashpoint fuel storage
and distribution systems design and arrangements may deviate
from the requirements set out in these paragraphs, provided that
the alternative design and arrangements meet the inten t of the
requirements concerned and provide an equivalent level of safety
to this chapter;
(b) when alternative design or arrangements deviate from the
prescriptive requirements provided in these paragraphs, an
engineering analysis, evaluation and approval of the design and
arrangements shall be carried out in accordance with this
paragraph.
(3) The engineering analysis shall be prepared and submitted to the
Director -General, based on the guidelines developed by the
organisation and shall include, as a minimum, the following
elements:
(a) determination of the ship type, machinery, electrical
installations, low -flashpoint fuel storage and distribution
systems and space(s) concerned;
(b) Identification of the prescriptive requirement(s) with which the
machinery, electrical in stallations and low -flashpoint fuel
storage and distribution systems shall not comply;
(c) identification of the reason the proposed design shall not meet
the prescriptive requirements supported by compliance with
other recognized engineering or industry stand ards;
(d) determination of the performance criteria for the ship,
machinery, electrical installation, low -flashpoint fuel storage
and distribution system or the space(s) concerned addressed
by the relevant prescriptive requirement(s):
(i) performance criteria shal l provide a level of safety not
inferior to the relevant prescriptive requirements
contained in these paragraphs; and
(ii) performance criteria shall be quantifiable and
measurable.
(e) detailed description of the alternative design and
arrangements, including a li st of the assumptions used in the
design and any proposed operational restrictions or
conditions;
(f) technical justification demonstrating that the alternative
design and arrangements meet the safety performance
criteria; and
(g) risk assessment based on identifi cation of the potential faults
and hazards associated with the proposal.
(4) Evaluation of the alternative design and arrangements
(a) the engineering analysis required in Sub -paragraph (3) shall
be evaluated and approved by the Director -General, taking
into accou nt the guidelines developed by the organisation;
(b) a copy of the documentation, as approved by the Director -
General, indicating that the alternative design and
arrangements comply with this paragraph, shall be carried on
board the ship.
(5) The Director -General shall communicate to the organisation
pertinent information concerning alternative design and
arrangements approved by them for circulation to all Contracting
Governments.
(6) If the assumptions and operational restrictions that were stipulated
in the alternat ive design and arrangements are changed, the
engineering analysis shall be carried out under the changed
condition and shall be approved by the Director - General.
(67) Application (Ships using low -flashpoint fuels). — (1) Except as
provided for in Sub -paragrap h (4) and (5), these rules shall apply to ships
using low -flashpoint fuels:
(a) for which the building contract is placed on or after the 1st January,
2017;
(b) in the absence of a building contract, the keels of which are laid or
which are at a similar stage of c onstruction on or after the 1st July,
2017; or
(c) the delivery of which is on or after the 1st January, 2021.
Such ships using low -flashpoint fuels shall comply with the
requirements of this rules in addition to any other applicable
requirements of the presen t rules.
(2) Except as provided for in sub -paragraph (4) and (5), a ship,
irrespective of the date of construction, including one constructed
before the 1st January, 2009, which converts to using low -flashpoint
fuels on or after the 1st January, 2017 shall be treated as a ship using
low-flashpoint fuels on the date on which such conversion
commenced.
(3) Except as provided for in sub -paragraph (4) and (5), a ship using low -
flashpoint fuels, irrespective of the date of construction, including one
constructed before the 1st January 2009, which, on or after the 1st
January, 2017, undertakes to use low -flashpoint fuels different from
those which it was originally approved to use before 1st January, 2017
shall be treated as a ship using low -flashpoint fuels on the date on
which such undertaking commenced.
(4) This rules shall not apply to gas carriers, as defined in regulation
VII/11.2 of International Convention for the Safety of Life at
Sea,1974:
(a) using their cargoes as fuel and complying with the
requirements of the Intern ational Code for the Construction
and Equipment of Ships Carrying Liquefied Gases in Bulk , as
defined in regulation VII/11.1 of International Convention for
the Safety of Life at Sea,1974; or
(b) using other low -flashpoint gaseous fuels provided that the fuel
storage and distribution systems design and arrangements for
such gaseous fuels comply with the requirements of the
International Code for the Construction and Equipment of
Ships Carrying Liquefied Gases in Bulk for gas as a cargo.
(5) This rules shall not app ly to ships owned or operated by a
contracting Government and used, for the time being, only in
Government non -commercial service. However, ships owned or
operated by a contracting Government and used, for the time being,
only in Government non -commercial service are encouraged to act
in a manner consistent, so far as reasonable and practicable, with
this rule.
(68) Requirements for ships using low -flashpoint fuels . — Except as
provided in sub -paragraph (4) and (5) of paragraph 67 of ships using low -
flashpoint fuels shall comply with the requirements of the International
Code of Safety for Ships Using Gases or Other Low -flashpoint Fuels.
CHAPTER - VIII – GENERAL
CONSTRUCTION - FIRE PROTECTION, FIRE DETECTION AND FIRE
EXTINCTION
(69) Application. — (1) (a) Unless exp ressly provided otherwise, these rules
shall apply to ships constructed on or after the date of notification of these rules;
(b) for the purpose of this chapter, —
(i) the expression ships constructed means ships the keels of
which are laid or which are at a similar stage of construction;
and
(ii) the expression all ships means ships, irrespective of type,
constructed before, on or after the date of notification of
these rules; and
(c) for the purpose of this chapter, the expression a similar stage of
construction means the stage at which -
(i) construction identifiable with a specific ship begins; and
(iii) assembly of that ship has commenced comprising at least
fifty (50) tonnes or 1 per cent. of the estimated mass of all
structural material, whichever is less.
(2) Applicable requirements to existing ships;
(a) unless expressly provided otherwise, for ships constructed
before the 1st July, 2012 the Director -General shall ensure that
the requirements which are applicable under chapter II -1 of
the International Conventio n for the Safety of Life at Sea,
1974, as amended by Maritime Safety Committee resolutions
MSC.1 (45), MSC.6(48), MSC.13(57), MSC.22(59),
MSC.24(60), MSC.27(61), MSC.31(63) and MSC.57(67),
MSC.99(73), MSC.134(76), MSC.194(80), MSC.201(81),
MSC.216(82),MSC. 256(84), MSC.269(85) and MSC.291(87)
are complied with.
(b) ships constructed before the 1st July, 2002 shall also comply
with:
(ii) sub-paragraph (3), clauses (e) and (g) of sub -
paragraph (6) as appropriate;
(iii) paragraphs 80(3)(c)(ii),80(4)(b), except rules
83(3) (b)(ii) and 83(3)(b)(iii) thereof, as appropriate,
not later than the date of the first survey after the 1st
July, 2002; and
(iv) paragraph 77 (4) (a) (iii) and 77 (6)(c) for new
installations only; and
(v) sub-clause (i) of clause (g) of sub -paragraph (5) of
paragraph 71.
(c) ships constructed on or after the 1st July, 2002 and before the
1st July, 2010 shall comply with sub -paragraph (7)(a)(i),
(7)(d)(iv)(B) and (C), (7)(e) of paragraph 76, as adopted
by Maritime Safety Committee resolution MSC.99(73) .
(d) the following ships, with cargo spaces intended for the
carriage of packaged dangerous goods, shall c omply with
sub-paragraph (3) of paragraph 86, except when carrying
dangerous goods specified as classes 6.2 and 7 and
dangerous goods in limited quantities and excepted quantities
in accordance with Tables 1 and 3, not later than the date of
the first rene wal survey on or after the 1st January, 2011:
(i) cargo ships of 500 gross tonnage and upwards
constructed on or after the 1st September, 1984 but
before 1 January 2011; and
(ii) cargo ships of less than 500 gross tonnage constructed
on or after the 1st February 19 92 but before the 1st
January 2011, and notwithstanding these provisions:
(iii) cargo ships of 500 gross tonnage and upwards
constructed on or after the 1st September 1984 but
before 1 July 1986 need not comply with clause (c) of
sub-paragraph (3) of paragraph 86 provided that they
comply with regulation 54.2.3 as adopted by Maritime
Safety Committee resolution MSC.1(45) ; and
(iv) cargo ships of 500 gross tonnage and upwards
constructed on or after the 1st July 1986 but before the
1st February, 1992 need not comply with clause (c) of
sub-paragraph (3) of paragraph 86 provided that they
comply with regulat ion 54.2.3 as adopted by Maritime
Safety Committee resolution MSC.6(48) ;
(v) cargo ships of 50 0 gross tonnage and upwards
constructed on or after the 1st September 1984 but
before the 1st July 1998 need not comply with clause (c)
of sub -paragraph (3) of paragraph 86;
(vi) cargo ships of less than 500 gross tonnage constructed
on or after the 1st Februa ry 1992 but before the 1st July
1998 need not comply with clause (c) of sub -paragraph
(3) of paragraph 86;
(vii) cargo ships of 500 gross tonnage and upwards
constructed on or after the 1st February 1992 but before
the 1st July 2002 need not comply with clause (c) of sub -
paragraph (3) of paragraph 86provided that they comply
with regulation 54.2.3 as adopted by Maritime Safety
Committee resolution MSC.13(57) ; and
(viii) cargo ships of 500 gross tonnage and upwards
constructed on or after the 1st September 1984 but before
the 1st July 2002 need not comply with clause (c) of sub -
paragraph (3) of paragraph 86, provided that they comply
with regulations 54.2.1, 54.2.5, 54.2.6, 54.2.9 as adopted
by Maritime Safety Committee resolution MSC.1(45)
(e) ships constructed before the 1st July, 2012 shall also comply
with sub -clause (ii) of clause (a) of sub -paragraph (10) of
paragraph 77, as adopted by Maritime Safety Committee
resolution MSC.338(91) and regulations 4.2.1.6 to 4.2.1.8, as
amended by Maritime Safety Committee resolution
MSC.520(106)
(f) tankers constructed before the 1st January, 2016, including
those constructed before the 1st July, 2012, shall comply with
clause (c) of sub -paragraph (3) of paragraph 83 except sub -
clause (iii) of clause (c) sub -paragraph (3) of paragraph 83
(g) paragraph 71 sub -paragraph (5) apply to ships constructed on
or after the 1st July 2002 but before the 1st January, 2016, and
paragraph 71 sub -paragraph (5) applies to all ships
constructed before the 1st January, 2016.
(h) paragraph 77 sub -paragraph (5) (a)(ii)(B) as amended
by Maritime Safety Committee resolution MSC.409(97) ,
applies to ships constructed before the 1st January, 2020,
including those constructed before the 1st July 2012.
(i) all ships con structed before the 1st January, 2026 shall comply
with paragraph 77 sub -paragraph(11) (b), as adopted
by Maritime Safety Committee resolution MSC.532(107) , not
later than the date of the first survey on or after the 1st January
2026.
(3) Repairs, alterations, modifications and outfitting
(a) all ships which undergo repairs, alterations, modifications and
outfitting related thereto shall continue to comply with at least
the requirements previously applicable to these ships. Such
ships, if constructed before the 1st July, 2012, shall, as a rule,
comply with the requirements for ships constructed on or a fter
that date to at least the same extent as they did before
undergoing such repairs, alterations, modifications or
outfitting;
(b) repairs , alterations and modifications which substantially alter
the dimensions of a ship or substantially increase a ship’s
service life and outfitting related thereto shall meet the
requirements for ships, constructed on or after 1 July 2012 in
so far as the Director -General deems reasonable and
practicable.
(4) Exemptions — the Director -General may, if it considers that the
shelte red nature and conditions of the voyage are such as to render
the application of any specific requirements of this chapter
unreasonable or unnecessary, exempt from those requirements
individual ships or classes of ships entitled to fly the flag of its Stat e,
provided that such ships, in the course of their voyage, do not sail
at distances of more than 20 miles from the nearest land.
(5) Applicable requirements depending on ship type — Unless
expressly provided otherwise:
(a) requirements not referring to specific ship type shall apply to
ships of all types; and
(b) requirements referring to "tankers" shall apply to tankers
subject to the requirements specified in sub -paragraph (6)
below.
(6) Application of requirements for tankers —
(a) requirements for tankers in these ru les shall apply to tankers
carrying crude oil or petroleum products having a flashpoint
not exceeding 60°C (closed cup test), as determined by an
approved flashpoint apparatus, and a reid vapour pressure
which is below the atmospheric pressure or other liq uid
products having a similar fire hazard.
(b) where liquid cargoes other than those referred to in clause (a)
of sub -paragraph (6) or liquefied gases which introduce
additional fire hazards are intended to be carried, additional
safety measures shall be re quired, having due regard to the
provisions of the International bulk chemical code, as defined
in regulation VII/8.1 of International Convention for the Safety
of Life at Sea,1974, and the bulk chemical code, the
international gas carrier code, as defined in regulation VII/11.1
of International Convention for the Safety of Life at Sea,1974,
and the gas carrier code, as appropriate.
(i) a liquid cargo with a flashpoint of less than 60°C for
which a regular foam fire -fighting system complying with
the fire saf ety systems code is not effective, is
considered to be a cargo introducing additional fire
hazards in this context. The following additional
measures are required:
(A) the foam shall be of alcohol -resistant type;
(B) the type of foam concentrates for use in che mical tankers
shall be to the satisfaction of the Director -General taking into
account the guidelines developed by the organisation ; and
(C) (i) the capacity and application rates of the foam extinguishing
system shall comply with chapter 11 of International
Convention for the Safety of Life at Sea,1974 and the
international bulk chemical code, except that lower
application rates may be accepted based on performance
tests. For tankers fitted with inert gas systems, a quantity of
foam concentrate sufficient for 20 minutes of foam generation
may be accepted.
(ii) for the purpose of this paragraph, a liquid cargo with a
vapour pressure greater than 1.013 bar absolute at
37.8°C is considered to be a cargo introducing
additional fire hazards. Ships carrying such subst ances
shall comply with paragraph 15.14 of the international
bulk chemical code. When ships operate in restricted
areas and at restricted times, the Director -General
concerned may agree to waive the requirements for
refrigeration systems in accordance with paragraph
15.14.3 of the international bulk chemical code.
(c) liquid cargoes with a flashpoint exceeding 60°C other than oil
products or liquid cargoes subject to the requirements of the
International Bulk Chemical Code are considered to constitute
a low fir e risk, not requiring the protection of a fixed foam
extinguishing system.
(d) tankers carrying petroleum products with a flashpoint
exceeding 60°C (closed cup test), as determined by an
approved flashpoint apparatus, shall comply with the
requirements provi ded in sub -clause (d) of clause (3) and (4)
of paragraph 77 and clause (12) the requirements for cargo
ships other than tankers, except that, in lieu of the fixed fire
extinguishing system required in sub -paragraph (7) of
paragraph 77, they shall be fitted with a fixed deck foam
system which shall comply with the provisions of the fire safety
systems code.
(e) combination carriers constructed before, on or after the 1st
July, 2002 shall not carry cargoes other than oil unless all
cargo spaces are empty of oil and gas -freed or unless the
arrangements provided in each case have been approved by
the Director -General taking into account the guidelines
developed by the organisation .
(f) chemical tankers and gas carriers shall comply with the
requirements for tankers, e xcept where alternative and
supplementary arrangements are provided to the satisfaction
of the Director -General, having due regard to the provisions of
the international bulk chemical code and the international gas
carrier code, as appropriate.
(g) the requir ements of item (A) of sub -clause (i) clause (j) of sub -
paragraph (5) of paragraph 71 and item (D) of sub -clause (i)
clause (j) of sub -paragraph (5) and a system for continuous
monitoring of the concentration of hydrocarbon gases shall be
fitted on all tank ers constructed before the 1st July, 2002 by
the date of the first scheduled dry -docking after the 1st July,
2002, but not later than the 1st July, 2005. Sampling points or
detector heads shall be located in suitable positions in order
that potentially dan gerous leakages are readily detected.
When the hydrocarbon gas concentration reaches a pre -set
level which shall not be higher than 10% of the lower
flammable limit, a continuous audible and visual alarm signal
shall be automatically effected in the pump -room and cargo
control room to alert personnel to the potential hazard.
However, existing monitoring systems already fitted having a
pre-set level not greater than 30 per cent. of the lower
flammable limit may be accepted.
(70) Fire safety objectives and functi onal requirements . — (1) Fire safety
objectives —
(a) the fire safety objectives of this rule are to:
(i) prevent the occurrence of fire and explosion;
(ii) reduce the risk to life caused by fire;
(iii) reduce the risk of damage caused by fire to the ship, its
cargo and t he environment;
(iv) contain, control and suppress fire and explosion in the
compartment of origin; and
(v) provide adequate and readily accessible means of
escape for crew.
(2) Functional requirements —
(b) in order to achieve the fire safety objectives set out in
sub-paragraph (1), the following functional requirements
are embodied in the paragraphs of this paragraph as
appropriate:
(i) division of the ship into main vertical and horizontal
zones by thermal and structural boundaries;
(ii) separation of accommodation spaces f rom the
remainder of the ship by thermal and structural
boundaries;
(iii) restricted use of combustible materials;
(iv) detection of any fire in the zone of origin;
(v) containment and extinction of any fire in the space
of origin;
(vi) protection of means of escape and a ccess for fire -
fighting;
(vii) ready availability of fire -extinguishing appliances;
and
(viii) minimization of possibility of ignition of flammable
cargo vapour
(3) Achievement of the fire safety objectives — The fire safety
objectives set out in sub -paragraph (1) shall be achieved by
ensuring compliance with the prescriptive requirements specified in
Chapters II, III, IV , V or VI , or by alternative design and
arrangements which comply with Chapter VI. A ship shall be
considered to meet the functional requirements set out in sub -
paragraph (2) and to achieve the fire safety objectives set out in
sub-paragraph (1) when either:
(a) the ship’s design and arrangements, as a whole, comply with
the relevant prescriptive requirements in these rules;
(b) the ship’s design and arrangem ents, as a whole, have been
reviewed and approved in accordance with Chapter VI; or
(c) part(s) of the ship’s design and arrangements have been
reviewed and approved in accordance with Chapter VI and the
remaining parts of the ship comply with the relevant
prescriptive requirements in these rules.
CHAPTER -IX
PREVENTION OF FIRE AND EXPLOSION
(71) Probability of ignition. — (1) The purpose of this paragraph is to
prevent the ignition of combustible materials or flammable liquids. For this
purpose, the following funct ional requirements shall be met:
(a) means shall be provided to control leaks of flammable liquids;
(b) means shall be provided to limit the accumulation of
flammable vapours;
(c) the ignitability of combustible materials shall be restricted;
(d) ignition sources shal l be restricted;
(e) ignition sources shall be separated from combustible
materials and flammable liquids; and
(f) the atmosphere in cargo tanks shall be maintained out of the
explosive range.
(2) Arrangements for oil fuel, lubrication oil and other flammable oils
(a) limitations in the use of oils as fuel, the following limitations
shall apply to the use of oil as fuel: —
(i) no oil fuel with a flashpoint of less than 60°C shall be
used;
(ii) in emergency generators oil fuel with a flashpoint of not
less than 43°C may be use d;
(iii) the use of oil fuel having a flashpoint of less than 60°C
but not less than 43°C may be permitted (e.g., for
feeding the emergency fire pump’s engines and the
auxiliary machines which are not located in the
machinery spaces of category A subject to the following:
(A) fuel oil tanks except those arranged in double bottom
compartments shall be located outside of machinery spaces
of category A;
(B) provisions for the measurement of oil temperature are
provided on the suction pipe of the oil fuel pump;
(C) stop val ves and/or cocks are provided on the inlet side and
outlet side of the oil fuel strainers; and
(D) pipe joints of welded construction or of circular cone type or
spherical type union joint are applied as much as possible.
(iv) in cargo ships, to which paragraph 67 is not applicable,
the use of fuel having a lower flashpoint than otherwise
specified in sub -clause (i) of clause (a) of sub -paragraph
(2) for example crude oil, may be permitted provided
that such fuel is not stored in any machinery space and
subject to the approval by the Director -General of the
complete installation.
(v) in ships, to which paragraph 67 is applicable, the use of
oil fuel having a lower flashpoint than otherwise
specified in sub-clause (i) of clause (a) of sub -paragraph
(2) is permitted.
(vi) ships carrying oil fuel shall prior to bunkering be
provided with a declaration signed and certified by the
oil fuel supplier's representative that the oil fuel to be
supplied is in conformity with sub -paragraph (2), and the
test method used for determining t he flashpoint. A
bunker delivery note for the oil fuel delivered to the ship
shall contain either the flashpoint specified in
accordance with standards acceptable to the
organisation or a statement that the flashpoint has been
measured at or above 70ºC;
(vii) contracting Governments undertake to ensure that
appropriate authorities designated by them inform the
organisation , for transmission to contracting
Governments and Member States thereof, of all
confirmed cases (flashpoint) where oil fuel suppliers
have fai led to meet the requirements specified in sub -
paragraph (2) of this paragraph;
(viii) contracting Governments undertake to ensure that
appropriate authorities designated by them take action,
as appropriate, against oil fuel suppliers that have been
found to deliv er oil fuel that does not comply with clause
(a) of sub -paragraph (2) of this paragraph; and
(ix) oil fuel delivered to and used on board ships shall not
jeopardize the safety of ships or adversely affect the
performance of the machinery or be harmful to
person nel.
(b) arrangements for oil fuel, — in a ship in which oil fuel is used,
the arrangements for the storage, distribution and utilization of
the oil fuel shall be such as to ensure the safety of the ship
and persons on board and shall at least comply with the
following provisions
(i) location of oil fuel systems — as far as practicable, parts
of the oil fuel system containing heated oil under
pressure exceeding 0.18 N/mm2 shall not be placed in
a concealed position such that defects and leakage
cannot readily be ob served. The machinery spaces in
way of such parts of the oil fuel system shall be
adequately illuminated;
(ii) ventilation of machinery spaces — The ventilation of
machinery spaces shall be sufficient under normal
conditions to prevent accumulation of oil vapou r;.
(iii) oil fuel tanks —
(A) fuel oil, lubrication oil and other flammable oils shall not
be carried in forepeak tanks;
(B) as far as practicable, oil fuel tanks shall be part of the
ship’s structure and shall be located outside machinery
spaces of category A. Wher e oil fuel 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, and the area of
the tank boundary common with the machinery spaces
shall be kept to a minimum. Where such tanks are
situated within the boundaries of machinery spaces of
category A they shall not contain oil fuel havin g a
flashpoint of less than 60°C. In general, the use of free -
standing oil fuel tanks shall be avoided. Where 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.
(C) no oil fuel tank shall be situated where spillage or leakage
therefrom can constitute a fire or explosion hazard by
falling on heated surfaces.
(D) oil fuel pipes, which, if damaged, would allow oil to escape
from a storage, settling or daily service tank ha ving a
capacity of 500 liters and above situated above the double
bottom, shall be fitted with a cock or valve directly on the
tank capable of being closed from a safe position outside
the space concerned in the event of a fire occurring in the
space in wh ich 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 an additional valve is fitted in the
machinery space it shall be operated from a position
outside this space. The controls for remote operation of
the valve for the emergency generator fuel tank shall be
in a se parate location from the controls for remote
operation of other valves for tanks located in machinery
spaces.
(E) safe and efficient means of ascertaining the amount of oil
fuel contained in any oil fuel tank shall be provided.
(I) where sounding pipes are used, they shall not
terminate in any space where the risk of ignition of
spillage from the sounding pipe might arise. In
particular, they shall not terminate in crew spaces.
As a general rule, they shall not terminate in
machinery spaces. However, where the Di rector -
General considers that these latter requirements are
impracticable, it may permit termination of sounding
pipes in machinery spaces on condition that all of
the following requirements are met:
(aa) an oil -level gauge is provided meeting the
requirements of sub -item (II) of item (E) of
sub-clause (iii) of clause (b) of sub -paragraph
(2);
(ab) the sounding pipes terminate in locations
remote from ignition hazards unless
precautions are taken, such as the fitting of
effective screens, to prevent the oil fuel in the
case of spillage through the terminations of
the sounding pipes from coming into contact
with a source of ignition; and
(ac) the termination of sounding pipes are fitted
with self -closing blanking devices and with a
small -diameter self -closing control cock
located below the blanking device for the
purpose of ascertaining before the blanking
device is opened that oil fuel is not present.
Provisions shall be made so as to ensure that
any spillage of oil fuel through the control
cock involves no ignition hazar d;
(II) other oil -level gauges may be used in place of
sounding pipes subject to the following conditions as
the failure of such gauges or overfilling of the tank
shall not permit release of fuel into the space. The
use of cylindrical gauge glasses is prohibit ed. The
Director -General may permit the use of oil -level
gauges with flat glasses and self -closing valves
between the gauges and fuel tanks;
(III) the means prescribed in sub -item (II) of item (E) of
sub-clause (iii) of clause (b) of sub -paragraph (2)
which are acceptable to the Director -General shall
be maintained in the proper condition to ensure their
continued accurate functioning in service.
(iv) prevention of overpressure - provisions shall be made to
prevent overpressure in any oil tank or in any part of the oil
fuel system, including the filling pipes served by pumps on
board. Air and overflow pipes and relief valves shall
discharge to a position where there is no risk of fire or
explosion from the emergence of oils and vapour and shall
not lead into crew spa ces, nor into special category spaces,
closed ro -ro cargo spaces, machinery spaces or similar
spaces.
(v) oil fuel piping
(A) oil fuel pipes and their valves and fittings shall be of steel
or other approved material, except that restricted use of
flexible pipes s hall be permissible in positions where the
Director -General is satisfied that they are necessary.
Such flexible pipes and end attachments shall be of
approved fire -resisting materials of adequate strength
and shall be constructed to the satisfaction of the Director -
General. For valves fitted to oil fuel tanks and under static
pressure, steel or spheroidal -graphite cast iron may be
accepted. However, ordinary cast iron valves may be
used in piping systems where the design pressure is
lower than seven (7) bar and the design temperature is
below 60°C;
(B) external high -pressure fuel delivery lines between the
high-pressure fuel pumps and fuel injectors shall be
protected with a jacketed piping system capable of
containing fuel from a high -pressure line failure. A
jacketed pipe incorporates an outer pipe into which the
high-pressure fuel pipe is placed, forming a permanent
assembly. The jacketed piping system shall include a
means for collection of leakages and arrangements shall
be provided with an alarm in case of a fuel line failure;
(C) oil fuel lines shall not be located immediately above or
near units of high temperature including boilers, steam
pipelines, exhaust manifolds, silencers or other
equipment required to be insulated by sub -clause (vi) of
clause(b) of su b-paragraph (2). As far as practicable, oil
fuel lines shall be arranged far apart from hot surfaces,
electrical installations or other sources of ignition and
shall be screened or otherwise suitably protected to avoid
oil spray or oil leakage onto the sou rces of ignition. The
number of joints in such piping systems shall be kept to a
minimum;
(D) components of a diesel engine fuel system shall be
designed considering the maximum peak pressure which
shall be experienced in service, including any high
pressure pulses which are generated and transmitted
back into the fuel supply and spill lines by the action of
fuel injection pumps. Connections within the fuel supply
and spill lines shall be constructed having regard to their
ability to prevent pressurized oil fu el leaks while in service
and after maintenance;
(E) in multi -engine installations which are supplied from the
same fuel source, means of isolating the fuel supply and
spill piping to individual engines, shall be provided. The
means of isolation shall not aff ect the operation of the
other engines and shall be operable from a position not
rendered inaccessible by a fire on any of the engines;
(F) where the Director -General may permit the conveying of
oil and combustible liquids through accommodation and
service sp aces, the pipes conveying oil or combustible
liquids shall be of a material approved by the Director -
General having regard to the fire risk.
(vi) protection of high temperature surfaces —
(A) surfaces with temperatures above 220°C which may be
impinged as a res ult of a fuel system failure shall be
properly insulated;
(B) precautions shall be taken to prevent any oil that may
escape under pressure from any pump, filter or heater
from coming into contact with heated surfaces;
(vii) arrangements for lubricating oil —
(A) the arrangements for the storage, distribution and
utilization of oil used in pressure lubrication systems shall
be such as to ensure the safety of the ship and persons
on board. The arrangements made in machinery spaces
of category A, and whenever practicabl e in other
machinery spaces, shall at least comply with the
provisions of sub -paragraphs 2(b)(i) (2)(b)(iii)(C),
(2)(b)(iii)(D), (2)(b)(E), (2)(b)(iv), (2)(b)(v)(A), 2)(b)(v)(C),
(2)(b)(vi) except that:
(I) this does not preclude the use of sight -flow glasses
in lubricating systems provided that they are shown
by testing to have a suitable degree of fire
resistance; and
(II) sounding pipes may be authorized in machinery
spaces; however, the requirements of sub -
paragraph(2)(b)(iii)(E)(I) (aa)and (2)(b)(iii)(E)(I) ( ac)
need not be applied on condition that the sounding
pipes are fitted with appropriate means of closure;
(B) the provisions of item (D) of sub -clause (iii) clause (b) of
sub-paragraph (2) shall also apply to lubricating oil tanks
except those having a capaci ty less than 500 liter, storage
tanks on which valves are closed during the normal
operation mode of the ship, or where it is determined that
an unintended operation of a quick closing valve on the
oil lubricating tank would endanger the safe operation of
the main propulsion and essential auxiliary machinery.
(c) arrangements for other flammable oils — the arrangements
for the storage, distribution and utilization of other flammable
oils employed under pressure in power transmission systems,
control and activat ing systems and heating systems shall be
such as to ensure the safety of the ship and persons on board.
Suitable oil collecting arrangements for leaks shall be fitted
below hydraulic valves and cylinders. In locations where
means of ignition are present, s uch arrangements shall at
least comply with the provisions of sub -paragraphs
(2)(b)(iii)(c),(2)(b)(iii)(E),(2)(b)(v)(C), (2)(b)(vi) and with the
provisions of sub -paragraphs (2)(b)(iv) and)(2)(b)(v)(A) in
respect of strength and construction;
(d) arrangements for oil fuels in periodically unattended
machinery spaces — in addition to the requirements of
clauses (a) to (d) of sub -paragraph (2), the oil fuel and
lubricating oil systems in a periodically unattended machinery
space shall comply with the following;
(i) where daily service oil fuel tanks are filled automatically,
or by remote control, means shall be provided to prevent
overflow spillages. Other equipment which treats
flammable liquids automatically (e.g. oil fuel purifiers)
which, whenever practicable, shall be installed in a
special space reserved for purifiers and their heaters,
shall have arrangements to prevent overflow spillages;
and
(ii) where daily service oil fuel tanks or settling tanks are
fitted with heating arrangements, a high temperature
alarm shall be provided if the flashpoint of the oil fuel
can be exceeded.
(3) arrangements for gaseous fuel for domestic purposes — gaseous fuel
systems used for domestic purposes shall be approved by the Director -
General. Storage of gas bottles shall be located o n the open deck or in a
well-ventilated space which opens only to the open deck.
(4) miscellaneous items of ignition and ignitability —
(a) electric radiators, if used, shall be fixed in position and so
constructed as to reduce fire risks to a minimum. No such r adiators
shall be fitted with an element so exposed that clothing, curtains, or
other similar materials can be scorched or set on fire by heat from
the element.
(b) waste receptacles shall be constructed of non -combustible
materials with no openings in the si des or bottom.
(c) in spaces where penetration of oil products is possible, the surface
of insulation shall be impervious to oil or oil vapours.
(d) primary deck coverings, if applied within accommodation and
service spaces and control stations, shall be of approv ed material
which shall not readily ignite, this being determined in accordance
with the fire test procedures code.
(5) cargo areas of tankers —
(a) separation of cargo oil tanks —
(i) cargo pump -rooms, cargo tanks, slop tanks and
cofferdams shall be positioned f orward of machinery
spaces. However, oil fuel bunker tanks need not be
forward of machinery spaces. Cargo tanks and slop
tanks shall be isolated from machinery spaces by
cofferdams, cargo pump -rooms, oil bunker tanks or
ballast tanks. Pump -rooms containing pumps and their
accessories for ballasting those spaces situated
adjacent to cargo tanks and slop tanks and pumps for
oil fuel transfer, shall be considered as equivalent to a
cargo pump -room within the context of this paragraph
provided that such pump -rooms have the same safety
standard as that required for cargo pump -rooms.
Pump -rooms intended solely for ballast or oil fuel
transfer, however, need not comply with the
requirements of sub -paragraph (9) of paragraph 77.
The lower portion of the pump -room ma y be recessed
into machinery spaces of category A to accommodate
pumps, provided that the deck head of the recess is in
general not more than one third of the moulded depth
above the keel, except that in the case of ships of not
more than 25,000 tonnes dea dweight, where it can be
demonstrated that for reasons of access and
satisfactory piping arrangements this is impracticable,
the Director -General may permit a recess in excess of
such height, but not exceeding one half of the moulded
depth above the keel.
(ii) main cargo control stations, control stations,
accommodation and service spaces (excluding
isolated cargo handling gear lockers) shall be
positioned aft of cargo tanks, slop tanks, and spaces
which isolate cargo or slop tanks from machinery
spaces, but no t necessarily aft of the oil fuel bunker
tanks and ballast tanks, and shall be arranged in such
a way that a single failure of a deck or bulkhead shall
not permit the entry of gas or fumes from the cargo
tanks into an accommodation spaces, main cargo
contr ol stations, control stations, or service spaces. A
recess provided in accordance with sub - clause (i) of
clause (a) sub -paragraph (5) need not be taken into
account when the position of these spaces is being
determined.
(iii) however, where deemed necessary, t he Director -
General may permit main cargo control stations, control
stations, accommodation and service spaces forward
of the cargo tanks, slop tanks and spaces which isolate
cargo and slop tanks from machinery spaces, but not
necessarily forward of oil fu el bunker tanks or ballast
tanks. Machinery spaces, other than those of category
A, may be permitted forward of the cargo tanks and
slop tanks provided they are isolated from the cargo
tanks and slop tanks by cofferdams, cargo pump -
rooms, oil fuel bunker t anks or ballast tanks, and have
at least one portable fire extinguisher. In cases where
they contain internal combustion machinery, one
approved foam -type extinguisher of at least 45 liter
capacity or equivalent shall be arranged in addition to
portable fi re extinguishers. If operation of a semi -
portable fire extinguisher is impracticable, this fire
extinguisher may be replaced by two additional
portable fire extinguishers. Main cargo control stations,
control stations and accommodation and service
spaces s hall be arranged in such a way that a single
failure of a deck or bulkhead shall not permit the entry
of gas or fumes from the cargo tanks into such spaces.
In addition, where deemed necessary for the safety or
navigation of the ship, the Director -General may permit
machinery spaces containing internal combustion
machinery not being main propulsion machinery having
an output greater than 375 kilowatt (kW) to be located
forward of the cargo area provided the arrangements
are in accordance with the provisions of this sub -
paragraph.
(iv) in combination carriers only:
(A) the slop tanks shall be surrounded by cofferdams
except where the boundaries of the slop tanks are
part of the hull, main cargo deck, cargo pump -room
bulkhead or oil fuel bunker tank. These cofferdam s
shall not be open to a double bottom, pipe tunnel,
pump -room or other enclosed space, nor shall they
be used for cargo or ballast and shall not be
connected to piping systems serving oil cargo or
ballast. Means shall be provided for filling the
cofferdam s with water and for draining them. Where
the boundary of a slop tank is part of the cargo pump -
room bulkhead, the pump -room shall not be open to
the double bottom, pipe tunnel or other enclosed
space; however, openings provided with gastight
bolted covers may be permitted;
(B) means shall be provided for isolating the piping
connecting the pump -room with the slop tanks
referred to in item (A) of sub -clause (iv) clause (a) of
sub-paragraph (5). The means of isolation shall
consist of a valve followed by a spec tacle flange or a
spool piece with appropriate blank flanges. This
arrangement shall be located adjacent to the slop
tanks, but where this is unreasonable or
impracticable, it may be located within the pump -
room directly after the piping penetrates the
bulkhead. A separate permanently installed pumping
and piping arrangement incorporating a manifold,
provided with a shut -off valve and a blank flange,
shall be provided for discharging the contents of the
slop tanks directly to the open deck for disposal to
shore reception facilities when the ship is in the dry
cargo mode. When the transfer system is used for
slop transfer in the dry cargo mode, it shall have no
connection to other systems. Separation from other
systems by means of removal of spool pieces may be
accepted;
(C) hatches and tank cleaning openings to slop tanks
shall only be permitted on the open deck and shall be
fitted with closing arrangements. Except where they
consist of bolted plates with bolts at watertight
spacing, these closing arrangements s hall be
provided with locking arrangements under the control
of the responsible ship’s officer; and
(D) where cargo wing tanks are provided, cargo oil lines
below deck shall be installed inside these tanks.
However, the Director -General may permit cargo oil
lines to be placed in special ducts provided they are
capable of being adequately cleaned and ventilated
to the satisfaction of the Director -General. Where
cargo wing tanks are not provided, cargo oil lines
below deck shall be placed in special ducts.
(v) wher e the fitting of a navigation position above the cargo
area is shown to be necessary, it shall be for navigation
purposes only and it shall be separated from the cargo
tank deck by means of an open space with a height of
at least 2 meters. The fire protect ion requirements for
such a navigation position shall be that required for
control stations, as specified in sub - clause (ii) of
clause(c) of sub -paragraph (2) of paragraph 76 and
other provisions for tankers, as applicable; and
(vi) means shall be provided to keep deck spills away from
the accommodation and service areas. This may be
accomplished by provision of a permanent continuous
coaming of a height of at least 300 millimeter, extending
from side to side. Special consideration shall be given
to the arrang ements associated with stern loading.
(b) restriction on boundary openings —
(i) except as permitted in in sub - clause (ii) of clause(b)
of sub -paragraph (5), access doors, air inlets and
openings to accommodation spaces, service spaces,
control stations and ma chinery spaces shall not face
the cargo area. They shall be located on the
transverse bulkhead not facing the cargo area or on
the outboard side of the superstructure or deckhouse
at a distance of at least 4 per cent. of the length of the
ship but not less than three (3) meters from the end
of the superstructure or deckhouse facing the cargo
area. This distance need not exceed five (5) meters;
(ii) the Director -General may permit access doors in
boundary bulkheads facing the cargo area or within
the five (5) me ters limits specified in in sub -clause (i)
of clause (b) of sub -paragraph(5) , to main cargo
control stations and to such service spaces used as
provision rooms, store -rooms and lockers, provided
they do not give access directly or indirectly to any
other space containing or providing for
accommodation, control stations or service spaces
such as galleys, pantries or workshops, or similar
spaces containing sources of vapour ignition. The
boundary of such a space shall be insulated to “A -60”
class standard, w ith the exception of the boundary
facing the cargo area. Bolted plates for the removal
of machinery may be fitted within the limits specified
in sub -clause (i) of clause(b) of sub -paragraph (5).
Wheelhouse doors and windows may be located
within the limits specified in sub -clause (i) of clause(b)
of sub -paragraph (5) so long as they are designed to
ensure that the wheelhouse can be made rapidly and
efficiently gastight and vapour tight.
(iii) windows and side scuttles facing the cargo area and
on the sides of th e superstructures and deckhouses
within the limits specified in sub -clause (i) of clause
(b) of sub -paragraph (5) shall be of the fixed (non -
opening) type. Such windows and side scuttles,
except wheelhouse windows, shall be constructed to
“A-60” class stan dard except that “A -0” class
standard is acceptable for windows and sidescuttles
outside the limit specified in category (10) of clause
(c) of sub -paragraph (2) of paragraph 76;
(iv) where there is permanent access from a pipe tunnel
to the main pump -room, a w atertight door shall be
fitted complying with the requirements of sub -
paragraph (2) of paragraph 29 and, in addition, with
the following -
(A) in addition to the bridge operation, the watertight
door shall be capable of being manually closed
from outside the m ain pump -room entrance; and
(B) the watertight door shall be kept closed during
normal operations of the ship except when
access to the pipe tunnel is required.
(v) permanent approved gastight lighting enclosures for
illuminating cargo pump -rooms may be permitted in
bulkheads and decks separating cargo pump -rooms
and other spaces provided they are of adequate
strength and the integrity and gas tightness of the
bulkhead or deck are maintained.
(vi) the arrangement of ventilation inlets and outlets and
other deckhouse an d superstructure boundary space
openings shall be such as to complement the
provisions of clause (c) of sub -paragraph (5) of this
paragraph and sub -paragraph (6) of paragraph 78.
Such vents, especially for machinery spaces, shall be
situated as far aft as practicable. Due consideration
in this regard shall be given when the ship is equipped
to load or discharge at the stern. Sources of ignition
such as electrical equipment shall be so arranged as
to avoid an explosion hazard.
(c) cargo tank venting —
(i) general requirements — the venting systems of
cargo tanks shall be entirely distinct from the air
pipes of the other compartments of the ship. The
arrangements and position of openings in the cargo
tank deck from which emission of flammable
vapours can occur shal l be such as to minimize the
possibility of flammable vapours being admitted to
enclosed spaces containing a source of ignition or
collecting in the vicinity of deck machinery and
equipment which may constitute an ignition hazard.
In accordance with this g eneral principle, the criteria
in sub -clause (ii) and (v) of clause (c) of sub -
paragraph (5) of this paragraph and sub -paragraph
(6) of paragraph 78 shall apply.
(ii) venting arrangements —
(A) the venting arrangements in each cargo tank may be
independent or com bined with other cargo tanks and may
be incorporated into the inert gas piping.
(B) where the arrangements are combined with other cargo
tanks, either stop valves or other acceptable means shall
be provided to isolate each cargo tank. Where stop valves
are fi tted, they shall be provided with locking
arrangements which shall be under the control of the
responsible ship’s officer. There shall be a clear visual
indication of the operational status of the valves or other
acceptable means. Where tanks have been iso lated, it
shall be ensured that relevant isolating valves are opened
before cargo loading or ballasting or discharging ossf
those tanks is commenced. Any isolation must continue
to permit the flow caused by thermal variations in a cargo
tank in accordance with sub -clause (i) of clause (a) of sub -
paragraph (6) of paragraph 78. For tankers constructed
on or after the 1st January, 2017, any isolation shall also
continue to permit the passage of large volumes of
vapour, air or inert gas mixtures during cargo l oading and
ballasting, or during discharging in accordance with sub -
clause (ii) of clause (a) of sub -paragraph (6) of paragraph
78;
(C) if cargo loading and ballasting or discharging of a cargo
tank or cargo tank group is intended, which is isolated
from a co mmon venting system, that cargo tank or cargo
tank group shall be fitted with a means for over -pressure
or under -pressure protection as required in sub -clause (ii)
of clause (c) of sub -paragraph (6) of paragraph 78.
(D) the venting arrangements shall be conne cted to the top of
each cargo tank and shall be self -draining to the cargo
tanks under all normal conditions of trim and list of the
ship. Where it may not be possible to provide self -draining
lines, permanent arrangements shall be provided to drain
the ve nt lines to a cargo tank.
(iii) safety devices in the venting system shall be provided with
devices to prevent the passage of flame into the cargo tanks.
The design, testing and locating of these devices shall
comply with the requirements established by the Di rector -
General based on the guidelines developed by the
organisation. Ullage openings shall not be used for pressure
equalization. They shall be provided with self -closing and
tightly sealing covers. Flame arresters and screens are not
permitted in these o penings.
(iv) vent outlets for cargo handling and ballasting —
(A) vent outlets for cargo loading, discharging and ballasting
required by sub -clause (ii) of clause (a) of sub -paragraph
(6) of paragraph 78 shall:
(I) (aa) permit the free flow of vapour mixtures; or
(bb) permit the throttling of the discharge of the
vapour mixtures to achieve a velocity of not less than
30 meter per second (m/s);
(II) be so arranged that the vapour mixture is
discharged vertically upwards;
(III) where the method is by free flow of vap our mixtures,
be such that the outlet shall be not less than six (6)
meters above the cargo tank deck or fore and aft
gangway if situated within four (4) meters of the
gangway and located not less than ten (10) meters
measured horizontally from the neares t air intakes
and openings to enclosed spaces containing a
source of ignition and from deck machinery, which
may include anchor windlass and chain locker
openings, and equipment which may constitute an
ignition hazard; and
(IV) where the method is by high -velocity discharge, be
located at a height not less than two (2) meters
above the cargo tank deck and not less than ten (10)
meters measured horizontally from the nearest air
intakes and openings to enclosed spaces containing
a source of ignition and from deck machinery, which
may include anchor windlass and chain locker
openings, and equipment which may constitute an
ignition hazard. These outlets shall be provided with
high-velocity devices of an approved type.
(B) the arrangements for the venting of vapours dis placed
from the cargo tanks during loading and ballasting shall
comply with clause (c) of sub -paragraph (5) of this
paragraph and sub -paragraph (6) of paragraph 78 and
shall consist of either one or more mast risers, or a
number of high -velocity vents. The inert gas supply main
may be used for such venting.
(v) isolation of slop tanks in combination carriers — In
combination carriers, the arrangements for isolating
slop tanks containing oil or oil residues from other
cargo tanks shall consist of blank flanges which
shall remain in position at all times when cargoes
other than liquid cargoes referred to in clause (a) of
sub-paragraph (6) paragraph 69 are carried.
(d) Ventilation —
(i) ventilation systems in cargo pump -rooms — cargo
pump -rooms shall be mechanically vent ilated and
discharges from the exhaust fans shall be led to a
safe place on the open deck. The ventilation of these
rooms shall have sufficient capacity to minimize the
possibility of accumulation of flammable vapours. The
number of air changes shall be at least 20 per hour,
based upon the gross volume of the space. The air
ducts shall be arranged so that all of the space is
effectively ventilated. The ventilation shall be of the
suction type using fans of the non -sparking type.
(ii) ventilation systems in combi nation carriers — in
combination carriers, cargo spaces and any enclosed
spaces adjacent to cargo spaces shall be capable of
being mechanically ventilated. The mechanical
ventilation may be provided by portable fans. An
approved fixed gas warning system ca pable of
monitoring flammable vapours shall be provided in
cargo pump -rooms, pipe ducts and cofferdams, as
referred to in sub -clause (iv) of clause (a) of sub -
paragraph (5) adjacent to slop tanks. Suitable
arrangements shall be made to facilitate
measureme nt of flammable vapours in all other
spaces within the cargo area. Such measurements
shall be made possible from the open deck or easily
accessible positions
(e) Inert gas systems —
(i) application —
(A) for tankers of 20,000 tonnes deadweight and upwards
constructe d on or after the 1st July, 2002 but before the 1st
January, 2016, the protection of the cargo tanks shall be
achieved by a fixed inert gas system in accordance with
the requirements of the fire safety systems code, as
adopted by Maritime Safety Committee resolution,
MSC.98(73) except that the Director -General may accept
other equivalent systems or arrangements, as described
in sub clause (iv) of clause (e) of Sub -paragraph (5).
(B) for tankers of 8,000 tonnes deadweight and upwards
constructed on or after the 1st January 2016 when
carrying cargoes described in sub -clauses (i) and (ii) of
clause (b) o f sub -paragraph (6) of paragraph 69, the
protection of the cargo tanks shall be achieved by a fixed
inert gas system in accordance with the requirements of
the fire safety systems code, except that the Director -
General may accept other equivalent systems o r
arrangements, as described in sub -clause (iv) clause (e)
of sub -paragraph(5);
(C) tankers operating with a cargo tank cleaning procedure
using crude oil washing shall be fitted with an inert gas
system complying with the fire safety systems code and
with fix ed tank washing machines. However, inert gas
systems fitted on tankers constructed on or after the 1st
July 2002 but before the 1st January 2016 shall comply
with the Fire Safety Systems Code, as adopted
by Maritime Safety Committee resolution, MSC.98(73) .
(D) tankers required to be fitted with inert gas systems shall
comply with the following provis ions:
(I) double hull spaces shall be fitted with suitable
connections for the supply of inert gas;
(II) where hull spaces are connected to a permanently
fitted inert gas distribution system, means shall be
provided to prevent hydrocarbon gases from the
cargo tank s entering the double hull spaces through
the system; and
(III) where such spaces are not permanently connected
to an inert gas distribution system, appropriate
means shall be provided to allow connection to the
inert gas main.
(ii) inert gas systems of chemical t ankers and gas carriers
(A) the requirements for inert gas systems contained in the
fire safety systems code need not be applied to chemical
tankers constructed before the 1st January, 2016,
including those constructed before the 1st July, 2012, and
all gas ca rriers:
(I) when carrying cargoes described in sub -clauses (i)
of clause (b) of sub -paragraph (6) of paragraph 69,
provided that they comply with the requirements for
inert gas systems on chemical tankers established
by the Director -General, based on the guide lines
developed by the organisation ; or
(II) when carrying flammable cargoes other than crude
oil or petroleum products such as cargoes listed in
chapters 17 and 18 of the international bulk
chemical code, provided that the capacity of tanks
used for their carr iage does not exceed 3,000 cubic
meter (m3) and the individual nozzle capacities of
tank washing machines do not exceed 17.5 m3/h
and the total combined throughput from the number
of machines in use in a cargo tank at any one time
does not exceed 110 m3/h.
(iii) general req uirements for inert gas systems —
(A) the inert gas system shall be capable of
inerting, purging and gas -freeing empty tanks
and maintaining the atmosphere in cargo
tanks with the required oxygen content.
(B) tankers fitted with a fixed inert gas syst em shall
be provided with a closed ullage system.
(iv) requirements for equivalent systems —
(A) the Director -General may, after having given
consideration to the ship's arrangement and
equipment, accept other fixed installations, in
accordance with regulation I /5 of International
Convention for the Safety of Life at Sea,1974
and item (C) of sub -clause (iv) of clause (e) of
sub-paragraph (5);
(B) or tankers of 8,000 tonnes deadweight and
upwards but less than 20,000 tonnes
deadweight constructed on or after the 1st
January, 2016, in lieu of fixed installations as
required by item (A) of sub -clause (iv) of clause
(e) of sub -paragraph (5), the Director -General
may accept other equivalent arrangements or
means of protection in accordance with
regulation I/5 of Internat ional Convention for the
Safety of Life at Sea,1974 and item (C) of sub -
clause (iv) of clause (e) of sub -paragraph (5);
(C) equivalent systems or arrangements shall: —
(I) be capable of preventing dangerous
accumulations of explosive mixtures in
intact cargo ta nks during normal service
throughout the ballast voyage and
necessary in -tank operations; and
(II) be so designed as to minimize the risk of
ignition from the generation of static
electricity by the system itself.
(f) inerting, purging and gas -freeing
(i) arrangem ents for purging or gas -freeing shall be such
as to minimise the hazards due to dispersal of
flammable vapours in the atmosphere and to
flammable mixtures in a cargo tank;
(ii) the procedure for cargo tank purging and/or gas -
freeing shall be carried out in acc ordance with clause
(b) of sub -paragraph (3) of paragraph 83;
(iii) the arrangements for inerting, purging or gas -freeing
of empty tanks as required in item (A) of sub -clause
(iii) of clause (e) of sub -paragraph (5) shall be to the
satisfaction of the Director -General and shall be such
that the accumulation of hydrocarbon vapours in
pockets formed by the internal structural members in
a tank is minimized and that -
(A) on individual cargo tanks, the gas outlet pipe, if
fitted, shall be positioned as far as practicabl e
from the inert gas/air inlet and in accordance with
clause (c) of sub -paragraph (5) of this paragraph
and sub -paragraph (6) of paragraph 78. The inlet
of such outlet pipes may be located either at deck
level or at not more than 1 meters above the
bottom of the tank;
(B) the cross -sectional area of such gas outlet pipe
referred to in item (A) of sub -clause (iii) of clause
(f) of sub -paragraph (5) shall be such that an exit
velocity of at least twenty meters per second (20
m/s) can be maintained when any three tanks are
being simultaneously supplied with inert gas.
Their outlets shall extend not less than two (2)
meters above deck level; and
(C) each gas outlet referred to in item (B) of sub -
clause (iii) of clause (f) of sub -paragraph (5) shall
be fitted with suit able blanking arrangements.
(g) gas Measurement
(i) portable instrument — tankers shall be equipped with
at least one portable instrument for measuring
flammable vapour concentrations, together with a
sufficient set of spares. Suitable means shall be
provided f or the calibration of such instruments.
(ii) arrangements for gas measurements in double hull
and double bottom spaces —
(A) suitable portable instruments for measuring oxygen and
flammable vapour concentrations shall be provided. In
selecting these instruments, du e attention shall be given
to their use in combination with the fixed gas sampling line
systems referred to in item (B) of sub -clause (g) of clause
(ii) of sub -paragraph (5);
(B) where the atmosphere in double hull spaces cannot be
reliably measured using flex ible gas sampling hoses,
such spaces shall be fitted with permanent gas sampling
lines. The configuration of gas sampling lines shall be
adapted to the design of such spaces;
(C) the materials of construction and the dimensions of gas
sampling lines shall be such as to prevent restriction.
Where plastic materials are used, they shall be electrically
conductive.
(iii) arrangements for fixed hydrocarbon gas detection
systems in double -hull and double -bottom spaces of
oil tankers —
(A) in addition to the requirements i n sub -clauses (i) and
(ii) of clause (g) of sub -paragraph (5) oil tankers of
20,000 tonnes deadweight and above, constructed
on or after the 1st January, 2012, shall be provided
with a fixed hydrocarbon gas detection system
complying with the fire safety s ystems code for
measuring hydrocarbon gas concentrations in all
ballast tanks and void spaces of double -hull and
double -bottom spaces adjacent to the cargo tanks,
including the forepeak tank and any other tanks and
spaces under the bulkhead deck adjacent t o cargo
tanks;
(B) oil tankers provided with constant operative inerting
systems for such spaces need not be equipped with
fixed hydrocarbon gas detection equipment;
(C) the above, cargo pump -rooms subject to the
provisions of clause (j) of sub -paragraph (5) need not
comply with the requirements of this paragraph.
(h) air supply to double hull and double bottom spaces, double
hull and double bottom spaces shall be fitted with suitable
connections for the supply of air.
(i) protection of cargo area — drip pans for collect ing cargo
residues in cargo lines and hoses shall be provided in the area
of pipe and hose connections under the manifold area. Cargo
hoses and tank washing hoses shall have electrical continuity
over their entire lengths including couplings and flanges
(except shore connections) and shall be earthed for removal
of electrostatic charges.
(j) protection of cargo pump -rooms —
(i) in tankers: —
(A) cargo pumps, ballast pumps and stripping pumps, installed in
cargo pump -rooms and driven by shafts passing through
pump-room bulkheads shall be fitted with temperature
sensing devices for bulkhead shaft glands, bearings and
pump casings. A continuous audible and visual alarm signal
shall be automatically effected in the cargo control room or
the pump control station;
(B) lighting in cargo pump -rooms, except emergency lighting,
shall be interlocked with ventilation such that the ventilation
shall be in operation when switching on the lighting. Failure
of the ventilation system shall not cause the lighting to go out;
(C) a system for continuous monitoring of the concentration of
hydrocarbon gases shall be fitted. Sampling points or
detector heads shall be located in suitable positions in order
that potentially dangerous leakages are readily detected.
When the hydrocarbon gas concen tration reaches a pre -set
level which shall not be higher than 10% of the lower
flammable limit, a continuous audible and visual alarm signal
shall be automatically effected in the pump -room, engine
control room, cargo control room and navigation bridge to
alert personnel to the potential hazard; and
(D) all pump -rooms shall be provided with bilge level monitoring
devices together with appropriately located alarms
(72) Fire growth potential. — (1) The purpose of this paragraph is to limit
the fire growth potenti al in every space of the ship. For this purpose, the following
functional requirements shall be met:
(a) means of control for the air supply to space shall be provided;
(b) means of control for flammable liquids in space shall be provided;
and
(c) the use of combust ible materials shall be restricted.
(2) control of air supply and flammable liquid to the space —
(a) closing appliances and stopping devices of ventilation —
(i) the main inlets and outlets of all ventilation systems shall
be capable of being closed from outside t he spaces
being ventilated. The means of closing shall be easily
accessible as well as prominently and permanently
marked and shall indicate whether the shut -off is open
or closed;
(ii) power ventilation of accommodation spaces, service
spaces, cargo spaces, c ontrol stations and machinery
spaces shall be capable of being stopped from an easily
accessible position outside the space being served. This
position shall not be readily cut off in the event of a fire
in the spaces served.
(b) means of control in machinery spaces —
(i) means of control shall be provided for opening and
closure of skylights, closure of openings in funnels
which normally allow exhaust ventilation and closure of
ventilator dampers;
(ii) means of control shall be provided for stopping
ventilating fans . Controls provided for the power
ventilation serving machinery spaces shall be grouped
so as to be operable from two positions, one of which
shall be outside such spaces. The means provided for
stopping the power ventilation of the machinery spaces
shall be entirely separate from the means provided for
stopping ventilation of other spaces;
(iii) means of control shall be provided for stopping
forced and induced draught fans, oil fuel transfer pumps,
oil fuel unit pumps, lubricating oil service pumps,
thermal oi l circulating pumps and oil separators
(purifiers). However, sub -clause (iv) of clause (b) of sub -
paragraph (2) need not apply to oily water separators;
(iv) the controls required in sub -clauses (i) to (iii) of
clause (b) of sub -paragraph (2) and in item (D) of sub-
clause (iii) of clause (b) of sub -paragraph (2) of
paragraph 71 shall be located outside the space
concerned so they shall not be cut off in the event of fire
in the space they serve.
(c) additional requirements for means of control in periodically
unatt ended machinery spaces - for periodically unattended
machinery spaces, the Director -General shall give special
consideration to maintaining the fire integrity of the machinery
spaces, the location and centralization of the fire -
extinguishing system control s, the required shutdown
arrangements (e.g. ventilation, fuel pumps, etc.) and that
additional fire -extinguishing appliances and other fire -fighting
equipment and breathing apparatus may be required.
(3) fire protection materials —
(a) use of non -combustible ma terials —
(i) insulating materials shall be non -combustible, except in cargo
spaces, mail rooms, baggage rooms and refrigerated
compartments of service spaces. Vapour barriers and
adhesives used in conjunction with insulation, as well as the
insulation of pip e fittings for cold service systems, need not be
of non -combustible materials, but they shall be kept to the
minimum quantity practicable and their exposed surfaces
shall have low flame -spread characteristics.
(ii) ceilings and linings in cargo ships, all lini ngs, ceilings, draught
stops and their associated grounds shall be of non -
combustible materials in the following spaces: —
(A) in accommodation and service spaces and control stations for
ships where method IC is specified as referred to in sub -item
(I) item ( A) of sub -clause (i) of clause (b) of sub -paragraph (2)
of paragraph 76; and
(B) in corridors and stairway enclosures serving accommodation
and service spaces and control stations for ships where
methods IIC and IIIC are specified as referred to sub -items (II )
and (III) item (A) of sub -clause (i) of clause (b) of sub -
paragraph (2) of paragraph 76.
(b) use of combustible materials —
(i) general —
(A) on cargo ships, non -combustible bulkheads, ceilings and
linings fitted in accommodation and service spaces may be
faced with combustible materials, facings, mouldings,
decorations and veneers provided such spaces are bounded
by non -combustible bulkheads, ceilings and linings in
accordance with the provisions of sub -clauses (ii) to (iv) of
clause (b) of sub -paragraph (3) of this paragraph and
paragraph 73.
(ii) maximum calorific value of combustible materials — combustible
materials used on the surfaces and linings specified in sub -clause
(i) of clause (b) of sub -paragraph (3) shall have a calorific value not
exceeding forty f ive (45) Megajoule per Square Meter (MJ/m2) of
the area for the thickness used. The requirements of this sub -
paragraph are not applicable to the surfaces of furniture fixed to
linings or bulkheads.
(iii) total volume of combustible materials — Where combustible
materials are used in accordance with sub -clause (i) of clause (b) of
sub-paragraph (3), they shall comply with the following
requirements: —
(A) the total volume of combustible facings, mouldings,
decorations and veneers in accommodation and service
spaces shall not exceed a volume equivalent to 2.5 millimeter
veneer on the combined area of the walls and ceiling linings.
Furniture fixed to linings, bulkheads or decks need not be
included in the calculation of the total volume of combustible
materials; and
(B) in the case of ships fitted with an automatic sprinkler system
complying with the provisions of the fire safety systems code,
the above volume may include some combustible material
used for erection of “C” class divisions.
(iv) low flame -spread characteristics of exposed surfaces — the
following surfaces shall have low flame -spread characteristics in
accordance with the fire test procedures code, in cargo ships:
(A) exposed surfaces in corridors and stairway enclosures and of
ceilings in accommodation and service spaces (except
saunas) and control stations; and
(B) surfaces and grounds in concealed or inaccessible spaces in
accommodation and service spaces and control stations.
(73) Smoke generation potential and toxicity. — (1) the purpose of this
paragraph is to reduce the hazard to life from smoke and toxic products
generated during a fire in spaces where persons normally work or live. For this
purpose, the quantity of smoke and toxic products released from combustible
materials, including surface finishes, during fire shall be limited.
(2) paints, varnishes and other finishes — used on exposed interior surfaces
shall not be capable of producing excessive quantities of smoke and toxic
products, this being determined in accordance with the fire test procedures
code.
(3) primar y deck coverings — if applied within accommodation and service
spaces and control stations, shall be of approved material which shall not
give rise to smoke or toxic or explosive hazards at elevated temperatures,
this being determined in accordance with th e fire test procedures code.
CHAPTER -X
SUPPRESSION OF FIRE
(74) Detection and alarm. — (1) the purpose of this paragraph is to detect
a fire in the space of origin and to provide for alarm for safe escape and fire -
fighting activity. For this purpose, the foll owing functional requirements shall be
met, —
(a) fixed fire detection and fire alarm system installations shall be
suitable for the nature of the space, fire growth potential and
potential generation of smoke and gases;
(b) manually operated call points shall be placed effectively to ensure
a readily accessible means of notification; and
(c) fire patrols shall provide an effective means of detecting and
locating fires and alerting the navigation bridge and fire teams
(2) General requirements, —
(a) a fixed fire detectio n and fire alarm system shall be provided in
accordance with the provisions of this paragraph.
(b) a fixed fire detection and fire alarm system and a sample
extraction smoke detection system required in this paragraph and
other paragraphs in this rule shall b e of an approved type and
comply with the Fire Safety Systems Code.
(c) where a fixed fire detection and fire alarm system is required for
the protection of spaces other than those specified in clause (a)
of sub -paragraph (5) at least one detector complying w ith the Fire
Safety Systems Code shall be installed in each such space.
(3) Initial and periodical tests, —
(a) the function of fixed fire detection and fire alarm systems
required by the relevant paragraphs of these rules shall be
tested under varying conditio ns of ventilation after installation.
(b) the function of fixed fire detection and fire alarm systems shall
be periodically tested to the satisfaction of the Director -General
by means of equipment producing hot air at the appropriate
temperature, or smoke or aerosol particles having the
appropriate range of density or particle size, or other
phenomena associated with incipient fires to which the detector
is designed to respond.
(4) Protection of machinery spaces, —
(a) installation - a fixed fire detection and fire alarm system shall be
installed in:
(i) periodically unattended machinery spaces; and
(ii) machinery spaces where:
(A) the installation of automatic and remote control systems and
equipment has been approved in lieu of continuous manning
of the space; and
(B) the main p ropulsion and associated machinery, including
sources of the main sources of electrical power are provided
with various degrees of automatic or remote control and are
under continuous manned supervision from a control room.
(iii) enclosed spaces containing inci nerators.
(b) design — The fixed fire detection and fire alarm system
required in sub - clause (i) of clause (a) of sub -paragraph (4)
shall be so designed and the detectors so positioned as to
detect rapidly the onset of fire in any part of those spaces and
under any normal conditions of operation of the machinery
and variations of ventilation as required by the possible range
of ambient temperatures. Except in spaces of restricted height
and where their use is specially appropriate, detection
systems using only thermal detectors shall not be permitted.
The detection system shall initiate audible and visual alarms
distinct in both respects from the alarms of any other system
not indicating fire, in sufficient places to ensure that the alarms
are heard and observe d on the navigating bridge and by a
responsible engineer officer. When the navigating bridge is
unmanned the alarm shall sound in a place where a
responsible member of the crew is on duty.
(5) Protection of accommodation and service spaces and control stations —
(a) smoke detectors in accommodation spaces — Smoke detectors
shall be installed in all stairways, corridors and escape routes within
accommodation spaces. Consideration shall be given to the
installation of special purpose smoke detectors within ventilati on
ducting.
(b) cargo ships — The requirements of this paragraph shall apply to
ships constructed on or after the 1st January, 2026. Ships
constructed before the 1st January, 2026 shall comply with the
previously applicable requirements of this paragraph.
Acco mmodation and service spaces and control stations of cargo
ships shall be protected by a fixed fire detection and fire alarm
system or an automatic sprinkler, fire detection and fire alarm
system as follows depending on a protection method adopted in
accor dance with sub -clause (i) of clause (b) of sub -paragraph (2)
of paragraph 76.
(i) method IC - A fixed fire detection and fire alarm system shall
be so installed and arranged as to provide smoke detection in
all corridors, stairways and escape routes within
accommodation spaces.
(ii) method IIC - An automatic sprinkler, fire detection and fire
alarm system of an approved type complying with the relevant
requirements of the fire safety systems code shall be installed
and arranged as to protect accommodation spaces, g alleys
and other service spaces, except spaces which afford no
substantial fire risk such as void spaces, sanitary spaces, etc.
In addition, a fixed fire detection and fire alarm system shall
be so installed and arranged as to provide smoke detection in
all corridors, stairways and escape routes within
accommodation spaces.
(iii) method IIIC - A fixed fire detection and fire alarm system shall
be so installed and arranged as to detect the presence of fire
in all accommodation spaces and service spaces, providing
smoke detection in corridors, stairways and escape routes
within accommodation spaces, except spaces which afford no
substantial fire risk such as void spaces, sanitary spaces, etc.
In addition, a fixed fire detection and fire alarm system shall
be so ins talled and arranged as to provide smoke detection in
all corridors, stairways and escape routes within
accommodation spaces.
(6) Manually operated call points — complying with the fire safety systems
code shall be installed throughout the accommodation spaces, service
spaces and control stations. one manually operated call point shall be
located at each exit. Manually operated call points shall be readily
accessible in the corridors of each deck such that no part of the corridor is
more than twenty (20) meters from a manually operated call point.
(75) Control of smoke spread. — (1) the purpose of this paragraph is to control
the spread of smoke in order to minimize the hazards from smoke. For this
purpose, means for controlling smoke in atriums, control stations,
machinery spaces and concealed spaces shall be provided.
(1) protection of control stations outside machinery spaces: Practicable
measures shall be taken for control stations outside machinery
spaces in order to ensure that ventilation, visibility and freedom f rom
smoke are maintained so that, in the event of fire, the machinery and
equipment contained therein may be supervised and continue to
function effectively. Alternative and separate means of air supply
shall be provided and air inlets of the two sources o f supply shall be
so disposed that the risk of both inlets drawing in smoke
simultaneously is minimized. At the discretion of the Director -
General, such requirements need not apply to control stations
situated on, and opening on to, an open deck or where l ocal closing
arrangements would be equally effective. The ventilation system
serving safety centres may be derived from the ventilation system
serving the navigation bridge, unless located in an adjacent main
vertical zone.
(2) release of smoke from machinery spaces —
(a) the provisions of this sub -paragraph shall apply to machinery
spaces of category A and, where the Director -General
considers desirable, to other machinery spaces.
(b) suitable arrangements shall be made to permit the release of
smoke, in the event of fire, from the space to be protected,
subject to the provisions of sub - clause (i) of clause (b) of sub -
paragraph (5) of paragraph 76. Normal ventilation systems may
be acceptable for this purpose.
(c) means of control shall be provided for permitting the re lease of
smoke and such controls shall be located outside the space
concerned so that, in the event of fire, they shall not be cut off
from the space they serve.
(3) Draught stops: air spaces enclosed behind ceilings, paneling or
linings shall be divided by c lose-fitting draught stops spaced not more
than 14 meters apart. In the vertical direction, such enclosed air
spaces, including those behind linings of stairways, trunks, etc., shall
be closed at each deck.
(76) Containment of fire . — (1) The purpose of this p aragraph is to contain a
fire in the space of origin. For this purpose, the following functional
requirements shall be met, —
(a) the ship shall be subdivided by thermal and structural boundaries;
(b) thermal insulation of boundaries shall have due regard to th e fire
risk of the space and adjacent spaces;
(c) the fire integrity of the divisions shall be maintained at openings and
penetrations.
(2) thermal and structural boundaries, —
(a) thermal and structural subdivision — ships of all types shall be
subdivided into spa ces by thermal and structural divisions
having regard to the fire risks of the spaces;
(b) cargo ships except tankers —
(i) methods of protection in accommodation area —
(A) one of the following methods of protection shall be
adopted in accommodation and service spa ces and
control stations:
(I) method IC – The construction of internal divisional
bulkheads of non -combustible “B” or “C” class divisions
generally without the installation of an automatic
sprinkler, fire detection and fire alarm system in the
accommodation a nd service spaces, except as
required by sub -clause (i) of clause (b) of sub -
paragraph (5) of paragraph 74; or
(II) method IIC - The fitting of an automatic sprinkler, fire
detection and fire alarm system as required by sub -
clause (ii) of clause (b) of sub -paragraph (5) of
paragraph 74; or 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
(III) method IIIC - The fitting of a fixed fire de tection and fire
alarm system as required by sub -clause (iii) of clause
(b) of sub -paragraph (5) of paragraph 74; in 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 must the area of any
accommodation space or spaces bounded by an “A” or
“B” class division exceed fifty (50) square meters (m2).
Consideration may be given by the Director -General to
increasing this area for public spaces.
(B) the requirements for the use of non -combustible materials in
the construction and insulation of boundary bulkheads of
machinery spaces, control stations, service spaces, etc., and
the protection of the above stairway enclosures and corridors
shall be common to all three m ethods outlined in item (A) of
sub-clause (i) of clause (b) of sub -paragraph (2).
(ii) bulkheads within accommodation area
(A) bulkheads required to be “B” class divisions shall extend
from deck to deck and to the shell or other boundaries.
However, where a co ntinuous “B” class ceiling or lining is
fitted on both sides of the bulkhead, the bulkhead may
terminate at the continuous ceiling or lining.
(B) method IC - Bulkheads not required by this or other
paragraphs for cargo ships to be “A” or “B” class divisions,
shall be of at least “C” class construction.
(C) method IIC - There shall be no restriction on the construction
of bulkheads not required by this or other paragraphs for
cargo ships to be “A” or “B” class divisions except in
individual cases where “C” class b ulkheads are required in
accordance with table 1.
(D) method IIIC - There shall be no restriction on the
construction of bulkheads not required for cargo ships to be
“A” or “B” class divisions except that the area of any
accommodation space or spaces bounded by a continuous
“A” or “B” class division must in no case exceed fifty (50)
square meters (m2), except in individual cases where “C”
class bulkheads are required in accordance with Table 1.
Consideration may be given by the Director -General to
increasing t his area for public spaces.
(iii) fire integrity of bulkheads and decks
(A) in addition to complying with the specific provisions for
fire integrity of bulkheads and decks of cargo ships, the
minimum fire integrity of bulkheads and decks shall be
as prescribed in this schedule, Tables 1 and 2
(B) the following requirements shall govern application of the
tables:
(I) Tables 1 and 2 shall apply respectively to the
bulkheads and decks separating adjacent spaces;
(II) for determining the appropriate fire integrity standards
to be applied to divisions between adjacent spaces,
such spaces are classified according to their fire risk as
shown in categories (1) to (11) below. Where the
contents and use of a space are such that there is a
doubt as to its classification for the purpose of this
paragraph, or where it is possible to assign two or more
classifications to a space, it shall be treated as a space
within the relevant category having the most stringent
boundary requirements. Smaller, enclosed rooms
within a space that have less than 30 per cent.
communicating openings to that space are considered
separate spaces. The fire integrity of the boundary
bulkheads and decks of such smaller rooms shall be
as prescribed in this schedule, tables 1 and 2. The title
of each category is inte nded to be typical rather than
restrictive. The number in parentheses preceding each
category refers to the applicable column or row in the
tables;
(1) Control stations —
(a) spaces containing emergency sources of power and lighting.
(b) wheelhouse and chartroo m.
(c) spaces containing the ship’s radio equipment.
(d) fire control stations.
(e) control room for propulsion machinery when located outside the
machinery space.
(f) spaces containing centralized fire alarm equipment.
(2) Corridors and lobbies.
(3) Acco mmodation spaces -spaces as defined in sub -rule (2) of rule
3, excluding corridors.
(4) Stairways —
(a) interior stairway, lifts, totally enclosed emergency escape trunks,
and escalators (other than those wholly contained within the
machinery spaces) and enclosures thereto.
(b) in this connection, 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.
(5) Service spaces (low risk) - Lockers and store -rooms not having
provisions for the storage of flammable liquids and having areas less than
four (4) square meters (m2) and drying rooms and laundries.
(6) Machinery spaces of category A - spaces as defined in sub -rule (62)
of rule 3
(7) Other machinery spaces
(a) electrical equipment rooms (auto -telephone exchange, air -
conditioning duct spaces).
(b) spaces as defined in sub -rule (61) of rule 3 excluding machinery
spaces of category A.
(8) Cargo spaces - all spaces used for cargo (including cargo oil tanks)
and trunk ways and hatchways to such spaces.
(9) Service spaces (high risk) - galleys, pantries containing cooking
appliances, saunas, paint lockers and store -rooms having areas of four (4)
square meter (m2) or more, spaces for the storage of flammable liquids ,
and workshops other than those forming part of the machinery spaces.
(10) Open decks —
(a) open deck spaces and enclosed promenades having little or no
fire risk. To be considered in this category, enclosed
promenades shall have no significant fire risk, meaning that
furnishings shall be restricted to deck furniture. In addition, such
spaces shall be naturally ventilated by permanent openings.
(b) air spaces (the space outside superstructures and deckhouses).
(11) RO/RO and vehicle spaces —
RO/R O spaces as defined sub -rule (92) of rule 3
Vehicle spaces as defined in sub -rule (107) of rule 3
TABLE 1
Fire integrity of bulkheads separating adjacent spaces
Spaces (1) (2) (3) (4) (5) (6) (7) (8) (9) (10) (11)
Control stations (1) A-0e A-0 A-60 A-0 A-15 A-60 A-15 A-60 A-60 * A-60
Corridors (2) C B-0 B-0
A-0c B-0 A-60 A-0 A-0 A-0 * A-30
Accommodation spaces (3) Ca,b B-0
A-0c B-0 A-60 A-0 A-0 A-0 * A-30
Stairways (4) B-0
A-0c B-0
A-0c A-60 A-0 A-0 A-0 * A-30
Service spaces ( low risk) (5) C A-60 A-0 A-0 A-0 * A-0
Machinery spaces of category A (6) * A-0 A-0g A-60 * A-60f
Other machinery spaces (7) A-0d A-0 A-0 * A-0
Cargo spaces (8) * A-0 * A-0
Service spaces (high risk) (9) A-0d * A-30
Open decks (10) – A-0
Ro-ro and vehicle spaces (11) A-30j
TABLE 2
Fire integrity of decks separating adjacent spaces
Space below↓ Space
above→ (1) (2) (3) (4) (5) (6) (7) (8) (9) (10) (11)
Control stations (1)
A-0 A-0 A-0 A-0 A-0 A-
60 A-0 A-0 A-0 * A-60
Corridors (2)
A-0 * * A-0 * A-
60 A-0 A-0 A-0 * A-30
Accommodation spaces (3) A-
60 A-0 * A-0 * A-
60 A-0 A-0 A-0 * A-30
Stairways (4)
A-0 A-0 A-0 * A-0 A-
60 A-0 A-0 A-0 * A-30
Service spaces (low risk) (5) A-
15 A-0 A-0 A-0 * A-
60 A-0 A-0 A-0 * A-0
Machinery spaces of
category A (6) A-
60 A-
60 A-
60 A-
60 A-
60 * A-
60i A-
30 A-
60 * A-60
Other machinery spaces (7) A-
15 A-0 A-0 A-0 A-0 A-0 * A-0 A-0 * A-0
Cargo spaces (8) A-
60 A-0 A-0 A-0 A-0 A-0 A-0 * A-0 * A-0
Service spaces (high risk) (9) A-
60 A-0 A-0 A-0 A-0 A-
60 A-0 A-0 A-0d * A-30
Open decks (10) * * * * * * * * * – A-0j
Ro-ro and vehicle spaces (11) A-
60 A-
30 A-
30 A-
30 A-0 A-
60 A-0 A-0 A-
30 A-0j A-30j
Notes:
To be applied to both Tables 1 and 2 as appropriate.
(a) No special requirements are imposed upon bulkheads in methods IIC and IIIC fire protection.
(b) In case of method IIIC “B” class bulkheads of “B -0” rating shall be provided between spaces or
groups of spaces of 50 m2 and over in area.
(c) For clarification as to which applies, see sub - clauses (ii) and(iv) of clause (c) of sub -paragraph
(2).
(d) Wher e spaces are of the same numerical category and superscript “d” appears, a bulkhead or
deck of the rating shown in the tables is only required when the adjacent spaces are for a different
purpose (e.g. in category (9)). A galley next to a galley does not r equire a bulkhead but a galley next
to a paint room requires an “A -0” bulkhead.
(e) Bulkheads separating the wheelhouse, chartroom and radio room from each other may have a
“B-0” rating.
(f) An “A -0” rating may be used if no dangerous goods are intended to be carried or if such goods
are stowed not less than 3 m horizontally from such a bulkhead.
(g) For cargo spaces in which dangerous goods are intended to be carried, clause (h) of sub -
paragraph (3) of paragraph 86 applies.
(h) Fire insulation need not be fitted in the machinery space in category (7) if, in the opinion of the
Director -General, it has little or no fire risk.
(i) Ships constructed before the 1st July, 2014 shall comply, as a minimum, with the previous
requirements applicable at the time the ship was constructed, as specified in sub -paragraph (2)
paragraph 69
* Where an asterisk appears in the tables, the division is required to be of steel or other equivalent
material but is not required to be of “A” class standard. However, where a deck, except an open
deck, is penetrated for the passage of electric cables, pipes and vent ducts, such penetrations
should be made tight to prevent the passage of flame and smoke. Divisions between control
stations (emergency generators) and open decks may hav e air intake openings without means for
closure, unless a fixed gas fire -fighting system is fitted.
(III) continuous “B” class ceilings or linings, in association
with the relevant decks or bulkheads, may be accepted
as contributing, wholly or in part, to the required
insulation and integrity of a division.
(IV) external boundaries which are required in sub -
paragraph (2) of paragraph 78 to be of steel or other
equivalent material may be pierced for the fitting of
windows and side scuttles provided that there is no
requirement for such boundaries of cargo ships to have
“A” class integrity. Similarly, in such boundaries which
are not required to have “A” class integrity, doors may
be constructed of materials which are to the
satisfaction of the Director -General.
(iv) protection of stairways and lift trunks in
accommodation spaces, service spaces and control
stations —
(A) stairways which penetrate only a single deck shall be
protected, at a minimum, at one level by at least “B -0” class
divisions and self -closing doors. Lifts which penetrate only a
single deck shall be surrounded by “A -0” class divisions with
steel doors at both levels. Stairways and lift trunks which
penetrate more than a single deck shall be surrounded by at
least “A -0” class divisions and be protected by sel f-closing
doors at all levels.
(B) on ships having accommodation for twelve (12) persons or
less, where stairways penetrate more than a single deck and
where there are at least two escape routes direct to the open
deck at every accommodation level, the “A -0” requirements
of item (A) of sub -clause (iv) of clause (b) of sub -paragraph
(2) may be reduced to “B -0”.
(c) Tankers —
(v) Application — For tankers, only method IC as
defined in sub -item (I) of item (A) of sub -clause (i) of
clause (b) of sub -paragraph (2) shall b e used.
(vi) fire integrity of bulkheads and decks —
(A) in lieu of clause (b) of sub -paragraph (2) and in addition to
complying with the specific provisions for fire integrity of
bulkheads and decks of tankers, the minimum fire integrity
of bulkheads and decks sha ll be as prescribed in Tables 3
and 4.
(B) the following requirements shall govern application of the
tables:
(I) Tables 3 and 4 shall apply respectively to the bulkhead
and decks separating adjacent spaces;
(II) for determining the appropriate fire integrity standa rds
to be applied to divisions between adjacent spaces,
such spaces are classified according to their fire risk as
shown in categories (1) to (10) below. Where the
contents and use of a space are such that there is a
doubt as to its classification for the purpose of this rule,
or where it is possible to assign two or more
classifications to a space, it shall be treated as a space
within the relevant category having the most stringent
boundary requirements. Smaller, enclosed areas
within a space that have le ss than 30 per cent.
communicating openings to that space are considered
separate areas. The fire integrity of the boundary
bulkheads and decks of such smaller spaces shall be
as prescribed in Tables 3 and 4. The title of each
category is intended to be ty pical rather than restrictive.
The number in parentheses preceding each category
refers to the applicable column or row in the tables;
(1) Control stations —
(a) spaces containing emergency sources of power and lighting.
(b) wheelhouse and chartroom.
(c) spaces co ntaining the ship’s radio equipment.
(d) fire control stations
(e) control room for propulsion machinery when located outside the
machinery space.
(f) spaces containing centralized fire alarm equipment.
(2) Corridors and lobbies.
(3) Accommodation spaces - as defined in sub -rule (2) of rule 3 excluding
corridors.
(4) Stairways
(a) interior stairways, lifts, totally enclosed emergency escape
trunks, and escalators (other than those wholly contained within
the machinery spaces) and enclosures thereto .
(b) in this connection, 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.
(5) Service spaces (low risk) — Lockers and store -rooms not having
provisions for the storag e of flammable liquids and having areas less than
four (4) square meter (m2) and drying rooms and laundries.
(6) Machinery spaces of category A - Spaces as defined in sub -rule (62)
of rule 3
(7) Other machinery spaces
(a) electrical equipment rooms (au to-telephone exchange and air -
conditioning duct spaces).
(b) spaces as defined in sub -rule (61) of rule 3 excluding machinery
spaces of category A.
(8) Cargo pump -rooms — spaces containing cargo pumps and entrances
and trunks to such spaces.
(9) Se rvice spaces (high risk) — galleys, pantries containing cooking
appliances, saunas, paint lockers and store -rooms having areas of four (4)
square meter (m2) or more, spaces for the storage of flammable liquids and
workshops other than those forming part of the machinery spaces.
(10) Open decks -
(a) open deck spaces and enclosed promenades having little or no fire
risk. To be considered in this category, enclosed promenades shall
have no significant fire risk, meaning that furnishings shall be
restricted to deck furniture. In addition, such spaces shall be
naturally ventilated by permanent openings.
(b) Air spaces (the space outside superstructures and deckhouses).
(C) continuous “B” class ceilings or linings, in association with
the relevant decks or bulkheads, m ay be accepted as
contributing, wholly or in part, to the required insulation and
integrity of a division.
(D) external boundaries which are required in sub -paragraph
(2) of paragraph 78 to be of steel or other equivalent
material may be pierced for the fitti ng of windows and side
scuttles provided that there is no requirement for such
boundaries of tankers to have “A” class integrity. Similarly,
in such boundaries which are not required to have “A” class
integrity, doors may be constructed of materials which are
to the satisfaction of the Director -General.
(E) exterior boundaries of superstructures and deckhouses
enclosing accommodation and including any overhanging
decks which support such accommodation shall be
constructed of steel and insulated to “A -60” stand ard for the
whole of the portions which face the cargo area and on the
outward sides for a distance of 3 meters from the end
boundary facing the cargo area. The distance of 3 meters
shall be measured horizontally and parallel to the middle
line of the ship from the boundary which faces the cargo
area at each deck level. In the case of the sides of those
superstructures and deckhouses, such insulation shall be
carried up to the underside of the deck of the navigation
bridge.
(F) skylights to cargo pump -rooms sh all be of steel, shall not
contain any glass and shall be capable of being closed from
outside the pump -room.
TABLE 3
Fire integrity of bulkheads separating adjacent spaces
Spaces (1) (2) (3) (4) (5) (6) (7) (8) (9) (10)
Control stations (1) A-0c
A-0 A-
60 A-0 A-15 A-60 A-15 A-60 A-
60 *
Corridors (2) C B-0 B-0
A-0a B-0 A-60 A-0 A-60 A-0 *
Accommodation spaces (3) C B-0
A-0a B-0 A-60 A-0 A-60 A-0 *
Stairways (4) B-0
A-0a B-0
A-0a A-60 A-0 A-60 A-0 *
Service spaces (low risk) (5) C A-60 A-0 A-60 A-0 *
Machinery spaces of category A (6) * A-0 A-0d A-
60 *
Other machinery spaces (7) A-0b A-0 A-0 *
Cargo pump -rooms (8) * A-
60 *
Service spaces (high risk) (9) A-
0b *
Open deck s (10) -
TABLE 4
Fire integrity of decks separating adjacent spaces
Space below↓ Space
above→ (1) (2) (3) (4) (5) (6) (7) (8) (9) (10)
Control stations (1) A-0 A-0 A-0 A-0 A-0 A-
60 A-0 - A-0 *
Corridors (2) A-0 * * A-0 * A-
60 A-0 - A-0 *
Accommodation spaces (3) A-
60 A-0 * A-0 * A-
60 A-0 - A-0 *
Stairways (4) A-0 A-0 A-0 * A-0 A-
60 A-0 - A-0 *
Service spaces (low risk) (5) A-
15 A-0 A-0 A-0 * A-
60 A-0 - A-0 *
Machinery spaces of
category A (6) A-
60 A-
60 A-
60 A-
60 A-
60 * A-
60e A-0 A-
60 *
Other machinery spaces (7) A-
15 A-0 A-0 A-0 A-0 A-0 * A-0 A-0 *
Cargo pump -rooms (8) - - - - - A-0d A-0 * - *
Service spaces (high risk) (9) A-
60 A-0 A-0 A-0 A-0 A-
60 A-0 - A-0b *
Open decks (10) * * * * * * * * * -
Notes:
To be applied to ta bles 3 and 4 as appropriate.
(a) For clarification as to which applies, see sub -clauses (ii) and (iv) of clause (b) of sub -paragraph
(2)
(b) Where spaces are of the same numerical category and superscript “b” appears, a bulkhead or
deck of the rating show n in the tables is only required when the adjacent spaces are for a different
purpose (e.g. in category (9)). A galley next to a galley does not require a bulkhead but a galley next
to a paint room requires an “A -0” bulkhead.
(c) Bulkheads separating the wheelhouse, chartroom and radio room from each other may have a
“B-0” rating.
(d) Bulkheads and decks between cargo pump -rooms and machinery spaces of category A may be
penetrated by cargo pump shaft glands and similar gland penetrations, provided that ga stight seals
with efficient lubrication or other means of ensuring the permanence of the gas seal are fitted in
way of the bulkheads or deck.
(e) Fire insulation need not be fitted in the machinery space in category (7) if, in the opinion of the
Central G overnment, it has little or no fire risk.
* Where an asterisk appears in the table, the division is required to be of steel or other equivalent
material, but is not required to be of “A” class standard. However, where a deck, except an open
deck, is penet rated for the passage of electric cables, pipes and vent ducts, such penetrations shall
be made tight to prevent the passage of flame and smoke. Divisions between control stations
(emergency generators) and open decks may have air intake openings without m eans for closure,
unless a fixed gas fire -fighting system is fitted.
(3) Penetrations in fire -resisting divisions and prevention of
heat transmission
(a) where “A” class divisions are penetrated, such penetrations
shall be tested in accordance with the fire te st procedures
code. In the case of ventilation, ducts sub -clause (ii) of
clause(a) of sub -paragraph (7), sub - clause (i) of clause(c) of
sub-paragraph (7), apply. However, where a pipe penetration
is made of steel or equivalent material having a thickness of 3
millimetersd or greater and a length of not less than 900
millimeters (preferably 450 millimeters on each side of the
division), and no openings, testing is not required. Such
penetrations shall be suitably insulated by extension of the
insulation at the same level of the division.
(b) where “B” class divisions are penetrated for the passage of
electric cables, pipes, trunks, ducts, etc., or for the fitting of
ventilation terminals, lighting fixtures and similar devices,
arrangements shall be made to ens ure that the fire resistance
is not impaired, subject to the provisions of sub -clause (ii) of
clause (c) of sub -paragraph (7). Pipes other than steel or
copper that penetrate “B” class divisions shall be protected by
either —
(i) a fire -tested penetration devi ce, suitable for the fire resistance
of the division pierced and the type of pipe used; or
(ii) a steel sleeve, having a thickness of not less than 1.8
millimeters and a length of not less than 900 millimeters for
pipe diameters of 150 millimeters or more and not less than
600 millimeters for pipe diameters of less than 150 millimeters
(preferably equally divided to each side of the division). The
pipe shall be connected to the ends of the sleeve by flanges
or couplings; or the clearance between the sleeve and the pipe
shall not exceed 2.5 millimeters; or any clearance between
pipe and sleeve shall be made tight by means of non -
combustible or other suitable material.
(c) uninsulated metallic pipes penetrating “A” or “B” class
divisions shall be of materials having a melting temperature
which exceeds 950°C for “A -0” and 850°C for “B -0” class
divisions.
(d) in approving structural fire protection details, the Director -
General shall have regard to the risk of heat transmission at
intersections and terminal points of requi red thermal barriers.
The insulation of a deck or bulkhead shall be carried past the
penetration, intersection or terminal point for a distance of at
least 450 millimeters in the case of steel and aluminum
structures. If a space is divided with a deck or a bulkhead of
“A” class standard having insulation of different values, the
insulation with the higher value shall continue on the deck or
bulkhead with the insulation of the lesser value for a distance
of at least 450 millimeters.
(4) Protection of openings i n fire – resisting divisions, —
(a) doors in fire -resisting divisions in cargo ships —
(i) the fire resistance of doors shall be equivalent to that
of the division in which they are fitted, this being
determined in accordance with the fire test
procedures code. Doors approved as "A" class
without the sill being part of the frame, which are
installed on or after the 1st July, 2010, shall be
installed such that the gap under the door does not
exceed 12 millimeters and a non -combustible sill
shall be installed under the door such that floor
coverings do not extend beneath the closed door.
Doors approved as "B" class without the sill being
part of the frame, which are installed on or after the
1st July, 2010, shall be installed such that the gap
under the door does no t exceed 25 millimeters.
Doors and door frames in “A” class divisions shall be
constructed of steel. Doors in “B” class divisions
shall be non -combustible. Doors fitted in boundary
bulkheads of machinery spaces of category A shall
be reasonably gastight an d self -closing. In ships
constructed according to method IC, the Director -
General may permit the use of combustible materials
in doors separating cabins from individual interior
sanitary accommodation such as showers.
(ii) doors required to be self -closing sha ll not be fitted
with hold -back hooks. However, hold -back
arrangements fitted with remote release devices of
the fail -safe type may be utilised.
(iii) in corridor bulkheads, ventilation openings may be
permitted in and under the doors of cabins and
public space s. Ventilation openings are also
permitted in “B” class doors leading to lavatories,
offices, pantries, lockers and store rooms. Except
as permitted below, the openings shall be provided
only in the lower half of a door. Where such an
opening is in or unde r a door the total net area of
any such opening or openings shall not exceed 0.05
m2. Alternatively, a non -combustible air balance
duct routed between the cabin and the corridor, and
located below the sanitary unit is permitted where
the cross -sectional ar ea of the duct does not
exceed 0.05 m2. Ventilation openings, except those
under the door, shall be fitted with a grille made of
non-combustible material.
(iv) watertight doors need not be insulated.
(5) Protection of openings in machinery space boundaries —
(a) application - The provision of this paragraph shall apply to
machinery spaces of category A and, where the Director -
General considers it desirable, to other machinery spaces.
(b) protection of openings in machinery space boundaries —
(i) the number of skylights, door s, ventilators, openings in
funnels to permit exhaust ventilation and other openings
to machinery spaces shall be reduced to a minimum
consistent with the needs of ventilation and the proper
and safe working of the ship.
(ii) skylights shall be of steel and sh all not contain glass
panels.
(iii) means of control shall be provided for closing power -
operated doors or actuating release mechanisms on
doors other than power -operated watertight doors. The
control shall be located outside the space concerned,
where they sha ll not be cut off in the event of fire in the
space it serves.
(iv) windows shall not be fitted in machinery space
boundaries. However, this does not preclude the use of
glass in control rooms within the machinery spaces.
(6) Protection of cargo space boundaries — In tankers, for the
protection of cargo tanks carrying crude oil and petroleum
products having a flashpoint not exceeding 60°C, materials
readily rendered ineffective by heat shall not be used for
valves, fittings, tank opening covers, cargo vent piping, and
cargo piping so as to prevent the spread of fire to the cargo.
(7) Ventilation systems (This paragraph applies to ships
constructed on or after the 1st January, 2026), —
(a) General —
(i) ventilation ducts, including single and double wall
ducts, shall be of stee l or equivalent material except
flexible bellows of short length not exceeding 600
millimeters used for connecting fans to the ducting in
air-conditioning rooms. Unless expressly provided
otherwise in sub -clause (vi) of clause (a) of sub -
paragraph (7), any other material used in the
construction of ducts, including insulation, shall also
be non -combustible. However, short ducts, not
generally exceeding 2 meters in length and with a free
cross -sectional area not exceeding 0.02 m2, need not
be of steel or equ ivalent material, subject to the
following conditions:
(A) the ducts shall be made of non -combustible material, which
may be faced internally and externally with membranes
having low flame -spread characteristics and, in each case,
a calorific value not exceedi ng 45 MJ/m2 of their surface
area for the thickness used;
(B) the ducts are only used at the end of the ventilation device;
and
(C) the ducts are not situated less than 600 mm, measured
along the duct, from an opening in an “A” or “B” class division
including con tinuous “B” class ceiling.
(ii) the following arrangements shall be tested in
accordance with the fire test procedures code:
(A) fire dampers, including their relevant means of operation,
however, the testing is not required for dampers located at
the lower end of the duct in exhaust ducts for galley ranges,
which must be of steel and capable of stopping the draught
in the duct; and
(B) duct penetrations through “A” class divisions. However, the
test is not required where steel sleeves are directly joined to
ventilat ion ducts by means of riveted or screwed flanges or
by welding
(iii) fire dampers shall be easily accessible. Where they
are placed behind ceilings or linings, these ceilings or
linings shall be provided with an inspection hatch on
which the identification numbe r of the fire damper is
marked. The fire damper identification number shall
also be marked on any remote controls provided.
(iv) ventilation ducts shall be provided with hatches for
inspection and cleaning. The hatches shall be located
near the fire dampers.
(v) the main inlets and outlets of ventilation systems shall
be capable of being closed from outside the spaces
being ventilated. The means of closing shall be easily
accessible as well as prominently and permanently
marked and shall indicate the operating posit ion of
the closing device.
(vi) combustible gaskets in flanged ventilation duct
connections are not permitted within 600 millimeters
of openings in "A" or "B" class divisions and in ducts
required to be of "A" class construction.
(vii) ventilation openings or air ba lance ducts between
two enclosed spaces shall not be provided except as
permitted by sub -clause (iii) of clause (a) sub -
paragraph (4).
(b) arrangement of ducts —
(i) the ventilation systems for machinery spaces of
category A, vehicle spaces, ro -ro spaces, galleys,
special category spaces and cargo spaces shall, in
general, be separated from each other and from the
ventilation systems serving other spaces. Except that
the galley ventilation systems on cargo ships of less
than 4,000 gross tonnage, need not be complet ely
separated, but may be served by separate ducts from
a ventilation unit serving other spaces. In any case,
an automatic fire damper shall be fitted in the galley
ventilation duct near the ventilation unit.
(ii) ducts provided for the ventilation of machiner y
spaces of category A, galleys, vehicle spaces, ro -ro
spaces or special category spaces shall not pass
through accommodation spaces, service spaces or
control stations unless they comply with the
conditions specified in sub -clause (iv) of clause (b) of
sub-paragraph (7).
(iii) ducts provided for the ventilation of accommodation
spaces, service spaces or control stations shall not
pass through machinery spaces of category A,
galleys, vehicle spaces, ro -ro spaces or special
category spaces unless they comply with sub-clause
(iv) of clause (b) of sub -paragraph (7).
(iv) as permitted by sub -clause (ii) of clause (b) of sub -
paragraph (7) and sub -clause (iii) of clause (b) of sub -
paragraph (7) ducts shall be either:
(A) constructed of steel having a thickness of at least three
(3) millimeters for ducts with a free cross -sectional area
of less than 0.075 square meter (m2), at least four (4)
millimeters for ducts with a free cross -sectional area of
between 0.075 square meters (m2) and 0.45 square
meters (m2), and at least 5 mm for ducts with a free
cross -sectional area of over 0.45 square meter (m2);
(B) the ducts are suitably supported and stiffened;
(C) the ducts are fitted with automatic fire dampers close to
the boundaries penetrated; and
(D) the ducts are insulated to “A -60” class stand ard from
the machinery spaces, galleys, vehicle spaces, ro -ro
spaces or special category spaces to a point at least 5
meters beyond each fire damper;
or
(E) the ducts are constructed of steel in accordance with item
(A) of sub -clause (iv) of cl ause (b) of sub -paragraph (7)
and item (B) of sub -clause (iv) of clause (b) of sub -
paragraph (7) and
(F) insulated to "A -60" class standard throughout the spaces
they pass through, except for ducts that pass through
spaces of category (9) or (10) as defined a bove.
(v) for the purposes of item (D) of sub -clause (iv) of
clause (b) of sub -paragraph (7) and item (F) of sub -
clause (iv) of clause (b) of sub -paragraph (7) ducts
shall be insulated over their entire cross -sectional
external surface. Ducts that are outside but
adjacent to the specified space, and share one or
more surfaces with it, shall be considered to pass
through the specified space, and shall be insulated
over the surface they share with the space for a
distance of 450 millimeters past the duct.
(vi) where i t is necessary that a ventilation duct passes
through a main vertical zone division, an automatic
fire damper shall be fitted adjacent to the division.
The damper shall also be capable of being manually
closed from each side of the division. The control
location shall be readily accessible and be clearly
and prominently marked. The duct between the
division and the damper shall be constructed of
steel in accordance with items (A) and (B) of sub -
clause (iv) of clause (b) of sub -paragraph (7)and
insulated to at least the same fire integrity as the
division penetrated. The damper shall be fitted on
at least one side of the division with a visible
indicator showing the operating position of the
damper.
(c) details of fire dampers and duct penetrations —
(i) ducts pass ing through "A" class divisions shall meet
the following requirements: —
(A) where a thin plated duct with a free cross sectional
area equal to, or less than, 0.02 square meter
(㎡) passes through "A" class divisions, the opening
shall be fitted with a steel s heet sleeve having a
thickness of at least 3 millimeters and a length of at
least 200 millimeters, divided preferably into 100 mm
on each side of a bulkhead or, in the case of a deck,
wholly laid on the lower side of the decks penetrated;
(B) where ventilation ducts with a free cross -sectional
area exceeding 0.02 square meter ( ㎡), but not more
than 0.075 square meter ( ㎡), pass through "A" class
divisions, the openings shall be lined with steel sheet
sleeves. The ducts and sleeves shall have a
thickness of at le ast three (3) millimeters and a length
of at least 900 millimeters. When passing through
bulkheads, this length shall be divided preferably into
450 millimeters on each side of the bulkhead. These
ducts, or sleeves lining such ducts, shall be provided
with fire insulation. The insulation shall have at least
the same fire integrity as the division through which
the duct passes; and
(C) automatic fire dampers shall be fitted in all ducts with
a free cross -sectional area exceeding 0.075 square
meter (㎡) that pass through "A" class divisions. Each
damper shall be fitted close to the division penetrated
and the duct between the damper and the division
penetrated shall be constructed of steel in
accordance with items (A) and (B) of sub -clause (iv)
of clause (b) of sub -paragraph (7). The fire damper
shall operate automatically but shall also be capable
of being closed manually from both sides of the
division. The damper shall be fitted with a visible
indicator which shows the operating position of the
damper. Automatica lly but required, however, where
ducts pass through spaces surrounded by "A" class
divisions, without serving those spaces, provided
those ducts have the same fire integrity as the
divisions which they penetrate. A duct of cross -
sectional area exceeding 0. 075 square meter
(㎡) shall not be divided into smaller ducts at the
penetration of an "A" class division and then
recombined into the original duct once through the
division to avoid installing the damper required by this
provision.
(ii) ventilation ducts with a free cross -sectional area
exceeding 0.02 square meter ( ㎡) passing through
"B" class bulkheads shall be lined with steel sheet
sleeves of 900 mm in length, divided preferably into
four hundred and fifty (450) millimeters on each side
of the bulkheads unl ess the duct is of steel for this
length.
(iii) every fire dampers shall be capable of manual
operation. The dampers shall have a direct
mechanical means of release or, alternatively, be
closed by electrical, hydraulic, or pneumatic
operation. All dampers shall be manually operable
from both sides of the division. Automatic fire
dampers, including those capable of remote
operation, shall have a failsafe mechanism that shall
close the damper in a fire even upon loss of electrical
power or hydraulic or pneumatic pr essure loss.
Remotely operated fire dampers shall be capable of
being reopened manually at the damper.
(8) Exhaust duct from galleys —
(a) when passing through accommodation spaces or
spaces containing combustible materials, the exhaust
ducts from galley ranges sh all be constructed in
accordance with items (A) and (B) of sub -clause (iv) of
clause (b) of sub -paragraph (7). Each exhaust duct
shall be fitted with:
(A) a grease trap readily removable for cleaning;
(B) an automatically and remotely operated fire damper located
in the lower end of the duct at the junction between the duct
and the galley range hood and, in addition, a remotely
operated fire damper in the upper end of the duct close to
the outlet of the duct;
(C) arrangements, operable from within the galley, for shutt ing
off the exhaust fans; and
(D) fixed means for extinguishing a fire within the duct.
(9) Ventilation rooms serving machinery spaces of category A
containing internal combustion machinery
(a) where a ventilation room serves only such an adjacent
machinery space and there is no fire division between the
ventilation room and the machinery space, the means for
closing the ventilation duct or ducts serving the machinery
space shall be located outside of the ventilation room and
machinery space.
(b) where a ventilation room serves such a machinery space as
well as other spaces and is separated from the machinery
space by a "A -0" class division, including penetrations, the
means for closing the ventilation duct or ducts for the
machinery space can be located in the ventilation room.
(77) Firefighting. — (1) Purpose -
(a) the purpose of this paragraph is to suppress and swiftly
extinguish a fire in the space of origin, except for clause (b)
Sub-paragraph (1). For this purpose, the following functional
requirements shall be met;
(i) fixed fire -extinguishing systems shall be installed having
due regard to the fire growth potential of the protected
spaces; and
(ii) fire-extinguishing appliances shall be readily available.
(b) for open -top containers hold and on deck container stowage
areas on ships desi gned to carry containers on or above the
weather deck, constructed on or after the 1st January, 2016,
fire protection arrangements shall be provided for the
purpose of containing a fire in the space or area of origin and
cooling adjacent areas to prevent f ire spread and structural
damage.
(2) Water supply systems — ships shall be provided with fire pumps,
fire mains, hydrants and hoses complying with the applicable
requirements —
(a) fire mains and hydrants —
(i) general — materials readily rendered ineffective by
heat shall not be used for fire mains and hydrants
unless adequately protected. The pipes and hydrants
shall be so placed that the fire hoses may be easily
coupled to them. The arrangement of pipes and
hydrants shall be such as to avoid the possibility of
freezing. Suitable drainage provisions shall be
provided for fire main piping. Isolation valves shall be
installed for all open deck fire main branches used for
purposes other than firefighting. In ships where deck
cargo may be carried, the positions of the h ydrants
shall be such that they are always readily accessible,
and the pipes shall be arranged as far as practicable
to avoid risk of damage by such cargo.
(ii) ready availability of water supply —
(A) to the satisfaction of the Director -General; and
(B) with a periodi cally unattended machinery space or
when only one person is required on watch, there
shall be immediate water delivery from the fire main
system at a suitable pressure, either by remote
starting of one of the main fire pumps with remote
starting from the n avigation bridge and fire control
station, if any, or permanent pressurization of the fire
main system by one of the main fire pumps, except
that the Director -General may waive this requirement
for cargo ships of less than 1,600 gross tonnage if the
fire p ump starting arrangement in the machinery
space is in an easily accessible position.
(iii) diameter of the fire mains — the diameter of the fire
main and the water service pipes shall be sufficient
for the effective distribution of the maximum required
discharge from two fire pumps operating
simultaneously, except that in the case of cargo
ships, other than those included in sub -paragraph (c)
of this paragraph, the diameter need only be sufficient
for the discharge of 140m3/h.
(iv) isolating valves and relief valves —
(A) isolating valves to separate the section of the fire
main within the machinery space containing the
main fire pump or pumps from the rest of the fire
main shall be fitted in an easily accessible and
tenable position outside the machinery spaces.
The fire main shall be so arranged that when the
isolating valves are shut all the hydrants on the
ship, except those in the machinery space
referred to above, can be supplied with water by
another fire pump or an emergency fire pump.
The emergency fire pump, its seawater inlet,
suction and delivery pipes and isolating valves
shall be located outside the machinery space. If
this arrangement cannot be made, the sea -chest
may be fitted in the machinery space if the valve
is remotely controlled from a position in the same
compartment as the emergency fire pump and
the suction pipe is as short as practicable. Short
lenths of suction or discharge piping may
penetrate the machinery space, provided they
are enclosed in a substantial steel casing or are
insulated to “A -60” class standards. The pipes
shall have substantial wall thickness, but in no
case less than eleven (11) millimeters, and shall
be welded except for the flanged connection to
the sea inlet valve.
(B) a valve shall be fitted to serve each fire hydrant
so that an y fire hose may be removed while the
fire pumps are in operation.
(C) relief valves shall be provided in conjunction with
fire pumps if the pumps are capable of
developing a pressure exceeding the design
pressure of the water service pipes, hydrants and
hoses . These valves shall be so placed and
adjusted as to prevent excessive pressure in any
part of the fire main system.
(D) in tankers, isolation valves shall be fitted in the
fire main at the poop front in a protected position
and on the tank deck at intervals o f not more than
forty (40) meters to preserve the integrity of the
fire main system in case of fire or explosion.
(v) number and position of hydrants —
(A) the number and position of hydrants shall be such that
atleast two jets of water not emanating from the sam e
hydrant, one of which shall be from a single length of
hose, may reach any part of any cargo space when
empty, any ro -ro space or any vehicle space, in which
latter case the two jets shall reach any part of the space,
each from a single length of hose. F urthermore, such
hydrants shall be positioned near the access to the
protected spaces.
(vi) pressure at hydrants - with the two pumps simultaneously
delivering water through the nozzles specified in sub -clause
(iii) of clause (c) of Sub -paragraph (2) with the q uantity of
water as specified in sub -clause (iii) of clause (a) of Sub -
paragraph (2), through any adjacent hydrants, the following
minimum pressures shall be maintained at all hydrants —
(A) for cargo ships -
6,000 gross tonnage and upwards
0.27 N/mm2
Less than 6,000 gross tonnage
0.25 N/mm2 and
(B) the maximum pressure at any hydrant shall not exceed
that at which the effective control of a fire hose can be
demonstrated.
(vii) international shore connection
(A) ships of 500 gross t onnage and upwards shall be
provided with at least one international shore connection
complying with the Fire Safety Systems Code.
(B) facilities shall be available enabling such a connection to
be used on either side of the ship.
(b) fire pumps —
(i) pumps accepted a s fire pumps — sanitary, ballast,
bilge or general service pumps may be accepted as
fire pumps, provided that they are not normally used
for pumping oil and that if they are subject to
occasional duty for the transfer or pumping of oil fuel,
suitable chang e-over arrangements are fitted.
(ii) number of fire pumps — Ships shall be provided with
independently driven fire pumps as follows:
in cargo ships of:
1,000 gross tonnage and upwards
-----at least two
Less than 1,000 gross tonnage
-----at least two power -driven pumps, one of which
shall be independently driven.
(iii) arrangements of fire pumps and fire mains —
(A) fire Pumps — The arrangements of sea connections, fire
pumps and their sources of power shall be as to ensure that:
(I) in cargo ships, if a fire in any one compartment could put
all the pumps out of action, there shall be an alternative
means consisting of an emergency fire pump complying
with the provisions of the Fire Safety Systems Code with
its source of power and sea connection located ou tside
the space where the main fire pumps or their sources of
power are located.
(B) requirements for the space containing the emergency fire
pump.
(I) location of the space -The space containing the fire
pump shall not be contiguous to the boundaries of
machinery spaces of category A or those spaces
containing main fire pumps. Where this is not
practicable, the common bulkhead between the two
spaces shall be insulated to standard of structural fire
protection equivalent to that required for a control
station.
(II) acce ss to the emergency fire pump - no direct access
shall be permitted between the machinery space and the
space containing the emergency fire pump and its
source of power. When this is impracticable, the
Director -General may accept an arrangement where the
access is by means of an airlock with the door of the
machinery space being of “A -60” class standard and the
other door being at least steel, both reasonable gastight,
self-closing and without any hold -back arrangements.
Alternatively, the access may be thr ough a watertight
door capable of being operated from a space remote
from the machinery space and the space containing the
emergency fire pump and unlikely to be cut off in the
event of fire in those spaces. In such cases, a second
means of access to the s pace containing the emergency
fire pump and its source of power shall be provided.
(III) ventilation of the emergency fire pump space -
Ventilation arrangements to the space containing the
independence source of power for the emergency fire
pump shall be such as to preclude, as far as practicable,
the possibility of smoke from a machinery space fire
entering or being drawn into that space.
(IV) additional pumps for cargo ships - In addition, in cargo
ships where other pumps such as general service, bilge
and ballast, etc., are fitted in a machinery space,
arrangements shall be made to ensure that at least one
of these pumps, having the capacity and pressure
required by item (A) of sub -clause (vi) of clause (a) of
sub-paragraph (2) and sub -clause (vi) of clause (b) of
sub-paragraph (2), is capable of providing water to the
fire main.
(iv) capacity of fire pumps
(A) the capacity of required fire pumps - The required fire pumps
shall be capable of delivering for fire -fighting purposes a
quantity of water, at the pressure specifie d in sub -clause (vi)
of clause (a) of sub -paragraph (2), as follows:
(I) pumps in cargo ships, other than any emergency pump:
the quantity of water is not less than four thirds of the
quantity required under paragraph 50 to be dealt with by
each of the inde pendent bilge pumps in a passenger
ship of the same dimension when employed in bilge
pumping, provided that in no cargo ship other than those
included in sub -clause (ii) of clause (b) of sub -paragraph
(7), need the total required capacity of the fire pumps
exceed 180m3/h.
(II) Capacity of each fire pump - Each of the required fire
pumps (other than any emergency pump required in
sub-clause (iii) of clause (b) of sub -paragraph (2) for
cargo ships shall have a capacity not less than 80 per
cent. of the total requi red capacity divided by the
minimum number of required fire pumps, but in any case
not less than 25 m3/h, and each pump shall in any event
be capable of delivering at least the two required jets of
water. These fire pumps shall be capable of supplying
the fire main system under the required conditions.
Where more pumps than the minimum of required
pumps are installed, such additional pumps shall have a
capacity of at least 25 m3/h and shall be capable of
delivering at least two jets of water required in ite m (A)
of sub -clause (v) of clause (a) of sub -paragraph (2);
(c) fire hoses and nozzles —
(i) general specifications —
(A) fire hoses shall be of non -perishable material approved by
the Director -General and shall be sufficient in length to
project a jet of water to an y of the spaces in which they may
be required to be used. Each hose shall be provided with a
nozzle and the necessary couplings.. Hoses specified in this
paragraph as “ fire hoses” shall, together with any necessary
fittings and tools, be ready for use in conspicuous positions
near the water service hydrants or connections. Fire hoses
shall have a length of at least 10 meters, but more than
(I) 15 meters in machinery spaces;
(II) 20 meters in other spaces and open decks; and
(III) 25 meters for open decks on ships with a maximum
breadth in excess of 30 meters.
(B) unless one hose and nozzle is provided for each hydrant in
the ship, there shall be complete interchangeability of hose
couplings and nozzles.
(ii) number and diameter of fire hoses
(A) ships shall be provided with fire ho ses, the number and
diameter of which shall be to the satisfaction of the Director -
General.
(B) in cargo ships: —
(I) of 1,000 gross tonnage and upwards, the number of fire
hoses to be provided shall be one for each thirty (30)
meters length of the ship and one sp are, but in no case
less than five in all. This number does not include any
hoses required in any engine -room or boiler room. The
Director -General may increase the number of hoses
required so as to ensure that hoses in sufficient number
are available and a ccessible at all times, having regard
to the type of ship and the nature of trade in which the
ship is employed. Ships carrying dangerous goods in
accordance with regulation 80 shall be provided with
three hoses and nozzles, in addition to those required
above; and
(II) of less than 1,000 gross tonnage, the number of fire
hoses to be provided shall be calculated in accordance
with the provisions of above clause. However, the
number of hoses shall in no case be less than three.
(iii) size and types of nozzles —
(A) for the purpose of these paragraphs, standard nozzle sizes
shall be twelve (12) millimeter, sixteen (16) millimeter and
nineteen (19) millimeter or as near thereto as possible. Larger
diameter nozzles may be permitted at the discretion of the
Director -General.
(B) for accommodation and service spaces, a nozzle size greater
than twelve (12) millimeter need not be used.
(C) for machinery spaces and exterior locations, the nozzle size
shall be as such to obtain the maximum discharge possible
from two jets at the pressure men tioned in sub -clause (vi) of
clause (a) of sub -paragraph (2) from the smallest pump,
provided that a nozzle size greater than nineteen (19)
millimeters need not be used.
(D) nozzles shall be of an approved dual -purpose type (I.e.
spray/jet type) incorporating a shutoff.
(3) Portable Fire Extinguishers —
(a) type and design — portable fire extinguishers shall
comply with requirements of the fire safety systems
code.
(b) arrangement of fire extinguishers —
(i) accommodation spaces, service spaces and control
stations shall be pr ovided with portable fire
extinguishers of appropriate types and in sufficient
number to the satisfaction of the Director -General.
Ships of 1,000 gross tonnage and upwards shall
carry at least five portable fire extinguishers.
(ii) one of the portable fire exti nguishers intended for
use in any space shall be stowed near the entrance
to that space.
(iii) carbon dioxide fire extinguishers shall be placed in
accommodation spaces. In control stations and
other spaces containing electrical or electronic
equipment or applia nces necessary for the safety of
the ship, fire extinguishers shall be provided whose
extinguishing media are neither electrically
conducive nor harmful to the equipment and
appliances.
(iv) fire extinguishers shall be situated ready for use at
easily visible p laces, which can be reached quickly
and easily at any time in the event of a fire, and in
such a way that their serviceability is not impaired
by the weather vibration or other external factors.
Portable fire extinguishers shall be provided with
devices wh ich indicate whether they have been
used.
(c) spare charges
(i) spare charges shall be provided for hundred (100) per
cent. of the first ten extinguishers and fifty (50) per
cent. of the remaining fire extinguishers capable of
being recharged on board. Not more t han sixty total
spare charges are required. Instructions for
recharging shall be carried on board.
(ii) for fire extinguishers which cannot be recharged on
board, additional portable fire extinguishers of the
same quantity, type, capacity and number as
determi ned in sub -clause (i) above shall be provided
in lieu of spare charges.
(4) Fixed fire extinguishing systems —
(a) types of fixed fire -extinguishing systems —
(i) a fixed fire -extinguishing system required by sub -
paragraph (5) below may be any of the following
syste ms:
(A) a fixed gas fire -extinguishing system complying with
the provisions of the fire safety systems code;
(B) a fixed high -expansion foam fire -extinguishing
system complying with the provisions of the fire safety
systems code; and
(C) a fixed pressure water -sprayin g fire -extinguishing
system complying with the provisions of the fire safety
systems code.
(ii) where a fixed fire -extinguishing system not required
by these rules is installed, it shall meet the
requirements of the relevant paragraphs of these
rules and the fi re safety systems code.
(iii) Fire-extinguishing systems using Halon 1211,1301,
and 2402 and perfluorocarbons shall be prohibited.
(iv) In general, the Director -General shall not permit the
use of steam as a fire -extinguishing medium in fixed
fire-extinguishing syste ms. Where the use of steam is
permitted by the Director -General, it shall be used
only in restricted areas as an addition to the required
fire-extinguishing system and shall comply with the
requirements of the fire - safety system code.
(b) By the first schedul ed dry -docking after the 1st
January, 2010, fixed carbon dioxide fire -extinguishing
systems for the protection of machinery spaces and
cargo pump -rooms on ships constructed before the
1st July, 2002 shall comply with the provisions of the
fire safety syste ms code.
(c) closing appliances for fixed gas fire -extinguishing
systems — where a fixed gas fire -extinguishing
system is used, openings which may admit air to, or
allow gas to escape from, a protected space shall be
capable of being closed from outside the pr otected
space.
(d) storage rooms of fire -extinguishing medium — when
the fire -extinguishing medium is stored outside a
protected space, it shall be stored outside a protected
space, it shall be stored in a room which is located
behind the forward collision bul khead and is used for
no other purposes. Any entrance to such a storage
room shall preferably be from the open deck and shall
be independent of the protected space. If the storage
space is located below deck, it shall be located no
more than one deck below the open deck and shall
be directly accessible by a stairway or ladder from the
open deck. Spaces which are located below deck or
spaces where access from the open deck is provided
shall be fitted with a mechanical ventilation system
designed to take exha ust air from the bottom of the
space and shall be sized to provide at least 6 air
changes per hour. Access doors shall open outwards,
and bulkheads and decks, including doors and other
means of closing any opening therein, which form the
boundaries between such rooms and adjacent
enclosed spaces shall be gastight. For the purpose of
the application of table 1 to 4, such storage rooms
shall be treated as fire control stations.
(e) water pumps for other fire -extinguishing systems —
pumps, other than those serving the fire main,
required for the provision of water for fire -
extinguishing systems required by this paragraph,
their sources of power and their controls shall be
installed outside the space or spaces protected by
such systems and shall be so arranged that a fire in
the space or spaces protected shall not put any such
system out of action.
(5) Fire-extinguishing arrangements in machinery spaces —
(a) machinery spaces containing oil -fired boilers or oil fuel
units —
(i) fixed fire -extinguishing systems - machinery space s
of category A containing oil -fired boilers or oil fuel
units shall be provided with any one of the fixed fire -
extinguishing systems in clause (a) of sub -paragraph
(4) In each case, if the engine -room and boiler room
are not entirely separate, or if fuel oil can drain from
the boiler room into the engine -room, the combined
engine and boiler rooms shall be considered as one
compartment.
(ii) additional fire -extinguishing arrangements —
(A) there shall be in each boiler room or at an entrance outside of
the boiler room at least one portable foam applicator unit
complying with the provisions of the fire safety systems code.
(B) there shall be at least two portable foam extinguishers or
equivalent in each firing space in each boiler room and in each
space in which a par t of the oil fuel installation is situated.
There shall be not less than one approved foam -type
extinguisher of at least 135 liter capacity or equivalent in each
boiler room. These extinguishers shall be provided with hoses
on reels suitable for reaching a ny part of the boiler room. In
the case of domestic boilers of less than 175 kiloWatt (kW),
or boilers protected by fixed water -based local application fire -
extinguishing systems as required by clause (e) of Sub -
paragraph (5), an approved foam -type exting uisher of at least
135 litter capacity is not required.
(C) In each firing space there shall be a receptacle containing at
least 0.1 m3 sand, sawdust impregnated with soda, or other
approved dry material, along with a suitable shovel for
spreading the materia l. An approved portable extinguisher
may be substituted as an alternative.
(b) Machinery spaces of category A containing internal combustion
machinery —
(i) fixed fire -extinguishing systems — machinery spaces of
category A containing internal combustion machinery shall
be provided with one of the fixed fire -extinguishing systems
clauses (a) of sub -paragraph (4).
(ii) additional fire -extinguishing arrangements —
(A) there shall be at least one portable foam applicator unit
complying with the provision of the fire safety syst ems code.
(B) there shall be in each such space approved foam -type fire
extinguishers, each of at least 45 liter capacity or equivalent,
sufficient in number to enable foam or its equivalent to be
directed onto any part of the fuel and lubricating oil pressur e
systems, gearing and other fire hazards. In addition, there
shall be provided a sufficient number of portable foam
extinguishers or equivalent which shall be so located that no
point in the space is more than 10 meters walking distance
from an extinguish er and that there are at least two such
extinguishers in each such space. For smaller spaces of
cargo ships the Director -General may consider relaxing this
requirement.
(c) machinery spaces containing steam turbines or enclosed
steam engines —
(i) fixed fire -extinguishing systems - In spaces containing
steam turbines or enclosed steam engines used for main
propulsion or other purposes having in the aggregate a
total output of not less than 375 kilowatt (kW), one of the
fire-extinguishing systems specified in clause (a) of sub -
paragraph (4) shall be provided if such spaces are
periodically unattended.
(ii) additional fire -extinguishing arrangements
(A) there shall be approved foam fire extinguishers, each of at
least 45 liter capacity or equivalent, sufficient in number to
enable foam or its equivalent to be directed on to any part of
the pressure lubrication system, on to any part of the casings
enclosing pressure -lubricated parts of the turbines, engines or
associated gearing, and any other fire hazards. However,
such extin guishers shall not be required if protection, at least
equivalent to that required by this sub paragraph, is provided
in such spaces by a fixed fire -extinguishing system fitted in
compliance with clause (a) of Sub -paragraph (4);
(B) there shall be a sufficien t number of portable foam
extinguishers or equivalent which shall be so located that no
point in the space is more than 10 meters walking distance
from an extinguisher and that there are at least two such
extinguishers in each such space, except that such
extinguishers shall not be required in addition to any provided
in compliance with item (B) of sub -clause (a) of clause (ii) of
sub-paragraph (5).
(d) other machinery spaces — where, in the opinion of the Director -
General, a fire hazard exists in any machinery space for which no
specific provisions for fire -extinguishing appliances are prescribed
in clauses (a), (b) and (c) of sub -paragraph (5), there shall be
provided in, or adjacent to, that space such a number of approved
portable fire extinguishers or other means of fire extinction as the
Director -General may deem sufficient.
(e) fixed local application fire -extinguishing systems —
(i) this paragraph shall apply to cargo ships of 2,000 gross tonnage
and above;
(ii) machinery spaces of category A above 500 m3 in volume shall,
in addition to the fixed fire extinguishing system required in sub -
clause (i) of clause (a) of sub -paragraph (5), be protected by an
approved type of fixed water -based or equivalent local
application fire -extinguishing system, based on the guidelin es
developed by the organisation . In the case of periodically
unattended machinery spaces, the fire -extinguishing system
shall have both automatic and manual release capabilities. In
the case of continuously manned machinery spaces, the fire -
extinguishing system is only required to have a manual release
capability;
(iii) fixed local application fire -extinguishing systems are to protect
areas such as the following without the necessity of engine
shutdown, personnel evacuation, or sealing of the spaces:
(A) the fire h azard portions of internal combustion machinery or,
for ships constructed before the 1st July, 2014, the fire hazard
portions of internal combustion machinery used for the ship's
main propulsion and power generation;
(B) boiler fronts;
(C) the fire hazards portio ns of incinerators; and
(D) purifiers for heated oil.
(iv) activation of any local application system shall give a visual and
distinct audible alarm in the protected space and at continuously
manned stations. The alarm shall indicate the specific system
activated . The system alarm requirements described within this
sub-paragraph are in addition to, and not a substitute for, the
detection and fire alarm system required elsewhere in these
paragraphs.
(6) Fire-extinguishing arrangements in control stations, accommod ation
and service spaces
(a) sprinkler systems for cargo ships — in cargo ships in which
method IIC specified in sub -item (II) of item (A) of clause (b) of
sub-paragraph (2) of paragraph 76 is adopted, an automatic
sprinkler, fire detection and fire alarm syst em shall be fitted in
accordance with the requirements in sub -clause (ii) of clause (b)
of sub -paragraph (5) of paragraph 74;
(b) spaces containing flammable liquid —
(i) paint lockers shall be protected by -
(A) a carbon dioxide system, designed to give a minimum vo lume
of free gas equal to forty (40) per cent. of the gross volume of
the protected space;
(B) a dry powder system, designed for at least 0.5 kg powder/m3;
(C) a water spraying or sprinkler system, designed for 5l/m2 min.
Water spraying systems may be connected to the fire main of
the ship; or
(D) a system providing equivalent protection, as determined by
the Director -General.
In all cases, the system shall be operable from outside the protected
space.
(ii) flammable liquid lockers shall be protected by an
appropriate fi re-extinguishing arrangement
approved by the Director -General.
(iii) for lockers of a deck area of less than four square
meters (m2), which do not give access to
accommodation spaces, a portable carbon dioxide
fire extinguisher sized to provide a minimum volume
of free gas equal to forty (40) per cent. of the gross
volume of the space may be accepted in lieu of a
fixed system. A discharge port shall be arranged in
the locker to allow the discharge of the extinguisher
without having to enter into the protected sp ace.
The required portable fire extinguisher shall be
stowed adjacent to the port. Alternatively, a port or
hose connection may be provided to facilitate the
use of fire main water.
(c) deep -fat cooking equipment —
(i) deep -fat cooking equipment installed in enc losed
spaces or on open decks shall be fitted with the
following —
(A) an automatic or manual fire -extinguishing system
tested to an international standard acceptable to the
organisation ;
(B) a primary and backup thermostat with an alarm to
alert the operator in the event of failure of either
thermostat;
(C) arrangements for automatically shutting off the
electrical power upon activation of the fire -
extinguishing system;
(D) an alarm for indicating operation of the fire -
extinguishing system in the galley where the
equip ment is installed; and
(E) controls for manual operation of the fire -extinguishing
system which are clearly labeled for ready use by the
crew.
(7) fire-extinguishing arrangements in cargo spaces —
(a) fixed gas fire -extinguishing systems for general cargo —
(i) except for ro -ro and vehicle spaces, cargo spaces on
cargo ships of 2,000 gross tonnage and upwards
shall be protected by a fixed carbon dioxide or inert
gas fire -extinguishing system complying with the
provisions of the Fire Safety Systems Code, or by a
fire-extinguishing system which gives equivalent
protection.
(ii) the Director -General may exempt from the
requirements of sub -clause (i) of clause (a) of sub -
paragraph (7) and clause (b) of sub -paragraph (7)
cargo spaces of any cargo ship if constructed, and
solely i ntended, for the carriage of ore, coal, grain
unseasoned timber, non -combustible cargoes or
cargoes which, in the opinion of the Director -General,
constitute a low fire risk. Such exemptions may be
granted only if the ship is fitted with steel hatch covers
and effective means of closing all ventilators and
other openings leading to cargo spaces. When such
exemptions are granted, the Director -General shall
issue an Exemption Certificate, irrespective of the
date of construction of the ship concerned, in
acco rdance with regulation I/12(a)(vii) of International
Convention for the Safety of Life at Sea,1974, and
shall ensure that the list of cargoes the ship is
permitted to carry is attached to the Exemption
Certificate.
(iii) fixed gas fire -extinguishing systems for dangerous
goods - a ship engaged in the carriage of dangerous
goods in any cargo spaces shall be provided with a
fixed carbon dioxide or inert gas fire -extinguishing
system complying with the provisions of the fire safety
systems code or with a fire -exting uishing system
which, in the opinion of the Director -General, gives
equivalent protection for the cargoes carried.
(b) firefighting for ships constructed on or after the 1st January
2016 designed to carry containers on or above the weather
deck
(i) ships shall ca rry, in addition to the equipment and
arrangements required by paragraphs (1) and (2), at
least one water mist lance —
(A) the water mist lance shall consist of a tube with a piercing
nozzle which is capable of penetrating a container wall
and producing water mist inside a confined space
(container, etc.) when connected to the fire main.
(ii) ships designed to carry five or more tiers of containers
on or above the weather deck shall carry, in addition to
the requirements of sub -clause (i) of clause (b) of sub -
paragr aph (7), mobile water monitors as follows —
(A) ships with breadth less than 30 meters: at least two mobile
water monitors; or
(B) ships with breadth of 30 meters or more: at least four
mobile water monitors.
(iii) the mobile water monitors, all necessary hoses, fitting s
and required fixing hardware shall be kept ready for use
in a location outside the cargo space area not likely to
be cut -off in the event of a fire in the cargo spaces;
(iv) a sufficient number of fire hydrants shall be provided
such that —
(A) all provided mobi le water monitors can be operated
simultaneously for creating effective water barriers
forward and aft of each container bay;
(B) the two jets of water required by paragraph item (A) of
sub-clause (v) of clause (a) of sub -paragraph (2) can be
supplied at the p ressure required by paragraph sub -
clause (vi) of clause (a) of sub -paragraph (2); and
(C) each of the required mobile water monitors can be
supplied by separate hydrants at the pressure
necessary to reach the top tier of containers on deck.
(v) the mobile water mo nitors may be supplied by the fire
main, provided the capacity of fire pumps and fire main
diameter are adequate to simultaneously operate the
mobile water monitors and two jets of water from fire
hoses at the required pressure values. If carrying
dangerou s goods, the capacity of fire pumps and fire
main diameter shall also comply with sub -clause (v) of
clause (a) of sub -paragraph (3) of paragraph 86, as far
as applicable to on -deck cargo areas.
(vi) the operational performance of each mobile water
monitor shall be tested during initial survey on board the
ship to the satisfaction of the Director -General. The test
shall verify that:
(A) the mobile water monitor can be securely fixed to the
ship structure ensuring safe and effective operation;
and
(B) the mobile water mon itor jet reaches the top tier of
containers with all required monitors and water jets from
fire hoses operated simultaneously.
(8) Cargo tank protection —
(a) fixed deck foam systems —
(i) for tankers of 20,000 tonnes deadweight and
upwards, a fixed deck foam fire -extinguishing system
shall be provided complying with the provisions of the
Fire Safety Systems Code, except that, in lieu of the
above, the Director -General, after having given
consideration to the ship’s arrangement and
equipment, may accept other fixed in stallations if they
afford protection equivalent to the above, the
requirements for alternative fixed installations shall
comply with the requirements in sub -clause (ii) of
clause (a) of sub -paragraph (8);
(ii) in accordance with sub -clause (i) of clause (a) o f sub -
paragraph (8), where the Director -General accepts
an equivalent fixed installation in lieu of the fixed deck
foam fire -extinguishing system, the installation shall -
(A) be capable of extinguishing spill fires and also
preclude ignition of spilled oil not yet ignited; and
(B) be capable of combating fires in ruptured tanks.
(iii) tankers of less than 20,000 tonnes deadweight shall
be provided with a deck foam fire -extinguishing
system complying with the requirements of the fire
safety systems code.
(9) Protection of c argo pump -rooms —
(a) fixed fire -extinguishing systems — each cargo pump -room
shall be provided with one of the following fixed fire -
extinguishing systems operated from a readily accessible
position outside the pump -room. Cargo pump -rooms shall
be provided wi th a system suitable for machinery spaces of
category A.
(i) a carbon dioxide fire -extinguishing system
complying with the provisions of the fire safety
systems code and with the following —
(A) the alarms giving audible warning of the release of fire -
extinguis hing medium shall be safe for use in a flammable
cargo vapour/air mixture; and
(B) a notice shall be exhibited at the controls stating that, due to
the electrostatic ignition hazard, the system is to be used only
for fire extinguishing and not for inerting pu rposes.
(ii) a high -expansion foam fire -extinguishing system
complying with the provisions of the fire safety
systems code, provided that the foam concentrate
supply is suitable for extinguishing fires involving the
cargoes carried;
(iii) a fixed pressure water -spraying fire -extinguishing
system complying with the provisions of the fire safety
systems code.
(b) quantity of fire -extinguishing medium — where the fire -
extinguishing medium used in the cargo pump -room system
is also used in systems serving other spaces, the quantity of
medium provided or its delivery rate not be more than the
maximum required for the largest compartment.
(10) fire-fighter’s outfits —
(a) types of fire -fighter’s outfits —
(i) fire-fighter’s outfits shall comply with the fire safety
systems code;
(ii) self-contained compressed air breathing apparatus of
fire-fighter's outfits shall comply with the fire safety
systems code;
(b) number of fire -fighter’s outfits —
(i) ships shall carry at least two fire -fighter’s outfits;
(ii) in addition, in tankers, two fire -fighter’s out fits shall be
provided;
(iii) the Director -General may require additional sets of
personal equipment and breathing apparatus, having
due regard to the size and type of the ship;
(iv) two spare charges shall be provided for each
required breathing apparatus. Cargo shi ps that are
equipped with suitably located means for fully
recharging the air cylinders free from contamination,
need carry only one spare charge for each required
apparatus.
(c) storage of fire -fighter’s outfits — the fire -fighter’s outfits or
sets of person al equipment shall be kept ready for use in an
easily accessible location that is permanently and clearly
marked and, where more than one fire -fighter’s outfit or
more than one set of personal equipment is carried, they
shall be stored in widely separated positions;
(d) fire-fighter's communication — for ships constructed on or
after the 1st July, 2014, a minimum of two two -way portable
radiotelephone apparatus for each fire party for fire -fighter's
communication shall be carried on board. Those two -way
portabl e radiotelephone apparatus shall be of an explosion -
proof type or intrinsically safe. Ships constructed before the
1st July, 2014 shall comply with the requirements of this
paragraph not later than the first survey after the 1st July,
2018.
(11) Fire-extinguish ing media restrictions — The purpose of
this paragraph is to protect persons on board against exposure to
dangerous substances used in firefighting, as well as to minimize
the impact of fire -extinguishing media that are deemed detrimental
to the environmen t.
(a) this paragraph applies to ships constructed on or after the
1st January 2026;
(b) the prohibited substances in this paragraph shall be
delivered to appropriate shore -based reception facilities
when removed from the ship; and
(c) use or storage of extinguishing media containing
perfluorooctane sulfonic acid (PFOS) shall be prohibited.
(78) Structural integrity. — (1) Purpose: The purpose of this paragraph is to
maintain structural integrity of the ship preventing partial or whole collapse
of the ship structures due to strength deterioration by heat. For this purpose,
materials used in the ship’s structure shall ensure that the structural integrity
is not degraded due to fire.
(2) Material of hull, superstructures, structural bulkheads,
decks and deckhouses - The hull, sup erstructures, structural
bulkheads, decks and deckhouses shall be constructed of steel or
other equivalent material. For the purpose of applying the definition
of steel or other equivalent material as given in sub -rule (99) of rule
3, the “applicable fire exposure” shall be according to the integrity
and insulation standards given in Tables 1 to 4 For example, where
divisions such as decks or sides and ends of deckhouses are
permitted to have “B -0” fire integrity, the “applicable fire exposure”
shall be hal f an hour.
(3) Structure of aluminum alloy - unless otherwise specified in
sub-paragraph (2), in cases where any part of the structure is of
aluminum alloy, the following shall apply —
(a) the insulation of aluminum alloy components of “A” or “B”
class divisions , except structure which, in the opinion of the
Director -General, is non -load-bearing, shall be such that the
temperature of the structural core does not rise more than
200°C above the ambient temperature at any time during the
applicable fire exposure to the standard fire test; and
(b) special attention shall be given to the insulation of aluminum
alloy components of columns, stanchions and other structural
members required to support lifeboat and liferaft stowage,
launching and embarkation areas, and “A” and “B” class
divisions to ensure:
(i) that for such members supporting lifeboat and liferaft
areas and “A” class divisions, the temperature rise
limitation specified in clause(a) of sub -paragraph (3)
shall apply at the end of one hour; and
(ii) that for such mem bers required to support “B” class
divisions, the temperature rise limitation specified in
clause (a) of sub -paragraph (3) shall apply at the end
of half an hour.
(4) Machinery spaces of category A —
(a) crowns and casings - crowns and casings of machinery
space s of category A shall be of steel construction and shall
be insulated as required by Table 1 and 3, as appropriate;
(b) floor plating — the floor plating of normal passageways in
machinery spaces of category A shall be made of steel.
(5) Materials of overboard fit tings — materials readily rendered
ineffective by heat shall not be used for overboard scuppers,
sanitary discharges, and other outlets which are close to the
waterline and where the failure of the material in the event of
fire would give rise to danger of flooding.
(6) Protection of cargo tank structure against pressure or vacuum
in tankers —
(a) general — the venting arrangements shall be so designed
and operated as to ensure that neither pressure nor vacuum
in cargo tanks shall exceed design parameters and be such
as to provide for —
(i) the flow of the small volumes of vapour, air or inert gas
mixtures caused by thermal variations in a cargo tank in
all cases through pressure/vacuum valves; and
(ii) the passage of large volumes of vapour, air or inert gas
mixtures d uring cargo loading and ballasting, or during
discharging.
(b) openings for small flow by thermal variations - openings for
pressure release required by sub - clause (i) of clause (a) of
sub-paragraph (6) shall —
(i) have as great a height as is practicable above the cargo
tank deck to obtain maximum dispersal of flammable
vapours, but in no case less than two (2) meters above
the cargo tank deck; and
(ii) be arranged at the furthest distance practicable but not
less than five (5) meters from the nearest air intakes a nd
openings to enclosed spaces containing a source of
ignition and from deck machinery and equipment which
may constitute an ignition hazard. Anchor windlass and
chain locker openings constitute an ignition hazard;
(iii) for tankers constructed on or after the 1st January, 2017,
the openings shall be arranged in accordance with item
(A) of sub -clause (iv) of clause (c) of sub -paragraph (5)
paragraph 71.
(c) safety measures in cargo tanks —
(i) preventive measures against liquid rising in the venting
system:
Provisions shall be made to guard against liquid rising in the
venting system to a height which would exceed the design head of
cargo tanks. This shall be accomplished by high -level alarms or
overflow control systems or other equivalent means, together wit h
independent gauging devices and cargo tank filling procedures. For
the purposes of this paragraph, spill valves are not considered
equivalent to an overflow system.
(ii) secondary means for pressure or vacuum relief: A
secondary means of allowing full flow r elief of vapour,
air or inert gas mixtures to prevent over -pressure or
under -pressure in the event of failure of the
arrangements in sub - clause (ii) of clause (a) of sub -
paragraph (6). In addition, for tankers constructed on
or after the 1st January, 201 7, the secondary means
shall be capable of preventing over -pressure or under -
pressure in the event of damage to, or inadvertent
closing of, the means of isolation required in sub -clause
(ii) of clause (c) of sub -paragraph (5) of rule.
Alternatively, pressu re sensors may be fitted in each
tank protected by the arrangement required in sub -
clause (ii) of clause(a) of sub -paragraph (6) with a
monitoring system in the ship’s cargo control room or
the position from which cargo operations are normally
carried out. Such monitoring equipment shall also
provide an alarm facility which is activated by detection
of over -pressure or under -pressure conditions within a
tank.
(iii) bypasses in vent mains — pressure/vacuum valves
required by sub - clause (i) of clause (a) of sub -
paragraph (6) may be provided with a bypass
arrangement when they are located in a vent main or
masthead riser. Where such an arrangement is
provided there shall be suitable indicators to show
whether the bypass is open or closed;
(iv) pressure or vacuum -breakin g devices - One or
more pressure or vacuum -breaking devices shall be
provided to prevent the cargo tanks from being subject
to:
(A) a positive pressure, in excess of the test pressure of the cargo
tank, if the cargo were to be loaded at the maximum rated
capacity and all other outlets are left shut;
(B) a negative pressure in excess of 700 millimeters water gauge
if cargo were to be discharged at the maximum rated capacity
of the cargo pumps and the inert gas blowers were to fail; and
(C) such devices shall be ins talled on the inert gas main unless
they are installed in the venting system required by item (B)
of sub - clause (ii) clause (c) of sub -paragraph (5) of
paragraph 71 or on individual cargo tanks. The location and
design of the devices shall be in accordanc e with sub- clause
(ii) clause (c) of sub -paragraph (5) of paragraph 71 and sub-
paragraph (6 ) of this paragraph.
(v) size of ve nt outlets - for cargo loading, discharging and
ballasting required by sub -clause (ii) of clause (a) of
sub-paragraph (6) shall be designed on the basis of the
maximum designed loading rate multiplied by a factor
of at least 1.25 to take account of gas evo lution, in order
to prevent the pressure in any cargo tank from
exceeding the design pressure. The master shall be
provided with information regarding the maximum
permissible loading rate for each cargo tank and in the
case of combined venting systems, for each group of
cargo tanks.
CHAPTER - XI
ESCAPE
(79) Notification of crew. — (1) purpose: the purpose of this paragraph is to
notify crew of a fire for safe evacuation. For this purpose, a general
emergency alarm system and a public address system shall be provided.
(2) general emergency alarm system - a general emergency alarm
system required by regulation III/6.4.2 of International Convention
for the Safety of Life at Sea,1974 shall be used for notifying crew
of a fire.
(80) Means of escape. – (1) purpose: the pu rpose of this paragraph is to
provide means of escape so that persons onboard can safely and swiftly
escape to the lifeboat and life raft embarkation deck. For this purpose, the
following functional requirements shall be met
(a) safe escape routes shall be pr ovided;
(b) escape routes shall be maintained in a safe condition, clear of
obstacles; and
(c) additional aids for escape shall be provided as necessary to
ensure accessibility, clear marking, and adequate design for
emergency situations.
(2) general requireme nts —
(a) unless expressly provided otherwise in this paragraph, at least
two widely separated and ready means of escape shall be
provided from all spaces or group of spaces;
(b) lifts shall not be considered as forming one of the means of
escape as required b y this paragraph.
(3) means of escape from control stations, accommodation and service
spaces -
(a) general requirements —
(i) stairways and ladders shall be so arranged as to
provide ready means of escape to the lifeboat and
liferaft embarkation deck from crew accom modation
spaces and from spaces in which the crew is normally
employed, other than machinery spaces;
(ii) unless expressly provided otherwise in this
paragraph, a corridor, lobby, or part of a corridor from
which there is only one route of escape shall be
prohi bited. Dead -end corridors used in service areas
which are necessary for the practical utility of the ship,
such as fuel oil stations and athwartship supply
corridors, shall be permitted, provided such dead -end
corridors are separated from crew accommodatio n
areas. Also, a part of a corridor that has a depth not
exceeding its width is considered a recess or local
extension and is permitted;
(iii) all stairways in accommodation and service spaces
and control stations shall be of steel frame
construction except wher e the Director -General
sanctions the use of other equivalent material;
(iv) if a radiotelegraph station has no direct access to the
open deck, two means of escape from or access to,
the station shall be provided, one of which may be a
porthole or window of suff icient size or other means
to the satisfaction of the Director -General;
(v) doors in escape routes shall, in general, open in -way
of the direction of escape, except that —
(A) individual cabin doors may open into the cabins in order to
avoid injury to persons in t he corridor when the door is
opened; and
(B) doors in vertical emergency escape trunks may open out of
the trunk in order to permit the trunk to be used both for
escape and for access.
(b) means of escape in cargo ships —
(i) general - at all levels of accommodation there shall
be provided at least two widely separated means of
escape from each restricted space or group of
spaces;
(ii) escape from spaces below the lowest open deck -
below the lowest open deck the main means of
escape shall be a stairway and the second esc ape
may be a trunk or a stairway;
(iii) escape from spaces above the lowest open deck -
above the lowest open deck the means of escape
shall be stairways or doors to an open deck or a
combination thereof;
(iv) dead -end corridors - no dead -end corridors having a
lengt h of more than 7 m shall be accepted;
(v) width and continuity of escape routes - the width,
number and continuity of escape routes shall be in
accordance with the requirements in the fire safety
systems code; and
(vi) dispensation from two means of escape -
excep tionally the Director -General may dispense with
one of the means of escape, for crew spaces that are
entered only occasionally, if the required escape
route is independent of watertight doors.
(c) emergency escape breathing devices —
(i) emergency escape breathin g devices shall comply
with the fire safety systems code. Spare emergency
escape breathing devices shall be kept onboard;
(ii) all ships shall carry at least two emergency escape
breathing devices within accommodation spaces.
(4) means of escape from machinery spac es —
(a) means of escape on cargo ships from each machinery space
in cargo ships shall compl y with the following provisions —
(i) escape from machinery spaces of category A - except
as provided in sub - clause (ii) of clause (a) of sub -
paragraph (4), two means of e scape shall be provided
from each machinery space of category A. In particular,
one of the following provisions shall be complied with:
(A) two sets of steel ladders as widely separated as possible
leading to doors in the upper part of the space similarly
separated and from which access is provided to the open
deck. One of these ladders shall be located within a protected
enclosure that satisfies sub -clause (iii) of clause (b) of sub -
paragraph (2) of paragraph 76, category (4), from the lower
part of the spac e it serves to a safe position outside the
space. Self -closing fire doors of the same fire integrity
standards shall be fitted in the enclosure. The ladder shall be
fixed in such a way that heat is not transferred into the
enclosure through non -insulated f ixing points. The enclosure
shall have minimum internal dimensions of at least 800
millimeters x 800 millimeters, and shall have emergency
lighting provisions; or
(B) one steel ladder leading to a door in the upper part of the
space from which access is provi ded to the open deck and,
additionally, in the lower part of the space and in a position
well separated from the ladder referred to, a steel door
capable of being operated from each side and which provides
access to a safe escape route from the lower part of the space
to the open deck.
(ii) dispensation from two means of escape — in a ship of
less than 1,000 gross tonnage, the Director -General
may dispense with one of the means of escape required
under sub -clause (i) of clause (a) of sub -paragraph (4),
due regar d being paid to the dimension and disposition
of the upper part of the space. In addition, the means of
escape from machinery spaces of category A need not
comply with the requirement for an enclosed fire shelter
listed in item (A) of sub -clause (i) of cla use (a) of sub -
paragraph (4). In the steering gear space, a second
means of escape shall be provided when the emergency
steering position is located in that space unless there is
direct access to the open deck;
(iii) escape from machinery spaces other than those of
category A, from machinery spaces other than those of
category A, two escape routes shall be provided except
that a single escape route may be accepted for spaces
that are entered only occasionally, and for spaces where
the maximum travel distance to t he door is five (5)
meters or less;
(iv) inclined ladders and stairways — for ships constructed
on or after the 1st January, 2016, all inclined
ladders/stairways fitted to comply with sub -clause (i) of
clause (a) of sub -paragraph (4) with open treads in
machine ry spaces being part of or providing access to
escape routes but not located within a protected
enclosure shall be made of steel. Such
ladders/stairways shall be fitted with steel shields
attached to their undersides, such as to provide
escaping personnel protection against heat and flame
from beneath;
(v) escape from machinery control rooms in machinery
spaces of category "A", for ships constructed on or after
the 1st January, 2016, two means of escape shall be
provided from the machinery control room located within
a machinery space. At least one of these escape routes
shall provide a continuous fire shelter to a safe position
outside the machinery space;
(vi) escape from main workshops in machinery spaces of
category "A", for ships constructed on or after the 1st
January, 2016, two means of escape shall be provided
from the main workshop within a machinery space. At
least one of these escape routes shall provide a
continuous fire shelter to a safe position outside the
machinery space.
(b) emergency escape breathing de vices -
(i) on all ships, within the machinery spaces, emergency
escape breathing devices shall be situated ready for
use at easily visible places, which can be reached
quickly and easily at any time in the event of fire. The
location of emergency escape brea thing devices shall
take into account the layout of the machinery space
and the number of persons normally working in the
spaces;
(ii) the number and location of these devices shall be
indicated in the fire control plan required in clause (d)
of sub -paragraph ( 2) of paragraph 82;
(iii) emergency escape breathing devices shall comply
with the fire safety systems code.
(5) means of escape from ro -ro spaces — at least two means
of escape shall be provided in ro -ro spaces where the crew are
normally employed. The escape route s shall provide a safe escape
to the lifeboat and liferaft embarkation decks and shall be located
at the fore and aft ends of the space.
CHAPTER - XII
OPERATIONAL REQUIREMENTS
(81) Operational readiness and maintenance . — (1) the purpose of this
paragraph is to maintain and monitor the effectiveness of the fire safety
measures the ship is provided with. For this purpose, the following functional
requirements shall be met -
(a) fire protection systems and fire -fighting systems and appliances shall
be maintained read y for use; and
(b) fire protection systems and fire -fighting systems and appliances shall
be properly tested and inspected.
(2) general requirements — (a) at all times while the ship is in
service, the requirements of clause (a) of sub -paragraph (1)
shall be comp lied with. A ship is not in service when -
(i) it is in for repairs or lay -up (either at anchor or in port) or
in dry -dock;
(ii) it is declared not in service by the owner or the owner’s
representative; and
(b) operational readiness
(i) the following fire protection sys tems shall be kept in
good order so as to ensure their required
performance if a fire occurs:
(A) structural fire protection including fire -resisting
divisions, and protection of openings and
penetrations in these divisions;
(B) fire detection and fire alarm sys tems; and
(C) means of escape systems and appliances.
(ii) fire-fighting systems and appliances shall be kept in
good working order and readily available for
immediate use. Portable extinguishers which have
been discharged shall be immediately recharged or
replac ed with an equivalent unit.
(c) maintenance, testing and inspections —
(i) maintenance, testing, and inspections shall be
carried out in accordance with the guidelines
developed by the organisation and as may be
specified by the Director -General from time to time ,
having due regard to the organisation’s guidelines,
codes, equipment manufacturers’ recommended
maintenance schedules, and any other relevant
stakeholder recommendations, so as to ensure the
reliability of fire -fighting systems and appliances. The
Direct or-General may also specify, from time to time,
the conditions for approval of service providers for the
maintenance, testing and inspection of fire -fighting
systems and appliances;
(ii) the maintenance plan shall be kept on board the ship
and shall be availabl e for inspection whenever
required by the Director -General;
(iii) the maintenance plan shall include at least the
following fire protection systems and fire -fighting
systems and appliances, where installed —
(A) fire mains, fire pumps and hydrants including hoses,
nozzles and international shore connections;
(B) fixed fire detection and fire alarm systems;
(C) fixed fire -extinguishing systems and other fire
extinguishing appliances;
(D) automatic sprinkler, fire detection and fire alarm
systems;
(E) ventilation systems includin g fire and smoke
dampers, fans and their controls;
(F) emergency shutdown of fuel supply;
(G) fire doors, including their controls;
(H) general emergency alarm systems;
(I) emergency escape breathing devices;
(J) portable fire extinguishers including space charges;
and
(K) fire-fighter’s outfits.
(d) the maintenance program may be computer -based.
(3) additional requirements for tankers —
(a) in addition to the fire protection systems and appliances
listed in sub -clause (iii) of clause (c) of sub -paragraph (2)
tankers shall develop a m aintenance plan for:
(i) inert gas systems;
(ii) deck foam systems;
(iii) fire safety arrangements in cargo pump rooms; and
(iv) flammable gas detectors.
(82) Instructions, on -board training and drills. — (1) the purpose of this
paragraph is to mitigate the consequences of fi re by means of proper
instructions for training and drills of persons on board in correct
procedures under emergency conditions. For this purpose, the crew shall
have the necessary knowledge and skills to handle fire emergency cases,
including passenger ca re.
(2) general requirements —
(a) instructions, duties and organisation —
(i) crew members shall receive instruction on fire safety
on board the ship;
(ii) crew members shall receive instructions on their
assigned duties;
(iii) parties responsible for fire -extinguishing shall be
organized. These parties shall have the capability to
complete their duties at all times while the ship is in
service.
(b) on-board training and drills —
(i) crew members shall be trained to be familiar with the
arrangements of the ship as well as the locati on and
operation of any fire -fighting systems and appliances
that they may be called upon to use;
(ii) training in the use of the emergency escape breathing
devices shall be considered as part of on -board
training;
(iii) performance of crew members assigned fire -fighting
duties shall be periodically evaluated by conducting
on-board training and drills to identify areas in need
of improvement, to ensure competency in fire -fighting
skills is maintained, and to ensure the operational
readiness of the fire -fighting organ isation ;
(iv) on-board training in the use of the ship’s fire -
extinguishing systems and appliances shall be
planned and conducted in accordance with provisions
of regulation III/19.4.1 of International Convention for
the Safety of Life at Sea,1974;
(v) fire drills shall be conducted and recorded in
accordance with the provisions of regulations III/19.3
and III/19.5 of International Convention for the Safety
of Life at Sea,1974; and
(vi) an onboard means of recharging breathing apparatus
cylinders used during drills shal l be provided or a
suitable number of spare cylinders shall be carried
onboard to replace those used.
(c) training manuals -
(i) a training manual shall be provided in each crew mess
room and recreation room or in each crew cabin;
(ii) the training manual shall be wr itten in the working
language of the ship.
(iii) the training manual, which may comprise several
volumes, shall contain the instructions and information
required in sub -clause (iv) of clause (c) in easily
understood terms and illustrated wherever possible.
Any part of such information may be provided in the
form of audio -visual aids in lieu of the manual;
(iv) the training manual shall explain the following in
detail —
(A) general fire safety practice and precautions related to the
dangers of smoking, electrical hazards, flammable liquids
and similar common shipboard hazards;
(B) general instructions on fire -fighting activities and fire -fighting
procedures including procedures for notification of a fire and
use of manually operated call points;
(C) meanings of the ship’s alarms;
(D) operation and use of fire -fighting systems and appliances;
(E) operation and use of fire doors;
(F) operation and use of fire and smoke dampers; and
(G) escape systems and appliances.
(d) fire control plans —
(i) general arrangement plans shall be permanently
exhibite d for the guidance of the ship’s officers,
showing clearly for each deck the control stations, the
various fire sections enclosed by “A” class divisions,
the sections enclosed by “B” class divisions together
with particulars of the fire detection and fir e alarm
systems, the sprinkler installation, the fire -
extinguishing appliances, means of access to
different compartments, decks, etc., and the
ventilating system including particulars of the fan
control positions, the position of dampers and
identificatio n numbers of the ventilating fans serving
each section. Alternatively, at the discretion of the
Director -General, the aforementioned details may be
set out in a booklet, a copy of which shall be supplied
to each officer, and one copy shall at all times be
available on board in an accessible position. Plans
and booklets shall be kept up to date; any alterations
thereto shall be recorded as soon as practicable.
Description in such plans and booklets shall be in the
language or languages required by the Direct or-
General. If the language is neither English nor Hindi,
a translation into one of those languages shall be
included.
(ii) a duplicate set of fire control plans or a booklet
containing such plans shall be permanently stored in
a prominently marked weathertigh t enclosure outside
the deckhouse for the assistance of shore -side fire -
fighting personnel.
(83) Operations . — (1) the purpose of this paragraph is to provide information
and instructions for proper ship and cargo handling operations in relation
to fire safety . For this purpose, the following functional requirements shall
be met —
(a) fire safety operational booklets shall be provided on board;
and
(b) flammable vapour releases from cargo tank venting shall
be controlled.
(2) fire safety operation booklets —
(a) the requir ed fire safety operational booklet shall contain the
necessary information and instructions for the safe operation
of the ship and cargo handling operations in relation to fire
safety. The booklet shall include information concerning the
crew’s responsibil ities for the general fire safety of the ship
while loading and discharging cargo and while underway.
Necessary fire safety precautions for handling general
cargoes shall be explained. For ships carrying dangerous
goods and flammable bulk cargoes, the fire safety operational
booklet shall also provide reference to the pertinent fire -
fighting and emergency cargo handling instructions contained
in the Code of Safe practice for solid bulk cargoes, the
international bulk chemical code, the international gas car rier
code and the international maritime dangerous goods code,
International Maritime Solid Bulk Cargoes(IMSBC) code as
appropriate.
(b) the fire safety operational booklet shall be provided in each
crew mess room and recreation room or in each crew cabin.
(c) the fire safety operational booklet shall be written in the
working language of the ship.
(d) the fire safety operational booklet may be combined with the
training manuals required in sub -clause (iii) of clause(b) of
sub-paragraph (2) of paragraph 82.
(3) additio nal requirements for tankers —
(a) general — the fire safety operational booklet referred to in
sub-paragraph (2) shall include provisions for preventing fire
spread to the cargo area due to ignition of flammable
vapours and include procedures of cargo tank ga s-purging
or gas -freeing, taking into account the provisions in clause
(b) of sub -paragraph (3);
(b) procedures for cargo tank purging or gas -freeings —
(i) when the ship is provided with an inert gas system, the
cargo tanks shall first be purged in accordance wit h the
provisions of clause (f) of sub -paragraph (5) of
paragraph 71 until the concentration of hydrocarbon
vapours in the cargo tanks has been reduced to less
than two (2) per cent. by volume. Thereafter, gas -
freeing may take place at the cargo tank deck l evel.
(ii) when the ship is not provided with an inert gas system,
the operation shall be such that the flammable vapour
is discharged initially through:
(A) the vent outlets as specified in sub -clause (iv) of clause (c) of
sub-paragraph (5) of paragraph 71;
(B) outlets at least two (2) meters above the cargo tank deck level
with a vertical efflux velocity of at least thirty (30) meters per
second maintained during the gas -freeing operation; or
(C) outlets at least two (2) meters above the cargo tank deck level
with a ve rtical efflux velocity of at least twenty (20) meters per
second and which are protected by suitable devices to
prevent the passage of flame.
(iii) the above outlets shall be located not less than ten (10)
meters, measured horizontally, from the nearest air
intakes and openings to enclosed spaces containing a
source of ignition and from deck machinery, which may
include anchor windlass and chain locker openings,
and equipment which may constitute an ignition
hazard;
(iv) when the flammable vapour concentration at the outlet
has been reduced to thirty (30) per cent. of the lower
flammable limit, gas -freeing may be continued at cargo
tank deck level.
(c) operation of inert gas system —
(i) the inert gas system for tankers required in
accordance with sub -clause (i) of clause ( e) of sub -
paragraph (5) of paragraph 71 shall be so operated as
to render and maintain the atmosphere of the cargo
tanks non -flammable, except when such tanks are
required to be gas -free;
(ii) the above, for chemical tankers, the application of inert
gas, may t ake place after the cargo tank has been
loaded, but before commencement of unloading and
shall continue to be applied until that cargo tank has
been purged of all flammable vapours before gas -
freeing. Only nitrogen is acceptable as inert gas under
this pro vision;
(iii) the provisions of this paragraph shall only apply to
tankers constructed on or after the 1st January, 2016.
If the oxygen content of the inert gas exceeds five (5)
per cent. by volume, immediate action shall be taken
to improve the gas quality. Unl ess the quality of the
gas improves, all operations in those cargo tanks to
which inert gas is being supplied shall be suspended
so as to avoid air being drawn into the cargo tanks, the
gas regulating valve, if fitted, shall be closed and the
off-specifica tion gas shall be vented to atmosphere;
(iv) in the event that the inert gas system is unable to meet
the requirement in clause (i) of sub -paragraph (c) of
this paragraph and it has been assessed that it is
impractical to effect a repair, then cargo discharge a nd
cleaning of those cargo tanks requiring inerting shall
only be resumed when suitable emergency
procedures have been followed, taking into account
guidelines developed by the organisation .
CHAPTER - XIII
ALTERNATIVE DESIGN AND ARRANGEMENTS
(84) Alternative de sign and arrangements. — (1) the purpose of this
paragraph is to provide a methodology for alternative design and
arrangements for fire safety.
(2) general –
(a) fire safety design and arrangements may devi ate from the
prescriptive requirements set out in these paragraphs,
provided that the design and arrangements meet the fire
safety objectives and the functional requirements.
(b) when fire safety design or arrangements deviate from the
prescriptive requirements of these paragraphs, engineering
analysis, evaluation and approval of the alternative design
and arrangements shall be carried out in accordance with
this paragraph.
(3) engineering analysis - the engineering analysis shall be
prepared and submitted to the Director -General, based on
the guidelines developed by the organisation, and shall
include, as a minimum, the following elements:
(a) determination of the ship type and space(s) concerned;
(b) identification of prescriptive requirement(s) with which the
ship or the space(s) shall not comply;
(c) identification of the f ire and explosion hazards of the ship or
the space(s) concerned including;
(i) identification of the possible ignition sources;
(ii) identification of the fire growth potential of each space
concerned;
(iii) identification of the smoke and toxic effluent generation
potential for each space concerned;
(iv) identification of the potential for the spread of fire,
smoke or of toxic effluents from the space(s) concerned
to other spaces;
(d) determination of the required fire safety performance criteria
for the ship or the space( s) concerned addressed by the
prescriptive requirement(s) in particular —
(i) performance criteria shall be based on the fire safety
objectives and on the functional requirements of this
paragraph;
(ii) performance criteria shall provide a degree of safety not
less than that achieved by using the prescriptive
requirements; and
(iii) performance criteria shall be quantifiable and
measurable;
(e) detailed description of the alternative design and
arrangements, including a list of the assumptions used in the
design and any proposed operational restrictions or
conditions; and
(f) technical justification demonstrating that the alternative
design and arrangements meet the required fire safety
performance criteria.
(4) evaluation of the alternative design and arrange ments —
(a) the engineering analysis required in sub -paragraph (3) shall
be evaluated and approved by the Director -General taking
into account the guidelines developed by the organisation .
(b) a copy of the documentation, as approved by the Director -
General, in dicating that the alternative design and
arrangements comply with this paragraph shall be carried on
board the ship.
(5) exchange of information, the Director -General may
communicate to the organisation pertinent information
concerning alternative design and arrangements approved by
them for circulation to all Contracting Governments.
(6) re-evaluation due to change of conditions, if the assumptions
and operational restrictions that were stipulated in the
alternative design and arrangements are changed, the
engineering analysis shall be carried out under the changed
condition and shall be approved by the Director -General.
CHAPTER - XIV
SPECIAL REQUIREMENTS
(85) Helicopter facilities. – (1) purpose - the purpose of this paragraph is to
provide additional measures in order to address the fire safety objectives
for ships fitted with special facilities for helicopters. For this purpose, the
following functional requirements shall be met —
(a) helideck structure must be adequate to protect the ship from the
fire hazards associated with helicopter operations;
(b) fire-fighting appliances shall be provided to adequately protect the
ship from the fire hazards associated with helicopter operations;
(c) refuelling and hangar facili ties and operations shall provide the
necessary measures to protect the ship from the fire hazards
associated with helicopter operations; and
(d) operation manuals and training shall be provided.
(2) application —
(a) in addition to complying with the requirements o f paragraphs,
as appropriate, ships equipped with helidecks shall comply
with the requirements of this paragraph.
(b) where helicopters land or conduct winching operations on an
occasional or emergency basis on ships without helidecks,
fire-fighting equipment fitted in accordance with the
requirements in these paragraphs may be used. This
equipment shall be made readily available in close proximity
to the landing or winching areas during helicopter operations.
(c) notwithstanding the requirements of sub -paragraph (2) above,
ships constructed on or after the 1st January, 2020, having a
helicopter landing area, shall be provided with foam
firefighting appliances which comply with the relevant
provisions of chapter 17 of the fire safety systems code.
(3) structure —
(a) const ruction of steel or other equivalent material — in general,
the construction of the helidecks shall be of steel or other
equivalent materials. If the helideck forms the deck head of a
deckhouse or superstructure, it shall be insulated to “A -60”
class stand ard;
(b) construction of aluminum or other low melting point metals —
if the Director -General permits aluminum or other low melting
point metal construction that is not made equivalent to steel,
the following provisions shall be satisfied —
(i) if the platform is cantilevered over the side of the ship,
after each fire on the ship or on the platform, the
platform shall undergo a structural analysis to
determine its suitability for further use; and
(ii) if the platform is located above the ship’s deckhouse
or similar str ucture, the following conditions shall be
satisfied: —
(A) the deckhouse top and bulkheads under the platform
shall have no openings;
(B) windows under the platform shall be provided with steel
shutters; and
(C) after each fire on the platform or in close proximity , the
platform shall undergo a structural analysis to
determine its suitability for further use.
(4) means of escape — a helideck shall be provided with both
a main and an emergency means of escape and access for
firefighting and rescue personnel. These sha ll be located as far
apart from each other as is practicable and preferably on opposite
sides of the helideck.
(5) fire-fighting appliances —
(a) in close proximity to the helideck, the following fire -fighting
appliances shall be provided and stored near the means of
access to that helideck:
(i) at least two dry powder extinguishers having a total
capacity of not less than forty -five (45) kilograms;
(ii) carbon dioxide extinguishers of a total capacity of not
less than eighteen (18) kilograms kg or equivalent;
(iii) a suitable foam application system consisting of
monitors or foam making branch pipes capable of
delivering foam to all parts of the helideck in all
weather conditions in which helicopters can operate.
The system shall be capable of delivering a discharge
rate as re quired in table 5 for at least five minutes;
TABLE 5
Foam discharge rates
Category Helicopter overall length Discharge rate foam solution ( l/min)
H1 up to but not including 15m 250
H2 from 15m up to but not including 24m 500
H3 from 24m up to but not including 35m 800
(iv) the principal agent shall be suitable for use with salt
water and conform to performance standards not
inferior to those acceptable to the organisation ;
(v) at least two nozzles of an approved dual -purpose
type (jet/spray) and hoses sufficient to reach any
part of the helideck;
(vi) in lieu of the requirements of sub -clause (iii) of
clause (a) of sub -paragraph (5) through sub -clause
(v) of clause (a) of sub -paragraph (5), on ships
constructed on or after the 1st January, 2020 having
a he lideck, foam firefighting appliances which
comply with the provisions of the fire safety systems
code;
(vii) in addition to the requirements of sub -paragraph
(10) of paragraph 77, two sets of fire -fighter’s
outfits; and
(viii) at least the following equipment shall be stored in a
manner that provides for immediate use and
protection from the elements: —
(A) adjustable wrench
(B) blanket, fire resistant;
(C) cutters, bolt, sixty (60) centimeters;
(D) hook, grab or salving;
(E) hacksaw, heavy duty complete with six spare
blades;
(F) ladde r;
(G) lift line five (5) millimeters diameter × fifteen (15)
meters in length;
(H) pliers, side -cutting;
(I) set of assorted screwdrivers; and
(J) harness knife complete with sheath.
(6) drainage facilities — drainage facilities in way of helidecks
shall be constructed of steel and shall lead directly overboard
independent of any other system and shall be designed so
that drainage does not fall onto any part of the ship.
(7) helicopter refueling and hangar facilities — where the ship has
helicopter refueling and hangar facil ities, the following
requirements shall be complied with:
(a) a designated area shall be provided for the storage of fuel
tanks which shall be —
(i) as remote as is practicable from accommodation spaces,
escape routes and embarkation stations; and
(ii) isolated from a reas containing a source of vapour ignition;
(b) the fuel storage area shall be provided with arrangements
whereby fuel spillage may be collected and drained to a safe
location;
(c) tanks and associated equipment shall be protected against
physical damage and fr om a fire in an adjacent space or area;
(d) where portable fuel storage tanks are used, special attention
shall be given to:
(i) design of the tank for its intended purpose;
(ii) mounting and securing arrangements;
(iii) electric bonding; and
(iv) inspection procedures;
(e) storage tank fuel pumps shall be provided with means which
permit shutdown from a safe remote location in the event of a
fire. Where a gravity fuelling system is installed, equivalent
closing arrangements shall be provided to isolate the fuel
source;
(f) the fue l pumping unit shall be connected to one tank at a time.
The piping between the tank and the pumping unit shall be of
steel or equivalent material, as short as possible, and
protected against damage;
(g) electrical fuel pumping units and associated control
equipment shall be of a type suitable for the location and
potential hazards;
(h) fuel pumping units shall incorporate a device which shall
prevent over -pressurisation of the delivery or filling hose;
(i) equipment used in refuelling operations shall be electrical ly
bonded;
(j) no smoking signs shall be displayed at appropriate locations
prescribed as “NO SMOKING”;
(k) hangar, refuelling and maintenance facilities shall be treated
as category ‘A’ machinery spaces with regard to structural fire
protection, fixed fire -extinguishing and detection system
requirements;
(l) enclosed hangar facilities or enclosed spaces containing
refuelling installations shall be provided with mechanical
ventilation, as required by sub -paragraph (3) of paragraph 80
for closed ro -ro spaces of carg o ships. Ventilation fans shall
be of non -sparking type; and
(m) electric equipment and wiring in enclosed hangar or enclosed
spaces containing refuelling installations shall comply with
paragraphs of clauses (b),(c),(d) of sub -paragraph(3) of
paragraph 87.
(8) operations manual and fire -fighting service —
(a) each helicopter facility shall have an operations manual,
including a description and a checklist of safety precautions,
procedures and equipment requirements. This manual may
be part of the ship’s emergency r esponse procedures.;
(b) the procedures and precautions to be followed during
refuelling operations shall be in accordance with recognized
safe practices and contained in the operations manual;
(c) fire-fighting personnel, consisting of at least two persons
trained for rescue and fire -fighting duties, and fire -fighting
equipment shall be immediately available at all times when
helicopter operations are expected;
(d) fire-fighting personnel shall be present during refuelling
operations. However, the fire -fighting perso nnel shall not be
involved with refuelling activities;
(e) on-board refresher training shall be carried out and
additional supplies of fire fighting media shall be provided for
training and testing of the equipment.
(86) Carriage of dangerous goods . — (1) purpose : the purpose of this
paragraph is to provide additional safety measures in order to address
the fire safety objectives for ships carrying dangerous goods. For this
purpose, the following functional requirements shall be met -
(a) fire protection systems sha ll be provided to protect the ship
from the added fire hazards associated with carriage of
dangerous goods;
(b) dangerous goods shall be adequately separated from
ignition sources; and
(c) appropriate personnel protective equipment shall be
provided for the haza rds associated with the carriage of
dangerous goods.
(2) general requirements —
(a) in addition to complying with the requirements of paragraphs
in Chapters II,III, IV and V and paragraphs 85 and 87 as
appropriate, ship types and cargo spaces, referred to in
claus e (b) of sub -paragraph (2), intended for the carriage of
dangerous goods shall comply with the requirements of this
paragraph, as appropriate, except when carrying dangerous
goods in limited quantities and excepted quantities unless
such requirements have already been met by compliance
with the requirements elsewhere in these paragraphs. The
types of ships and modes of carriage of dangerous goods
are referred to in clause (b) of sub -paragraph (2) and in
Table 6. Cargo ships of less than 500 gross tonnage sh all
comply with this paragraph, but Director -Generals may
reduce the requirements, and such reduced requirements
shall be recorded in the document of compliance referred to
in sub -paragraph (4).
(b) the following ship types and cargo spaces shall govern the
application of Tables 6 and 7 —
(i) ships and cargo spaces not specifically designed for
the carriage of freight containers, but intended for the
carriage of dangerous goods in packaged form
including goods in freight containers and portable
tanks;
(ii) purpose -built container ships and cargo spaces
intended for the carriage of dangerous goods in
freight containers and portable tanks;
(iii) ro-ro ships and ro -ro spaces intended for the carriage
of dangerous goods;
(iv) ships and cargo spaces intended for the carriage of
solid dangerous goods in bulk; and
(v) ships and cargo spaces intended for carriage of
dangerous goods other than liquids and gases in bulk
in shipborne barges.
(3) special requirements — unless otherwise specified, the
following requirements shall govern the applic ation of Tables
6,7 and 8 to both “on -deck” and “under -deck” stowage of
dangerous goods where the numbers of the following sub -
paragraphs are indicated in the first column of the tables.
(a) water supplies —
(i) arrangements shall be made to ensure immediate
availability of a supply of water from the fire main at
the required pressure either by permanent
pressurization or by suitably placed remote
arrangements for the fire pumps;
(ii) the quantity of water delivered shall be capable of
supplying four nozzles of a s ize and at pressures as
specified in sub -paragraph (2) of paragraph 77
capable of being trained on any part of the cargo
space when empty. This amount of water may be
applied by equivalent means to the satisfaction of the
Director -General;
(iii) means shall be p rovided for effectively cooling the
designated underdeck cargo space by at least five (5)
liters per min of the horizontal area of cargo spaces,
either by a fixed arrangement of spraying nozzles or
flooding the cargo space with water. Hoses may be
used for this purpose in small cargo spaces and in
small areas of larger cargo spaces at the discretion
of the Director -General. However, the drainage and
pumping arrangements shall be such as to prevent
the build -up of free surfaces. The drainage system
shall be sized to remove no less than 125 per cent. of
the combined capacity of both the water spraying
system pumps and the required number of fire hose
nozzles. The drainage system valves shall be
operable from outside the protected space at a
position in the vic inity of the extinguishing system
controls. Bilge wells shall be of sufficient holding
capacity and shall be arranged at the side shell of the
ship at a distance from each other of not more than
forty (40) minutes in each watertight compartment. If
this is not possible, the adverse effect upon stability
of the added weight and free surface of water shall be
taken into account to the extent deemed necessary
by the Director -General in its approval of the stability
information;
(iv) provision to flood a designated under -deck cargo
space with suitable specified media may be
substituted for the requirements in sub -clause (iii) of
clause (a) of sub -paragraph (3); and
(v) the total required capacity of the water supply shall
satisfy sub - clauses (ii) and (iii) of clause(a) of sub -
paragraph (3), if applicable, simultaneously
calculated for the largest designated cargo space.
The capacity requirements of sub -clause (ii) of clause
(a) of sub -paragraph (3) shall be met by the total
capacity of the main fire pump(s), not includin g the
capacity of the emergency fire pump, if fitted. If a
drencher system is used to satisfy sub -clause (iii) of
clause (a) of sub -paragraph (3), the drencher pump
shall also be taken into account in this total capacity
calculation.
(b) sources of ignition — electrical equipment and wiring shall
not be fitted in enclosed cargo spaces or vehicle spaces
unless it is essential for operational purposes in the opinion
of the Director -General. However, if electrical equipment is
fitted in such spaces, it shall be o f a certified safe type for
use in the dangerous environments to which it may be
exposed unless it is possible to completely isolate the
electrical system (e.g. by removal of links in the system,
other than fuses). Cable penetrations of the decks and
bulkh eads shall be sealed against the passage of gas or
vapour. Through runs of cables and cables within the cargo
spaces shall be protected against damage from impact. Any
other equipment which may constitute a source of ignition of
flammable vapour shall not be permitted.
(c) detection system — ro-ro spaces shall be fitted with a fixed
fire detection and fire alarm system complying with the
requirements of the fire safety systems code. All other types
of cargo spaces shall be fitted with either a fixed fire
detect ion and fire alarm system or a sample extraction
smoke detection system complying with the requirements of
the fire safety systems code. If a sample extraction smoke
detection system is fitted, particular attention shall be made
to paragraph 2.1.3 in chapt er 10 of the fire safety systems
code in order to prevent the leakage of toxic fumes into
occupied areas.
(d) ventilation arrangement —
(i) adequate power ventilation shall be provided in
enclosed cargo spaces. The arrangement shall be
such as to provide for at le ast six air changes per hour
in the cargo space based on an empty cargo space and
for removal of vapours from the upper or lower parts of
the cargo space, as appropriate;
(ii) the fans shall be such as to avoid the possibility of
ignition of flammable gas/air m ixtures. Suitable wire
mesh guards shall be fitted over inlet and outlet
ventilation openings;
(iii) natural ventilation shall be provided in enclosed cargo
spaces intended for the carriage of solid dangerous
goods in bulk, where there is no provision for
mecha nical ventilation.
(e) bilge pumping —
(i) where it is intended to carry flammable or toxic liquids
in enclosed cargo spaces, the bilge pumping system
shall be designed to protect against inadvertent
pumping of such liquids through machinery space
piping or pump s. Where large quantities of such
liquids are carried, consideration shall be given to the
provision of additional means of draining those cargo
spaces;
(ii) if the bilge drainage system is additional to the
system served by pumps in the machinery space,
the capacity of the system shall be not less than 10
cubic meters per hour (m3/h) per cargo space served.
If the additional system is common, the capacity need
not exceed 25 cubic meters per hour (m3/h). The
additional bilge system need not be arranged with
redundancy;
(iii) whenever flammable or toxic liquids are carried, the
bilge line into the machinery space shall be isolated
either by fitting a blank flange or by a closed lockable
valve;
(iv) enclosed spaces outside machinery spaces
containing bilge pumps serving c argo spaces
intended for carriage of flammable or toxic liquids
should be fitted with separate mechanical ventilation
giving at least 6 air changes per hour. If the space
has access from another enclosed space, the door
shall be self -closing;
(v) if bilge dra inage of cargo spaces is arranged by
gravity drainage, the drainage shall be either led
directly overboard or to a closed drain tank located
outside the machinery spaces. The tank shall be
provided with a vent pipe to a safe location on the
open deck. Drai nage from a cargo space into bilge
wells in a lower space is only permitted if that space
satisfies the same requirements as the cargo space
above.
(f) personnel protection —
(i) four sets of full protective clothing, resistant to
chemical attack, shall be provi ded in addition to the
fire-fighter’s outfits required by sub -paragraph (10) of
paragraph 77 and shall be selected taking into
account the hazards associated with the chemicals
being transported and the standards developed by
the organisation according to the class and physical
state. The protective clothing shall cover all skin, so
that no part of the body is unprotected.
(ii) at least two self -contained breathing apparatuses
additional to those required by paragraph 77 shall be
provided. Two spare charges sui table for use with the
breathing apparatus shall be provided for each
required apparatus.
(g) portable fire extinguishers — portable fire extinguishers with
a total capacity of at least twelve (12) kilograms of dry
powder or equivalent shall be provided for t he cargo spaces.
These extinguishers shall be in addition to any portable fire
extinguishers required elsewhere in these rules.
(h) insulation of machinery space boundaries -— bulkheads
forming boundaries between cargo spaces and machinery
spaces of category A shall be insulated to “A -60” class
standard, unless the dangerous goods are stowed at least
three (3) meters horizontally away from such bulkheads.
Other boundaries between such spaces shall be insulated
to “A -60” class standard
(i) water spray system — each open ro -ro space having a deck
above it and each space deemed to be a closed ro -ro space
not capable of being sealed, shall be fitted with an approved
fixed pressure water -spraying system for manual operation
which shall protect all parts of any deck and v ehicle platform
in the space, except that the Director -General may permit
the use of any other fixed fire -extinguishing system that has
been shown by full -scale test to be no less effective.
However, the drainage and pumping arrangements shall be
such as t o prevent the build -up of free surfaces. The
drainage system shall be sized to remove no less than 125
per cent. of the combined capacity of both the water spraying
system pumps and the required number of fire hose nozzles.
The drainage system valves shall be operable from outside
the protected space at a position in the vicinity of the
extinguishing system controls. Bilge wells shall be of
sufficient holding capacity and shall be arranged at the side
shell of the ship at a distance from each other of not m ore
than forty (40) meters in each watertight compartment. If this
is not possible the adverse effect upon stability of the added
weight and free surface of water shall be taken into account
to the extent deemed necessary by the Director -General in
its app roval of the stability information.
(j) separation of ro -ro spaces —
(i) in ships having ro -ro spaces, a separation shall be
provided between a closed ro -ro space and an
adjacent open ro -ro space. The separation shall be
such as to minimize the passage of dangero us
vapours and liquids between such spaces.
Alternatively, such separation need not be provided
if the ro -ro space is considered to be a closed cargo
space over its entire length and fully complies with
the relevant special requirements of this paragraph.
(ii) in ships having ro -ro spaces, a separation shall be
provided between a closed ro -ro space and the
adjacent weather deck. The separation shall be
such as to minimize the passage of dangerous
vapours and liquids between such spaces.
Alternatively, a separati on need not be provided if
the arrangements of the closed ro -ro spaces are in
accordance with those required for the dangerous
goods carried on adjacent weather decks.
(4) Document of compliance -
(a) The Director -General shall provide the ship with an
appropri ate document as evidence of compliance of
construction and equipment with the requirements of this
paragraph. Certification for dangerous goods, except solid
dangerous goods in bulk, is not required for those cargoes
specified as class 6.2 and 7, as define d in regulation VII/2,
of International Convention for the Safety of Life at Sea,1974
and dangerous goods in limited quantities and excepted
quantities
TABLE 6
Application of the requirements to different modes of dangerous carriage
Where X appears in Table 2 it means this requirement is applicable to all classes of dangerous
goods as given in th e appropriate line of Table 3 , except as indicated by the notes.
Paragraph
83(2)(b) (1) (2) (3) (4) (5)
Paragraph
83 Weather
decks (1)
to (5)
inclusive Not
specifically
designed Container
cargo
spaces Closed
ro-ro
spaces5 Open
ro-ro
spaces Solid dangerous
goods in bulk Shipbourne
barges
(3)(a)(i) X X X X X For application of
requirements of
paragraph 86 to
different classes of
dangerous goods,
see Table 7 X
(3)(a)(ii) X X X X X -
(3)(a)(iii) - X X X X X
(3)(a)(iv) - X X X X X
(3)(b) - X X X X X4
(3)(C) - X X X - X4
(3)(d)(i) - X X1 X - X4
(3)(d)(ii) - X X1 X - X4
(3)(e) - X X X - -
(3)(f)(i) X X X X X -
(3)(f)(ii) X X X X X -
(3)(g) X X - - X -
(3)(h) X X X2 X X -
(3)(i) - - - X3 X -
(3)(j)(i) - - - X - -
(3)(j)(ii) - - - X - -
Notes:
1. For classes 4 and 5.1 solids not applicable to closed freight containers. For classes 2, 3, 6.1 and 8
when carried in closed freight containers, the ventilation rate may be reduced to not less than two
air changes per hour. For classes 4 and 5.1 liquids when carried in closed freight containers, the
ventilation rate may be reduced to not less than two air changes per hour. For the purpose of this
requirement, a portable ta nk is a closed freight container
2. Applicable to decks only.
3. Applies only to closed ro -ro spaces, not capable of being sealed.
4. In the special case where the barges are capable of containing flammable vapours or
alternatively if they are capable of discharging flammable vapours to a safe space outside the barge
carrier compartment by means of ventilation ducts connected to the barges, these requirements
may be reduced or waived to the satisfaction of the Central Government.
5. Special category spac es shall be treated as closed ro -ro spaces when dangerous goods are
carried.
TABLE 7
Application of the requirements to different classes of dangerous goods for ships
Class 4.1 4.2 4.36 5.1 6.1 8 9
Paragraph 83
(3)(a)(i) X X - X - - X
(3)(a)(ii) X X - X - - X
(3)(b) X X7 X X8 - - X8
(3)(d)(i) - X7 X - - - -
(3)(d)(ii) X9 X7 X X7.9 - - X7.9
(3)(d)(iii) X X X X X X X
(3)(f) X X X X X X X
(3)(h) X X X X7 - - X10
Notes:
6. The hazards of substances in this class which may be carried i n bulk are such that special
consideration must be given by the Director -General to the construction and equipment of the ship
involved in addition to meeting the requirements enumerated in this table.
7. Only applicable to Seedcake containing solvent ext ractions, to Ammonium nitrate and to
Ammonium nitrate fertilizers.
8. Only applicable to Ammonium nitrate and to Ammonium nitrate fertilizers. However, a degree of
protection in accordance with standards contained in the International Electrotechnical Com mission
publication 60079, Electrical Apparatus for Explosive Gas Atmospheres, is sufficient.
9. Only suitable wire mesh guards are required.
10. The requirements of the International Maritime Solid Bulk Cargoes (IMSBC) Code, as amended,
are sufficient.
TABLE 8
Application of the requirements to different classes of dangerous goods except
Class 1.
to
1.
6 1.4
S 2.
1 2.
2 2.3
flam
m-
able20 2.3
non-
flam
m-
able 3
FP1
<
23°
C 3
FP1
≥
23°
C
to
≤
60°
C 4.
1 4.
2 4.3
liq
u-
ids2
1 4.3
soli
d 5.
1 5.2
16 6.1
liqui
ds
FP15
< 23°
C 6.1
liqui
ds
FP15
≥
23°C
to
≤
60°C 6.1
liq
u-
ids 6.1
soli
ds 8
liqui
ds
FP15
< 23°
C 8
liqui
ds
FP15
≥
23°C
to
≤
60°C 8
liq
u-
ids 8
soli
ds 9
Paragra
ph 83
(3)(a)(i) x x x x x x x x x x x x x x x x x x x x x x x
(3)(a)(ii) x x x x x x x x x x x x x x x x x x x x x x -
(3)(a)(iii
) x - - - - - - - - - - - - - - - - - - - - - -
(3)(a)(iv
) x - - - - - - - - - - - - - - - - - - - - - -
(3)(b) x - x - x - x - - - x18 - - - x - - - x - - - x17
(3)(c) x x x x - x x x x x x x x - x x x x x x x x -
(3)(d)(ii
) - - x - - x x - x11 x11 x x x11 - x x - x11 x x - - x11
(3)(d)(iii
) - - x - - - x - - - - - - - x - - - x - - - x17
(3)(e) - - - - - - x - - - - - - - x x x - x x19 x19 - -
(3)(f) - - x x x x x x x x x x x x x x x x x x x x x14
(3)(g) - - - - - - x x x x x x x - x x - - x x - - -
(3)(h) x1
2 - x x x x x x x x x x x13 x x x - - x x - - -
(3)(i) x x x x x x x x x x x x x x x x x x x x x x x
(3)(j)(i) x x x x x x x x x x x x x x x x x x x x x x x
(3)(j) (k) x x x x x x x x x x x x x x x x x x x x x x x
Notes:
11. When "mechanically -ventilated spaces" are required by the International Maritime Dangerous Goods Code.
12. Stow 3 m horizontally away from the machinery space boundaries in all cases.
13. Refer to the International Maritime Dangerous Goods Code.
14. As appropriate for the goods to be carried.
15. FP means flashpoint.
16. Under the provisions of the International Maritime Dangerous Goods Code, stowage of class 5.2 dangerous goods under deck or in enclosed ro -ro spaces is prohibited.
17. Only applicable to dangerous goods evolving flammable vapour listed in the International Maritime Dangerous Goods Code.
18. Only applicable to dangerous goods having a flashpoint less than 23ºC listed in the Intern ational Maritime Dangerous Goods Code.
19. Only applicable to dangerous goods having a subsidiary risk class 6.1.
20. Under the provisions of the International Maritime Dangerous Goods Code, stowage of class 2.3 having subsidiary risk class 2.1 under deck or in enclosed ro -ro spaces is
prohibited.
21. Under the provisions of the International Maritime Dangerous Goods Code, stowage of class 4.3 liquids having a flashpoint less than 23C under deck or in enclosed ro -ro
spaces is prohibited.
(87) Protection of veh icles, special category, open and closed ro -ro
spaces. — (1) the purpose of this paragraph is to provide additional safety
measures in order to address the fire safety objectives of this paragraph for ships
fitted with vehicle, special category. For this p urpose, the following functional
requirements shall be met -
(a) fire protection systems shall be provided to adequately
protect the ship from the fire hazards associated with vehicle,
special category and ro -ro spaces, and weather deck
intended for the carria ge of vehicles ;
(b) ignition sources shall be separated from vehicle, special
category and ro -ro spaces; and
(c) vehicle, special category and ro -ro spaces shall be
adequately ventilated.
(2) general requirements —
(a) application —
in addition to complying with the req uirements of paragraphs
as appropriate, vehicle, special category and ro -ro spaces
shall comply with the requirements of this paragraph.
(b) on all ships, vehicles with fuel in their tanks for their own
propulsion may be carried in cargo spaces other than
vehicle, special category or ro -ro spaces, provided that all
the following conditions are met:
(i) the vehicles do not use their own propulsion within the
cargo spaces;
(ii) the cargo spaces are in compliance with the appropriate
requirements of paragraph 86; and
(iii) the vehicles are carried in accordance with the
International Maritime Dangerous Goods Code, as
defined in regulation VII/1.1 of International Convention
for the Safety of Life at Sea, 1974.
(3) precaution against ignition of flammable vapours in closed
vehicle sp aces, closed ro -ro spa ced and special category spaces —
(a) ventilation systems
(i) capacity of ventilation systems
There shall be provided an effective power
ventilation system sufficient to give at least the
following air changes:
Cargo ships : 6 air changes p er hour
The Director -General may require an increased
number of air changes when vehicles are being
loaded and unloaded.
(ii) performance of ventilation systems -
(A) In cargo ships, the ventilation fans shall normally be run
continuously and give at least the n umber of air changes
required in sub -clause (i) of clause (a) of sub -paragraph (3)
whenever vehicles are on board, except where an air quality
control system in accordance with item (C) of sub -clause (ii)
of clause (a) of sub -paragraph (3) is provided. Whe re this is
impracticable, they shall be operated for a limited period daily
as weather permits and in any case for a reasonable period
prior to discharge, after which period the ro -ro or vehicle
space shall be proved gas -free. One or more portable
combusti ble gas detecting instruments shall be carried for this
purpose. The system shall be entirely separate from other
ventilation systems. Ventilation ducts serving ro -ro or vehicle
spaces shall be capable of being effectively sealed for each
cargo space. The system shall be capable of being controlled
from a position outside such spaces.
(B) the ventilation system shall be such as to prevent air
stratification and the formation of air pockets.
(C) for all ships, where an air quality control system is provided
based on the guidelines developed by the organisation the
ventilation system may be operated at a decreased number
of air changes and/or a decreased amount of ventilation. This
relaxation does not apply to spaces to which at least ten air
changes per hour is requi red by sub -clause (ii) of clause (b)
of sub -paragraph (3) of this rule and spaces subject to
regulations sub -clause (i) of clause (d) of sub -paragraph (3)
of paragraph 86 and paragraph 87.
(iii) indication of ventilation systems - means shall be
provided on the navigation bridge to indicate any loss
of the required ventilating capacity.
(iv) closing appliances and ducts —
(A) arrangements shall be provided to permit a rapid shutdown
and effective closure of the ventilation system from outside of
the space in case of fire, taking into account the weather and
sea conditions.
(B) ventilation ducts, including dampers, within a common
horizontal zone shall be made of steel.
(v) Permanent openings - Permanent openings in the
side plating, the ends or deckhead of the space shall
be so s ituated that a fire in the cargo space does not
endanger stowage areas and embarkation stations
for survival craft and accommodation spaces, service
spaces and control stations in superstructures and
deckhouses above the cargo spaces -
(b) electrical equipmen t and wiring —
(i) except as provided in sub - clause (ii) of clause(b) of
sub-paragraph (3), electrical equipment and wiring
shall be of a type suitable for use in an explosive
petrol and air mixture
(ii) in case of other than special category spaces below
the bulk head deck, notwithstanding the provisions
sub-clause (i) of clause (b) of sub -paragraph (3),
above a height of 450 millimeter from the deck and
from each platform for vehicles, if fitted, except
platforms with openings of sufficient size permitting
penetr ation of petrol gases downwards, electrical
equipment of a type so enclosed and protected as
to prevent the escape of sparks shall be permitted
as an alternative on condition that the ventilation
system is so designed and operated as to provide
continuous ventilation of the cargo spaces at the
rate of at least ten air changes per hour whenever
vehicles are on board.
(c) electrical equipment and wiring in exhaust ventilation duct,
if installed in an exhaust ventilation duct, shall be of a type
approved for use in explosive petrol and air mixtures and
the outlet from any exhaust duct shall be sited in a safe
position, having regard to other possible sources of
ignition.
(d) other ignition sources - other equipment which may
constitute a source of ignition of flammabl e vapours shall
not be permitted.
(e) scuppers and discharges — scuppers shall not be led to
machinery or other spaces where sources of ignition may
be present.
(4) detection and alarm —
(a) fixed fire detection and fire alarm systems — the
requirements of sub -clause (i) of clause (a) of sub -paragraph
(4) shall apply to cargo ships constructed on or after the 1st
January, 2026. Cargo ships constructed before the 1st
January, 2026 shall comply with the previously applicable
requirements of sub -paragraph (4) —
(i) in cargo s hips, vehicle spaces, special category
spaces and ro -ro spaces shall be provided with a
fixed fire detection and fire alarm system complying
with the requirements of the fire safety systems
code. The fixed fire detection system shall be
capable of rapidly detecting the onset of fire. The
type of detectors and their spacing and location shall
be to the satisfaction of the Director -General, taking
into account the effects of ventilation and other
relevant factors. After being installed, the system
shall be te sted under normal ventilation conditions
and shall give an overall response time to the
satisfaction of the Director -General.
(b) sample extraction smoke detection systems, except open
ro-ro space, open vehicle spaces and special category
spaces, a sample extr action smoke detection system
complying with the requirements of the fire safety systems
code may be used as an alternative of the fixed fire detection
and fire alarm system required in clause (a) of sub -
paragraph (4).
(c) special category spaces —
(i) an efficie nt fire patrol system shall be maintained in
special category spaces.
(ii) manually operated call points shall be spaced so
that no part of the space is more than twenty (20)
meters from a manually operated call point, and one
shall be placed close to each exi t from such spaces.
(5) fire-extinction —
(a) fixed fire -extinguishing systems —
(i) vehicle spaces which are not special category
spaces and are capable of being sealed from a
location outside of the cargo spaces shall be fitted
with one of the following systems —
(A) a fixed gas fire -extinguishing system which shall comply with
the provisions of the fire safety systems code;
(B) a fixed high -expansion foam fire -extinguishing system
complying with the provisions of the fire safety systems
code; or
(C) a fixed water -based firefi ghting system for ro -ro spaces and
special category spaces complying with the provisions of the
fire safety systems code
(ii) vehicle spaces and ro -ro spaces not capable of
being sealed and special category spaces shall be
fitted with a fixed water -based fire -fighting system for
ro-ro spaces and special category spaces complying
with the provisions of the fire safety systems code
which shall protect all parts of any deck and vehicle
platform in such spaces. Such a water -based fire -
fighting system shall have —
(A) a pressure gauge on the valve manifold;
(B) clear marking on each manifold valve
indicating the spaces served;
(C) instructions for maintenance and operation
located in the valve room; and
(D) a sufficient number of drainage valves to
ensure complete drainage of the s ystem.
(iii) the Director -General may permit the use of any
other fixed fire -extinguishing system that has been
shown that it is not less effective by a full -scale test
in conditions simulating a flowing petrol fire in a
vehicle space or a ro -ro space in control ling fires
likely to occur in such a space;
(iv) the requirement of this paragraph shall apply to
ships constructed on or after the 1st January, 2010.
Ships constructed on or after the 1st July, 2002 and
before the 1st January, 2010 shall comply with the
previo usly applicable requirements of this sub -
paragraph, as amended by Maritime Safety
Committee resolution MSC.99(73). When fixed
pressure water -spraying systems are provided, in
view of the serious loss of stability which could arise
due to large quantities o f water accumulating on the
deck or decks during the operation of the fixed
pressure water -spraying system, the following
arrangements shall be provided —
(A) in cargo ships, the drainage and pumping arrangements shall
be such as to prevent the build -up of fre e surfaces. In such
case, the drainage system shall be sized to remove no less
than 125 per cent. of the combined capacity of both the water
spraying system pumps and the required number of fire hose
nozzles, taking into account the guidelines developed by
organisation . The drainage system valves shall be operable
from outside the protected space at a position in the vicinity
of the extinguishing system controls. Bilge wells shall be of
sufficient holding capacity and shall be arranged at the side
shell of the ship at a distance from each other of not more
than forty (40) meters in each watertight compartment. If this
is not possible the adverse effect upon stability of the added
weight and free surface of water shall be taken into account
to the extent deem ed necessary by the Director -General in its
approval of the stability information. Such information shall be
included in the stability information supplied to the master as
required by regulation II -1/5-1 of International Convention for
the Safety of Life at Sea,1974.
(B) on all ships, for closed vehicles and ro -ro spaces and special
category spaces, where fixed pressure water -spraying
systems are fitted, means shall be provided to prevent the
blockage of drainage arrangements, taking into account the
guidelin es developed by the organisation . Ships constructed
before the 1st January, 2010 shall comply with the
requirements of this paragraph by the first survey after the 1st
January, 2010.
(6) portable fire extinguishers —
(a) portable extinguishers shall be provided a t each deck level
in each hold or compartment where vehicles are carried,
spaced not more than 20 meters apart on both sides of the
space. At least one portable fire -extinguisher shall be
located at each access to such a cargo space.
(b) in addition to the pro vision of sub -clause (i) of clause (b) of
sub-paragraph (6), the following fire extinguishing
appliances shall be provided in vehicle, and special category
spaces intended for the carriage of motor vehicles with fuel
in their tanks for their own propulsion —
(i) at least three water -fog applicators; and
(ii) one portable foam applicator unit complying with the
provisions of the fire safety systems code, provided
that at least two such units are available in the ship
for use in such ro -ro spaces.
(88) Requirements for v ehicle carriers carrying motor vehicles with
compressed hydrogen or natural gas in their tanks for their own
propulsion as cargo. — (1) the purpose of this paragraph is to provide
additional safety measures in order to address the fire safety objectives of
this paragraph for vehicle carriers with vehicle and ro -ro spaces intended
for carriage of motor vehicles with compressed hydrogen or compressed
natural gas in their tanks for their own propulsion as cargo.
(2) application —
(a) in addition to complying with th e requirements of paragraph
87, as appropriate, vehicle carriers constructed on or after
the 1st January, 2016 intended for the carriage of motor
vehicles with compressed hydrogen or compressed natural
gas in their tanks for their own propulsion as cargo s hall
comply with the requirements in sub -paragraphs (3) to (5);
(b) in addition to complying with the requirements of paragraph
87, as appropriate, vehicle carriers constructed before the
1st January, 2016, including those constructed before the 1st
July, 20 12, shall comply with the requirements in sub -
paragraph (5).
(3) requirements for spaces intended for carriage of motor
vehicles with compressed natural gas in their tanks for their own
propulsion as cargo —
(a) electrical equipment and wiring shall be of a certif ied safe
type for use in an explosive methane and air mixture;
(b) ventilation arrangement —
(i) electrical equipment and wiring, if installed in any
ventilation duct, shall be of a certified safe type for use
in explosive methane and air mixtures.
(ii) the fans shall be such as to avoid the possibility of
ignition of methane and air mixtures. Suitable wire mesh
guards shall be fitted over inlet and outlet ventilation
openings.
(c) other ignition sources — equipment which may constitute a
source of ignition of methane and air mixtures shall not be
permitted.
(4) requirements for spaces intended for carriage of motor
vehicles with compressed hydrogen in their tanks for their
own propulsion as cargo —
(a) electrical equipment and wiring be of a certified safe type for
use in an expl osive hydrogen and air mixture.
(b) ventilation arrangement —
(i) electrical equipment and wiring, if installed in any
ventilation duct, shall be of a certified safe type for
use in explosive hydrogen and air mixtures and the
outlet from any exhaust duct shall be sited in a safe
position, having regard to other possible sources of
ignition.
(ii) the fans shall be designed such as to avoid the
possibility of ignition of hydrogen and air mixtures.
Suitable wire mesh guards shall be fitted over inlet
and outlet ventilation openings.
(c) other ignition sources — equipment which may constitute a
source of ignition of hydrogen and air mixtures shall not be
permitted.
(5) Detection — When a vehicle carrier carries as cargo one or
more motor vehicles with either compressed hydrogen or
compressed natural gas in their tanks for their own propulsion,
at least two portable gas detectors shall be provided. Such
detectors shall be suitable for the detection of the gas fuel and
be of a certified safe type for use in the explosive gas and air
mixture.
(89) Application of Paragraphs to ships of under 500GT . — The provisions
of following Paragraphs shall be applicable to ships of under 500GT,
unless the Director -General waives in writing the application of any
provision or implement any additional provi sion to a class or category of
such ships having regard to the size and intended services.
(1) The provision of paragraph 8, paragraph 18, paragraph 19,
paragraph 27, sub -paragraphs (1) and (2) of paragraph 28,
paragraph 32, paragraph 33, sub -paragraphs (6) and (8) of
paragraph 40, sub -paragraphs (1),(2) and (12) of paragraph 43,
paragraph 44, sub -paragraphs (1) to (5) of paragraph 45,
paragraph 46, paragraph 48, paragraph 49, sub -paragraphs (1) to
(5) and (8) of paragraph 50, paragraph 51, paragraph 52,
paragraph 53, paragraph 54, sub -paragraphs (1),(3) and (7) of
paragraph 55, paragraph 57, paragraph 58, sub -paragraph (1) of
paragraph 59, paragraph 60, paragraph 61, paragraph 62, sub -
paragraph (1)clauses (a),(b) and sub -paragraph (2)clause (a) and
sub-parag raph (3) clause (a) of paragraphs 63, 64, sub -paragraphs
(1)and (3) of paragraph 65, sub -paragraph (2) of paragraph 71,
paragraph 76 and paragraph 80 shall apply to ships less than 500
tons but more than 15 tons.
(2) Requirements for vessels engaged on interna tional voyages and
for vessels engaged on voyages other than international voyages
of less than 500 tons but not less than 150 tons
(a) every vessel shall be provided with -
(i) fire pumps, fire mains, water service pipes, hydrants
hoses and nozzles whereby at le ast one jet of water
can reach any part of the vessel normally accessible
to the passengers or crew while the vessel is being
navigated and any store room and any part of any
cargo space when empty;
(ii) at least one fire pump operated by power, which shall
be capable of delivering at least one jet of water from
any fire hydrant hose and nozzle provided in the
vessel;
(iii) if fitted with oil -fired boiler or internal combustion type
propelling machinery, an additional fire pump and its
source of power and sea connec tion in a position
outside the spaces containing such boilers or
machinery and if such pump is operated by power, it
shall comply with the requirements of the preceding
clause and if it is manually operated, it shall be
provided with a hose and 10 millimet ers diameter
nozzle capable of producing a jet of water having a
throw of not less than 6 metres capable of being
directed on to any part of the vessel;
(iv) a fire main, water service pipes and hydrants
complying with the requirements of clause (a) of sub -
paragraph (2) of paragraph 77 and at least three fire
hoses and nozzles complying with clause (c) of sub -
paragraph (2) of paragraph 77 except the diameter of
fire main and water service pipe connecting fire main
and water service pipes connecting the fire hydr ants,
thereto shall be sufficient for the effective distribution
of the maximum discharge required from where only
one pump;
(v) at least three portable fire extinguishers complying
with the requirement of fire safety system code so
situated as to be readily a vailable for use in the
accommodation and service spaces;
(vi) at least one of the fixed fire extinguishing installations
specified in sub -paragraph (4) of paragraph 77 for the
protection of any space containing any oil -fired boiler,
oil fuel setting tank or o il fuel unit;
(vii) at least two portable fire extinguishers complying
with the requirement of fire safety system code
suitable for extinguishing oil fires; in each boiler room
and in each space which contains any part of any oil
fuel installation;
(viii) a receptac le containing at least 0.3 cubic metre of
sand or other dry material suitable for extinguishing
oil fires together with a scoop for its distribution or an
additional portable fire extinguisher suitable for
extinguishing oil fires in each firing space;
(ix) if it is fitted with internal combustion propelling
machinery in machinery spaces with —
(A) portable fire extinguishers capable of discharging from or
other substances suitable for quenching oil fires, as specified
in the Table below: -
Power of main engine in k ilowatt (kW) No.of portable
extinguishers
Upto and including 150 2
Above 150 but not above 300 4
Above 300 but not above 450 6
Above 450 7
or
(B) two portable fire extinguishers suitable for extinguishing oil
fires together with —
(I) one foam fire extin guisher of at least 45 litres; or
(II) one carbon dioxide fire extinguisher of at least 16
kilograms capacity.
(x) at least one fireman's outfit which shall comply with
the requirements specified in of fire safety system
code.
(b) fire pumps —
(i) in every ship, which is required by these rules to be
provided with fire pumps operated by power such
fire pumps (other than any emergency fire pump)
shall together be capable of delivering for the
firefighting purposes a quantity of water, under the
conditions and at the pressu re specified in sub -
paragraph (2) which shall not be less than the
quantity obtained from the following formula, —
Quantity of water is cubic metres per hour = Cd2
where:
C=2.5 for vessels required to be provided with only one fire pump, and
d=1+0.066 √ L(B+D) to the nearest 0.25
where:
L=length of the vessel in metres on the summer load water line from
the foresaid of the stem to the aft side of the rudder post. Where
there is no rudder post, the length is measured from the foreside of
the stem to th e axis of the rudder stock if that be the greater:
B= greatest moulded breadth of the vessel in metres; and
D= moulded depth of the vessel in metres measured to the bulkhead
deck amidships:
(ii) Any fire pump shall, when discharging required
quantity of wate r from one pump though adjacent
fire hydrants in any part of the ship from nozzles of
size specified in clause (b) of sub -paragraph (2)
paragraph 77 be capable of maintaining pressure at
the hydrant 2.1 bar (0.2 N/mm2)
(3) requirements for vessels engaged on v oyages other than
international voyage under 150 tons but more than 15 tons.
(a) (i) every vessel which is 20 metres in length and above the
provision of sub -paragraph (2) shall apply, subject to the
conditions that fire pumps required to be provided under
clause (b) of that sub -paragraph may be driven by the main
engine.
(ii) Every such vessel being less than 20 metres in length
shall be provided, in a position outside the machinery
spaces, with a power or a hand operated pump with a
permanent sea connection, hos e with a 10 millimetre
diameter nozzle capable of producing a jet of water
having a throw of not less than 6 metres capable of
being directed to any part of the vessel, and a spray
nozzle suitable for use with the hose :
Provided that if such vess el is of less than 9 metres in
length or is an open vessel of less than 20 metres is length
and if such vessel complies with the requirements of sub -
paragraph (2), so far as it relates to fire buckets the
requirement specified in this clause shall not be r equired to
be complied with and if such vessel does not comply with
the requirement of sub -paragraph (3) so far as it relates to
fire buckets, shall be required to have two fire buckets one
of which shall be fitted with a lanyard.
(b) every such vessel shall be provided with portable fire
extinguishers or with fire buckets in accordance with the
following Table: -
Length of vessel Minimum number of extinguishers or
buckets
Under 20 meters 2
20 meters or over 3
When fire buckets are provided, these shall be fitted with a lanyard.
(c) Every such vessel if fitted with oil -fired boilers or internal
combustion type propulsion machinery shall in addition be
provided with portable fire extinguishers suitable for
extinguishing oil fires in accordance with the follo wing table : -
Length of vessel Minimum number of extinguishers or
buckets
Under 6 meters 1
6 meters or over 2
(d) every such vessel of 9 metre in length or over which is fitted
with oil -fired boilers or internal combustion type propulsion
machinery shall, if it is mainly or wholly constructed of wood
or glass reinforced plastic and is decked in way of the
machinery space, be provided with means outside the
machinery space for rapidly injecting into the machinery
space a quantity of fire smothering gas equival ent to at least
60 per cent of the gross volume of that space, or where the
machinery space is bounded by steel bulk -heads equivalent
to at least 40 per cent. of the gross volume of the space:
Provided that where such vessel is of less than 20 metres in
length, it will be sufficient if a water spraying system supplied from a
hand pump and a permanent sea connection situated outside the
machinery space which may be the hand pump and the sea
connection referred to in clause (b) of sub -paragraph ( 1) is provided.
Such pump shall be connected by fixed piping to a sufficient number
of water spraying nozzles suitably placed in the machinery space
and capable of extinguishing oil fires.
(e) every such vessel being a fully decked vessel of 20 metres
in len gth or over shall be provided with a fireman's axe.
(f) fire bucket —
(i) every fire bucket provided in compliance with these
rules shall be painted red and shall be clearly and
permanently marked in black or white with the word
"FIRE". Every such fire bucket sh all be kept filled with
sand or water.
(ii) at least half the number of such fire buckets shall be
fitted with lanyards of sufficient length to enable the
buckets to be fitted from the sea with the vessel in
light condition.
(iii) such fire buckets shall not be use d for any purpose
other than for extinguishing fires.
(4) additional requirements for tanker —
(a) requirements for tankers in this paragraph shall apply to
tankers carrying crude oil or petroleum products having a
flashpoint not exceeding 60°C (closed cup test), as
determined by an approved flashpoint apparatus, and a Reid
vapour pressure which is below the atmospheric pressure or
other liquid products having a similar fire hazard.
(b) the provisions of clause (f) of sub -paragraph (5) of
paragraph 71 and sub -paragraph (9) of paragraph 77 shall
apply to every such tanker.
(c) in addition to the requirements specified in sub -paragraph
(b), every such tanker shall be provided with at least one
mobile foam appliance capable of discharging foam rapidly
in the cargo manifold are as by simple operation.
(5) fire control plans a fire control plan shall be permanently
displayed on board all ships exceeding 20 meters in length,
for the guidance of the ship’s officers, as required under
clause (b) of sub -paragraph (2) of paragraph 82 shall be
permanently displayed on board all ships exceeding 20
meters in length, for the guidance of the ship’s officers, as
required under clause (b) of sub -paragraph (2) of paragraph
(90) Requirements for mobile offshore drilling units. — construction,
includ ing structural arrangements, subdivision and stability, machinery and
electrical installations, as well as fire protection, fire detection and fire
extinction of mobile offshore drilling unit (MODU) Shall comply with the
requirements stipulated in internat ional maritime organization Mobile
Offshore Drilling Unit Code 1989 or 2009.
Existing Mobile Offshore Drilling Units not complying with
International Maritime Organization Mobile Offshore Drilling Unit code 1989 or
2009 shall comply with at least International Maritime Organization Mobile
Offshore Drilling Unit Code, 1989 by the due dates in accordance with
relevant Director -General notices in force.
(91) Additional safety measures for bulk carriers. — bulk carriers shall
comply with the additio nal requirements prescribed in chapter - XII of
International Convention for the Safety of Life at Sea,1974 in addition to
the applicable requirements of these rules.
(92) Safety measures for ships operating in polar water . — every ship
operating in polar water s shall be constructed, equipped, and operated in
accordance with the provisions of Chapter - XIV of the International
Convention for the Safety of Life at Sea, 1974, as in force.
(93) Safety measures for ships carrying industrial personnel . — ships
carrying in dustrial personnel shall comply with the safety requirements
prescribed under Chapter - XV of the International Convention for the
Safety of Life at Sea, 1974 as in force.
(94) International code for High Speed Crafts. — every high speed craft
shall be designed and constructed as per high speed craft code as in force
and Chapter - X of International Convention for the Safety of Life at
Sea,1974.
SCHEDULE 2
[See rule 6 ]
FORMAT OF CERTIFICATION
Form of Safety Certificate for Cargo ships
CARGO SHIP SAFETY
CONSTRU CTION CERTIFICATE
(Official Seal) (State)
Issued under the provisions of the
International Convention for the Safety of Life at Sea, 1974,
as modified by the Protocol of 1988 relating thereto
under authority of the Government of
(name of the St ate)
By
(person or organisation authorised)
Particulars of ship1
Name of Ship:
Distinctive Number or Letters:
Port of Registry:
Gross Tonnage:
Deadweight of ship (metric tons)2
IMONumber3
Type of Ship4
Bulk Carrier
Oil tanker
Chemical tanker
Gas carrier
Cargo ship other than any of the above
Date of build
Date of building contract _______________________________________________________
Date on which keel was laid or ship was at similar stage of construction _______________
Date of delivery ________________ ______________________________________________
Date on which work for a conversion or an alteration or modification of a major character was
commenced (where applicable) ______________________________________________
All applicable dates shall be completed .
1. Alternatively, the particulars of the ship may be placed horizontally in boxes.
2. For oil tankers, chemical tankers and gas carriers only.
3. In accordance with IMO ship identification Number Scheme adopted by the organisation by
resolution A.1117(3 0).
4. Delete as appropriate.
THIS IS TO CERTIFY:
1. That the ship has been surveyed in accordance with the requirement of regulation I/10 of
the Convention.
2. That the survey showed that:
(1) The condition of the structure, machinery and equipment as defined in the above
regulation was satisfactory and the ship complied with the relevant requirements of
chapters II1 and II2 of the Convention (other than those relating to fire safety systems
and appliances and fire control plans); and
(2) The ship complied with Par t G of Chapter II -1 of the Convention using ………… as fuel or
not applicable 4
3. that the last two inspections of the outside of the ship's bottom took place on ________and
_________________ (dates).
4. that an exemption certificate has/has not4 been issued.
5. the ship was/was not4 subjected to an alternative design and arrangements in
pursuance of regulation(s) II1/55 / II2/174 of the Convention;
6. that a document of approval of alternative design and arrangements for machinery and
electrical installations or fir e protection4 is/is not4 appended to this certificate.
This certificate is valid until ______________________5 subject to the annual and intermediate
surveys and inspections of the outside of the ship's bottom in accordance with regulation I/10 of the
Convention.
Completion date of the survey on which this certificate is based. ____________
(dd/mm/yy)
Issued at ____________________________
(Place of issue of certificate)
_____________ ______________________________________________
(Date of issue) (Signature of authorised official issuing the certificate)
(Seal or stamp of the issuing authority, as appropriate)
_______________________________________
4 Delete as appropriate.
5 Insert the date of expiry as specified by the Administration in acco rdance with regulation I/14(a) of
the Convention. The day and the month of this date correspond to the anniversary date, as defined
in regulation I/2(n) of the Convention, unless amended in accordance with regulation I/14(h).
Endorsement for annual inter mediate surveys
This is to certify that, at a survey required by regulation I/10 of the Convention, the ship was found
to comply with the relevant requirements of the Convention.
Annual Survey Signed: ______________________________
(Signature of author ised officials)
Place: ____________________________
Date: ____________________________
(Seal or stamp of the authority, as appropriate)
Annual or Intermediate4 Survey: Signed: ____________________________
(Signature of authorised officials)
Date: ______ ______________________
(Seal or stamp of the authority, as appropriate)
Annual or Intermediate4 Survey: Signed: ____________________________
(Signature of authorised officials)
Place: ____________________________
Date: ____________________________
(Sea l or stamp of the authority, as appropriate)
Annual or Intermediate4 Survey: Signed: ____________________________
(Signature of authorised officials)
Place: ____________________________
Date: ____________________________
(Seal or stamp of the authority, as appropriate)
Annual Survey Signed: ____________________________
(Signature of authorised officials)
Place: ____________________________
Date: ____________________________
(Seal or stamp of the authority, as appropriate)
Annual or intermediate Surve y in accordance with regulation I/14(h)(iii)
This is to certify that, at an annual/intermediate survey4 in accordance with Regulation I/14(h) (III) of
the Convention, the ship was found to comply with the relevant requirements of the Convention.
Signed: _ ___________________________
(Signature of authorised officials)
Place: ____________________________
Date: ____________________________
(Seal or stamp of the authority, as appropriate)
_______________________________________
4 Delete as appropriate.
Endorsement for inspections of the outside of ship's bottom6
This is to certify that, at an inspection required by regulation I/10 of the Convention, the ship was
found to comply with the relevant requirements of the Convention.
First inspection: Signed: ____________________________
(Signature of authorised officials)
Place: ____________________________
Date: ____________________________
(Seal or stamp of the authority, as appropriate)
Second inspection: Signed: ____________________________
(Signatu re of authorised officials)
Place: ____________________________
Date: ____________________________
(Seal or stamp of the authority, as appropriate)
Endorsement to extend the certificate if valid for
less than 5 years where Regulation I/14(c) applies
The s hip complies with the relevant requirements of the Convention, and this certificate shall, in
accordance with regulation I/14(c) of the Convention, be accepted as valid until _____________.
Signed: ____________________________
(Signature of authorized off icials)
Place: ____________________________
Date: ____________________________
(Seal or stamp of the authority, as appropriate)
Endorsement where the renewal survey has been
completed and Regulation I/14(d) applies
The ship complies with the relevant requirements of the Convention, and this certificate shall, in
accordance with Regulation I/14(d) of the Convention, be accepted as valid until _____________.
Signed: ____________________________
(Signature of authorised officials)
Place: ________________ ____________
Date: ___________________________
(Seal or stamp of the authority, as appropriate)
_______________________________________
6 Provision may be made for additional inspections.
Endorsement to extend the validity of the certificate
until reach ing the port of survey or a period of grace
where Regulation I/14(e) or I/14(f) applies
This certificate shall, in accordance with regulation I/14(e)/I/14(f)4 of the Convention, be accepted as
valid until _______________________.
Signed: _________________ ___________
(Signature of authorised officials)
Place: ____________________________
Date: ____________________________
(Seal or stamp of the authority, as appropriate)
Endorsement for advancement of anniversary date
where regulation I/14(h) applies
In accordance with regulation I/14(h) of the Convention, the new anniversary date
is___________________________________.
Signed: ____________________________
(Signature of authorised officials)
Place: ____________________________
Date: _____________________ _______
(Seal or stamp of the authority, as appropriate)
In accordance with regulation I/14(h) of the Convention, the new anniversary date is
___________________________________.
Date: ____________________________
(Seal or stamp of the authority, as appr opriate)
In accordance with regulation I/14(h) of the Convention, the new anniversary date is
___________________________________.
Signed: ____________________________
(Signature of authorised officials)
Place: ____________________________
Date: _______ _____________________
(Seal or stamp of the authority, as appropriate)
_______________________________________
4 Delete as appropriate.
Form of Exemption Certificate
Exemption Certificate
(Official Seal) (State)
Issued under the provisions o f the
International Convention for the Safety of Life
at Sea, 1974, as modified by the Protocol of 1988 relating thereto
under the authority of the Government of
______________________________
(name of the State)
By ____________________________
(person o r organisation authorised)
Particulars of ship:
Name of Ship: ______________________________
Distinctive Number or Letters: ______________________________
Port of Registry: ______________________________
Gross Tonnage: ______________________________
IMO Number: ______________________________
Class of the ship: ______________________________
THIS IS TO CERTIFY:
That the ship is, under the authority conferred by regulation _____ of the Convention, exempted
from
the requirement(s) of ____________________ ____ of the Convention.
Conditions, if any, on which the Exemption Certificate is granted:
__________________________________________________________________________________
__________________________________________________________________________________
______________________________________________________________________________
__________________________________________________________________________________
_______________________________________
________________________________________________________ __________________________
_______________________________________
Voyages, if any, for which the exemption certificate is granted:
__________________________________________________________________________________
______________________________________
This certificate is valid until ______________ subject to the ____________________ Certificate,
to which this certificate is attached, remaining valid.
SCHEDULE 3
[See rule 6 ]
Fees for Plan and Document Approval
SR.
No. ITEMS CATEGORY FEES
1 Structural d rawings and
scantlings
For vessels classed with a
Recognised organisation or
member of International
Association of Classification
Societies.
(i) For vessels up to 200 Gross
Tonnes
(ii) For vessels above 200
Gross Tonnage
For vessels not classed with a
Recognised organization or
member of International
Association of Classification
Societies.
(i) For vessels up to 200 Gross
Tonnage
(ii) For vessels above 200 Gross
Tonnage
Rs.60,000/ -
Rs.60,000/ - plus Rs.1,500/ -
for every additional 100
Gross Tonnage subject to a
maximum of Rs.2,25,000/ -
Rs.97,500/ -
Rs.97,500/ - plus Rs.1,500/ -
for every additional 100
Gross Tonnage subject to a
maximum of Rs.3,00,000/ -.
2 Watertight subdivision
arrangement (i) For vessels up to 1000 Gross
Tonnage
(ii) Vessels above 1000 Gross
Tonnage Rs.60,000/ -
Rs.60,000/ - plus Rs.750/ -
for every additional 100
Gross Tonnage subject to a
maximum of Rs.1,20,000/ -
SR.
No. ITEMS CATEGORY FEES
3 Damage Control Plans
(i) Up to 1000 Gross To nnage
(ii) Above 1000 Gross Tonnage
Rs.12,000/ -
Rs.12,000/ - plus Rs.750/ -
for every additional 100
Gross Tonnage subject to a
maximum of Rs.37,500/ -
4 Openings in the hull and their
closing appliances (i) For vessels up to 500 Gross
Tonnage
(ii) F or vessels above 500 Gross
Tonnage Rs.18,000/ -
Rs.18,000/ - plus Rs.750/ -
for every additional 100
Gross Tonnage or part
thereof subject to a
maximum of Rs.37,500/ -
5 Fire protection arrangement
(i) Vessels up to 1000 Gross
Tonnage
(ii) V essels above 1000 Gross
Tonnage
Rs.22,500/ -.
Rs.22,500/ - plus Rs.750/ -
for every 100 Gross
Tonnage or part thereof
subject to a maximum of
Rs.75,000/ -
SR.
No. ITEMS CATEGORY FEES
6 Machinery layout including
stern gear arrangement (i) Vessels up to 1000 Gross
Tonnage
(ii) Above 1000 Gross Tonnage
Rs.37,500/ -
Rs.37,500/ - plus Rs.750/ -
per every additional 100
Gross Tonnage subject to a
maximum of Rs.97,500/ -
7 Bilge and ballast pumping
arrangements
(i) Vessels up to 1000 Gross
Tonnage
(ii) Above 1000 Gross Tonnage Rs.2 2,500/ -
Rs.22,500/ - per Rs.750/ -
per every additional 100
Gross Tonnage subject to a
maximum of Rs.75,000/ -
8 Oil, fuel, storage pumping
and overflow arrangement
(i) Vessels up to 1000 Gross
Tonnage
(ii) Above 1000 Gross Tonnage Rs.22,500/ -
Rs.22,500 /- per Rs.750/ -
per every additional 100
Gross Tonnage subject to a
maximum of Rs.75,000/ -
9 Electrical system layout, main
and emergency arrangement
(i) Vessels up to 1000 Gross
Tonnage
(ii) Above 1000 Gross Tonnage
GT Rs.22,500/ -
Rs.22,500/ - per Rs. 750/ -
per every additional 100
Gross Tonnage subject to a
maximum of Rs.75,000/ -
10 Air starting and lubrication oil
arrangements
(i) Vessels up to 1000 Gross
Tonnage
(ii) Above 1000 Gross Tonnage Rs.9,000/ -
Rs.9,000/ - plus Rs.750/ - for
every addition al 100 Gross
Tonnage subject to a
maximum of Rs.22,500/ -
SR.
No. ITEMS CATEGORY FEES
11 Flooring, lighting and
insulation plans (i) Vessels up to 1000 Gross
Tonnage
(ii) Above 1000 Gross Tonnage Rs.15,000/ -
Rs.15,000/ - plus Rs.750/ -
per every additional 100
Gross Tonnage subjec t to a
maximum of Rs.60,000/ -
12 Ventilation plans (i) Vessels up to 500 Gross
Tonnage
(ii) Above 500 Gross Tonnage
Rs.15,000/ -
Rs.15,000/ - plus Rs.750/ -
per every additional 100
Gross Tonnage subject to a
maximum of Rs.60,000/ -
13 Escape route plan s
(i) Vessels up to 200 Gross
Tonnage
(ii) Vessels above 200 Gross
Tonnage
Rs.4,500/ -
Rs. 4,500/ - plus Rs.1,500/ -
for every additional 100
Gross Tonnage or part
thereof subject to a
maximum of Rs.60,000/ -.
14 Door plans
(i) Vesse ls up to 200 Gross
Tonnage
(ii) Vessels above 200 Gross
Tonnage Rs. 4,500/ -
Rs. 4,500/ - plus Rs.750/ -for
every additional 100 Gross
Tonnage or part thereof
subject to a maximum of
Rs.30,000/ -
SR.
No. ITEMS CATEGORY FEES
15 Plans of windows/scuttles (i) Vessels below 500 Gross
Tonnage
(ii) Vessels above 500 Gross
Tonnage
Rs.12,000/ -
Rs.12,000/ - plus Rs.750/ -
for every additional 100
Gross Tonnage or part
thereof subject to a
maximum of Rs.30,000/ -.
16 Railing Plans (i) Vessels below 500 Gross
Tonnage
(ii) Vessels above 500 Gross
Tonnage
Rs.7,500/ -
Rs. 7,500/ - plus Rs.750/ -
for every additional 100
Gross Tonnage or part
thereof subject to a
maximum of Rs.15,000/ -.
17 Domestic piping plan (i) Vessels below 500 Gross
Tonnage
(ii) Vessels above 500 Gross
Tonnage
Rs.7,50 0/-
Rs. 7,500/ - plus Rs.750/ -
for every additional 100
Gross Tonnage or part
thereof subject to a
maximum of Rs.22,500/ -.
18 Trim And Stability booklets
(i) Vessels up to 1000 Gross
Tonnage
(ii) Vessels above 1000 Gross
Tonnage Rs.45,000/ -
Rs.45,00 0/- plus Rs.750/ -
for every additional 100
Gross Tonnage subject to a
maximum of Rs.90,000/ -
19 For Booklets containing
timber cargo loading
conditions. Rs.22,500/ - extra
SR.
No. ITEMS CATEGORY FEES
20 Damaged Stability Booklets
(i) Probabilistic
(ii) Load Line Convention
related
(iii) International Convention
for the Prevention of Pollution
from Ships or International
Code for the Construction and
Equipment of Ships Carrying
Liquefied Gases in Bulk or
International Code for the
Construction and Equipment of
Ships Carrying Dangerous
Chemicals in Bulk
related
(iv) Special Purpose/ Offshore
Supply vessels etc. Rs.45,000/ -
Rs.45,000/ -
Rs.45,000/ -
Rs.37,500/ -
21 Inclining Experiment
(i) Vessels below 500 Gross
Tonnage
(ii) Vessels above 500 Gross
Tonnage Rs.15, 000/ -
Rs.15,000/ - plus Rs.750/ -
for every additional 100
Gross Tonnage subject to a
maximum of Rs.60,000/ -.
22 Light weight check for vessels
below 500 Gross Tonnage
above 500 Gross Tonnage
Rs.7,500/ -
Rs.7,500/ - plus Rs.750/ - for
every additiona l 100 G.T.
subject to a maximum of
Rs.22,500/ -.
SR.
No. ITEMS CATEGORY FEES
23 Loading Operation Manuals
of Bulk Carriers (i) Vessels below 150 metres.
(ii) Vessels above 150 metres. Rs.45,000/ -
Rs.75,000/ -
24 Approval and Stamping of
additional copies of booklets
or plans 10% of approval fees
25 Endorsement of additional
loading conditions or
amendments which does not
involve re -approval of the
plans or booklets 10% of approval fees
26 Emergency Towing Booklet
and Procedure (i) Vessels below 500 Gross
Tonnage
(ii) Vesse ls above 500 Gross
Tonnage Rs.15,000/ -
Rs.15,000/ - plus Rs.750/ -
for every additional 100
Gross Tonnage subject to a
maximum of Rs.60,000/ -.
[F. No. SY -19014/199/2025 -MG-Part(6)]
MUKESH MANGAL , Addl . Secy .
Uploaded by Dte. of Printing at Government of India Press, Ring Road, Mayapuri, New Delhi -110064
and Published by the Controller of Publications, Delhi -110054.
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