Mso - Domestic Voyages Passenger Ships Safety Regulations 200x[1]

7/29/2019 Mso - Domestic Voyages Passenger Ships Safety Regulations 200x[1]

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ED. 1 : DATED 3 JUNE 2003

MALAYSIA SHIPPING ACT 200XMALAYSIA SHIPPING PASSENGER SHIPS (DOMESTIC VOYAGES) SAFETY REGULATIONS

200X

TABLE OF CONTENTS

Regulation Headings of Part/Chapter

PART IPRELIMINARY

1. Citation.2. Interpretation.3. Application.4. Exemption.5. Equivalent.6. Standards.7. Information.

PART IISURVEYS AND CERTIFICATES

8. Application for Survey.9. Initial and Subsequent Surveys.

10. Maintenance of Condition After Survey.11. Issue of Certificates.12. Duration of Certificates.13. Form of Certificates.14. Display of Certificates.

PART IIICONSTRUCTION AND SAFETY EQUIPMENT

15. Stability Information16. Angle of Heel on Account of Crowding of Passengers17. Peak and Machinery Space Bulkhead, Shaft Tunnels, etc18. Severe Wind and Rolling Criterion19. Subdivision and Damage Stability

Chapter 2 Structures20. Structures

Chapter 3 Accommodation and Escape Measures21. Passenger and Crew Accommodation22. Seats,

23. Exits and Means of Escape24. Evacuation Time25. Baggage, Store and Cargo Compartments26. Water Closets

Chapter 4 Directional Control Systems27. General28. Emergency Means of Steering

Chapter 5 Anchoring, Towing and Berthing29. Anchors30. Towing31. Berthing

Chapter 6 - Fire Safety32. General

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Regulation Headings of Part/Chapter 33. Structural Fire Protection34. Fuel and Other Flammable Fluid Tanks and Systems35. Ventilation36. Fire Detection and Extinguishing Systems37. Special Category Spaces38. Miscellaneous

Chapter 7 - Life-Saving Appliances39. General40. Survival Craft41. Life-Jackets42. Life Buoys43. Communication

Chapter 8 - Machinery44. General45. Engines46. Gas Turbines47. Diesel Engines48. Transmissions49. Propulsion

Chapter 9 - Auxiliary Systems50. General51. Fuel Systems52. Hydraulic Systems53. Pneumatic Systems54. Lubrication Systems55. Bilge Pumping and Drainage Systems56. Ballast Systems57. Cooling Systems58. Engine Air Intake Systems59. Ventilation Systems60. Exhaust Systems

Chapter 10 - Remote Control and Warning Systems61. Remote Control62. Warning System63. Safety System

Chapter 11 - Electrical Equipment64. General65. Main Source of Electrical Power 66. Emergency Source of Electrical Power67. Permissible Voltages and Distribution of Electrical Power68. Cables and Protective Devices69. Steering

70. Main and Emergency Lighting71. Installation of Electrical Equipment

Chapter 12 - Radio communications72. General73. Application74. Radio Installation

Chapter 13 Navigational Equipments75. Navigation General76. Compasses

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Regulation Headings of Part/Chapter 77. A Means for Measuring Speed78. Depth Sounder 79. Radar 80. Other Navigational Aids81. Display and Illumination82. Masts

Chapter 14 - Operating Compartment Layout83. General84. Control Position85. Operating Compartment86. Instruments87. Lighting88. Windows89. Communication facilities

Schedule 1 : Malaysia Passenger Safety CertificateSchedule 2 : Malaysia Passenger Safety Exemption Certificate

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MALAYSIA SHIPPING ACT 200XMALAYSIA SHIPPING PASSENGER SHIPS (DOMESTIC VOYAGES) SAFETY REGULATIONS

200X

In exercise of the powers conferred by sub-section 4 of Section 146 of the Malaysia Shipping Act 200X, theMinister makes the following regulations:

PART 1PRELIMINARY

Citation

1. These Regulations may be cited as the Malaysia Shipping Passenger Ships (Domestic Voyages) SafetyRegulations 200X and shall come into force on the dd/mm/yyyy.

Interpretation

2. In these Regulations, unless context otherwise requires: -

Safety Convention is the International Convention for theSafety of Life at Sea, inforce.

Load Line Convention is the International Convention on Load Lines, in force.

Passenger and passenger ship has the same meaning as in the Malaysia Shipping Act 200X.

Place of refuge is any naturally or artificially sheltered area which, may be used as a shelter by a shipunder conditions likely to endanger its safety. Suitable communication and transport facilities shall beavailable.

Existing ship means a ship which is not a new ship.

New ship means a passenger ship the keel of which is laid or which is at a similar stage of constructionon or after the commencement of these regulations and includes a ship which is undergoing or hasundergone conversion into a passenger ship.

Ship means a passenger ship and includes a new ship or an existing ship

Base port is a port with:

(1) appropriate facilities providing continuous radio communication with the ship at all times while inports and at sea, if required;

(2) where Very High Frequency (VHF) is required for the ship:

(a) appropriate facilities providing (VHF) radio communication at all times with the ship while inthe vicinity of the port; and

(b) access to facilities providing radio communication with the ship at all times when operatingbeyond the range of the (VHF) facilities provided in subparagraph (a);

(3) means for obtaining a reliable weather forecast for the corresponding region and its duetransmission to all ship in operation;

(4) access to facilities provided with appropriate rescue and survival equipment; and

(5) access to ship maintenance services with appropriate equipment.

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Worst intended conditions means the specified environmental conditions within which the intentionaloperation of the ship is provided for in the certification of the ship. This shall take into accountparameters such as the worst conditions of wind force, allowable wave height (including unfavorablecombinations of length and direction of waves), minimum air temperature, visibility and depth of waterfor safe operation and such other parameters as the Director General of Marine may require inconsidering the type of ship in the area of operation.Critical design conditions means the limiting specified conditions chosen for design purposes, whichshall be more severe than the worst intended conditions by a suitable margin acceptable to the DirectorGeneral of Marine.

Lightweight is the displacement of the ship without cargo, fuel, lubricating oil, ballast water, fresh waterand feed water in tanks, consumable stores, passengers and crew and their effects.

Maximum operational weight means the overall weight up to which operation in the intended mode ispermitted by the Director General of Marine.

Survival craft means a craft capable of sustaining the lives of persons in distress from the time ofabandoning the ship.

Application

3. (1) Unless otherwise provided, these regulations shall apply to ship which plies;

(a) Within Malaysian waters,or

(b) Not more than 50 miles from the nearest land.

(2) These regulations shall not apply to ships provided with berthing facilities for passengers.

(3) These regulations shall not apply to Government ships which are not used for commercial services

Exemption

4. The Director General of Marine may exempt a ship from any regulations either conditionally or subject tosuch conditions as he thinks fit if he is satisfied that compliance with that regulation is eitherimpracticable or unreasonable in respect of the ship.

Equivalent

5. Where these Regulations requires that a particular fitting, material, appliance or apparatus, or typethereof, shall be fitted or carried in a ship, or that any particular provision shall be made, the DirectorGeneral of Marine 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 otherwisethat such fitting, material, appliance or apparatus, or type thereof, or provision, is at least as effective asthat required by these Regulations.

Standards

6. Any fitting, material, appliance or apparatus required by these regulations shall be of an approved type tothe satisfaction of the Director General of Marine.

Information

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7. (1) The Director General of Marine shall ensure that the ship is provided with adequate informationand guidance in the form of a technical manual to enable the ship to be operated and maintained safely.This technical manual shall consist of an operating manual, maintenance manual and servicingschedule. Arrangements shall be made for such formation to be updated as necessary.

(2) The following information shall be made available onboard:-

(a) Precautions to be followed to avoid a fire and the method of operation of equipmentintended to prevent, detect, extinguish or control a fire;

(b) Procedures for the evacuation of passengers and the use of life-saving appliances;

(c) Any limitation regarding the operation of the ship.

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PART IISURVEYS AND CERTIFICATES

Application for Survey

8. (1) An application for survey of a ship shall be accompanied by such plans, calculations and anyother information on the ships the Director General of Marine may require

(2) The plans shall contain such information as is necessary for full consideration of the strength ofthe ship and also proposal for complying with these Regulations.

Initial and Subsequent Survey

9. (1) A ship shall be subject to the following surveys: -

(a) A survey before the ship is put in service;

(b) A periodical survey once every twelve months; and

(c) Additional surveys, as may be required by the Director General of Marine.

(2) The surveys referred to in paragraph (1) shall be carried out as follows:-

(a) The survey before the ship is put in service shall include a complete inspection of itshull, machinery and equipment including the outside the bottom of the hull. Thissurvey shall be such as to ensure that the arrangements, materials and scantlings ofthe hull, and the appurtenances thereto, main and auxiliary machinery, electricalinstallation, life-saving appliances, fire extinguishing appliances and other equipmentfully comply with these Regulations.

(b) The periodical survey shall include an inspection of the whole of the hull, machinery

and equipment, including the outside of the bottom of the hull. The survey shall besuch as to ensure that the ships hull and other appurtenances thereto, main andauxiliary machinery, electrical installation, life-saving appliances, fire extinguishingappliances and other equipment are in satisfactory condition and fit for the service forwhich they are intended, and that they comply with these regulations.

(c) The additional survey which may be general or partial according to the circumstances,shall be made every time an accident occurs or a defect is discovered which affectsthe safety of the ship or the efficiency or completeness of its life-saving appliances orother equipment or whenever any important repair or renewal is made. The surveyshall be such as to ensure that the necessary repairs or renewals have been madeeffectively made, that the material and workmanship of such repairs or renewals are inall respects satisfactory and that the ship fully complies with these Regulations.

Maintenance of Conditions After Survey

10. After a survey of the ship under Regulation 9 has been completed, no change shall be made to thestructural arrangements, machinery, equipment, etc., covered by the survey, without the prior approvalof the Director General of Marine.

Issue of Certificates

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11 (1) After a survey of a ship under Regulation 9, a Passenger Safety Certificate (PSC) shall beissued if the ship complies with the relevant regulations.

(2) When a ship is exempted from any of these regulations, a Passenger Safety ExemptionCertificate shall be issued in addition to the certificate issued under Regulation 4.

Duration of Certificates

12. (1) Subject to Regulation 12(2), a certificate issued under Regulation 11 shall be valid for a periodnot exceeding twelve months.

(2) The Director General of Marine may extend the period of validity of a certificate issued underRegulation 11 for a period not exceeding one month.

(3) The Director General of Marine may cancel a certificate issued under Regulation 11 if he hasreason to believe that since the survey, the hull, equipment or machinery of the ship have sustaineddamage or the ship has not complied with these Regulations.

Form of Certificates

13. The certificates issued under Regulation 11 shall be in the forms set out in the First Schedule to theseRegulations.

Display of Certificates

14. A Certificate issued under Regulation 11 or a certified copy thereof shall be posted up in a prominentand accessible place in the ship.

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PART IIICONSTRUCTION AND SAFETY EQUIPMENT

Chapter 1Stability, Subdivision and Angle of Heel on Account of Crowding of Passengers

Stability Information

15. (1) (a) A new ship which is 24 meters in length or more shall be inclined upon its completionand the elements of its stability determined.

(b) For the purpose of assessing in general whether the stability criteria are met, stabilitycurves shall be drawn for the main loading condition intended by the owner in respectof the ships operations.

(c) The main loading conditions shall be as follows: -

(i) Ship is fully loaded departure condition with cargo distributed below deck andwith cargo specified by position and weight on deck, with full stores and fuel,corresponding to the worst service condition in which all the relevant criteriaare met.

(ii) Ship in fully loaded arrival condition with cargo as specified in sub-paragraph(i), but with 10 per cent stores and fuel.

(iii) Ship in ballast departure condition, without cargo but with full stores and fuel.

(iv) Ship in ballast arrival condition, without cargo and with 10 per cent stores andfuel remaining.

(v) Ship in the worst anticipated operating condition.

(d) The ship shall satisfy the following minimum stability criteria unless the DirectorGeneral of Marine is satisfied that the area in which the ship operates justifiesdeparture there from: -

(i) The area under the right lever curve (GZ curve) shall not be less than 0.055metre-radiants up to 30 degrees angle of heel and not less than 0.090 metre-radiants up to 40 degrees or the angle of flooding () if this angle is less than40 degrees. In addition, the area under the righting lever curve (GZ curve)between the angles of heel of 30 degrees and 40 degrees or between 30degrees and , if this angle is less than 40 degrees, shall not be less than0.030 metre-radiants. is the angle of heel at which openings in the hull

super structure or deckhouses, which cannot be rapidly closed watertight,commence to immerse. In applying this criterion, small openings throughwhich progressive flooding cannot take place need not be considered as open.

(ii) The righting level GZ shall be at least 200 millimeters at an angle of heel equalto or greater than 30 degrees.

(iii) The maximum righting lever GZ max shall occur at an angle of heel preferablyexceeding 30 degrees but not less than 25 degrees.

(iv) The initial metacentric height GM shall not b e less than 150 millimeters.

(e) Where arrangements other than bilge keels are provided to limit the angles of roll, the

Director General of Marine shall be satisfied that the stability referred in paragraph (b)are maintained in all operating conditions.

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(f) Where ballast is provided to ensure compliance with paragraph (b), its nature andarrangement shall be to the satisfaction of the Director General of Marine.

(2) In the case of a new ship which is less than 24 meters in length, a stability test shall beconducted with weights to represent the fully laden service condition. The weight of each passengershall be taken as 65 kilograms. In the test the heel of the ship caused by a heeling moment equal to1/12 the weight of the passengers multiplied by the extreme breadth of the ship, shall not be more than7 degrees. A copy of the results of the stability test shall be submitted to the Director General ofMarine.

(3) Where an alteration is made to a ship so as to materially affect its stability, amended or a newstability information shall be submitted to the Director General of Marine.

(4) The Director General of Marine may allow the inclining test of a ship to be dispensed withwhere:

(a) Basic stability data are available from the inclining test of a sister ship; and

(b) It is shown to the satisfaction of the Director General of Marine that reliable stabilityinformation for that ship can be obtained from such basic data.

Angle of Heel on Account of Crowding of Passengers

16. (1) A new ship which is 24 meters in length or more shall comply with the following criteria: -

(a) Passengers without luggage shall be considered as distributed to produce the mostunfavorable combination of passenger heeling moment which may be obtained inpractice. In this connection it is anticipated that a value higher than 4 persons persquare meter will not be necessary.

(b) The angle of heel on account of crowding of passengers to one side as defined inparagraph (a) shall not exceed 10.

(c) The angle of heel on account of turning shall not exceed 10 when calculated using thefollowing formula :

MR = 0.02 VO2/ L (KG d/2)

where :

MR = heeling moment in meter-tons,V = service speed in m/sec,L = length of ship at waterline in m. = displacement in metric tons,d = mean draught in meter.KG = height of center of gravity above keel in meter.

Peak and Machinery Space Bulkheads, Shaft Tunnels, etc

17. (1) (a) A ship shall have a forepeak or collision bulkhead, which shall be watertight up to thebulkhead deck. This bulkhead shall be fitted not less than 5 per cent of the length ofthe ship, and not more than 3.05 meters plus 5 per cent of the length of the ship fromthe forward perpendicular.

(b) If the ship has a long forward superstructure, the forepeak bulkhead shall be extended

weathertight to the deck next above the bulkhead deck. The extension need not befitted directly over the bulkhead below, provided it is at least 5 per cent of the length of

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the ship from the forward perpendicular, and the part of the bulkhead deck which formsthe step is made effectively weathertight.

(2) An afterpeak bulkhead, and bulkheads dividing the machinery space, from the cargo andpassenger spaces forward and aft, shall also be fitted and made watertight up to the bulkhead deck.The afterpeak bulkhead may be stepped below the bulkhead deck, where the degree of the safety ofthe ship as regards subdivisions is not thereby diminished.

(3) In all cases stern tubes shall be enclosed in watertight spaces of moderate volume. The sterngland shall be situated in a watertight shaft tunnel or other watertight space separate from the sterntube compartment and such volume that, if flooded by leakage through the stern gland, the margin linewill not be submerged.

(4) Fuel oil shall not be carried in the peak tanks.

Severe Wind and Rolling Criterion

18. (1) Scope

(a) This criterion supplements the stability criteria given in Regulation 15(1)(d) and

Regulation 16. The more stringent criteria of Regulation 15(1)(d) and Regulation 16given above and the weather criterion should govern the minimum requirements forpassenger or cargo ships of 24 m in length and over.

(2) Recommended weather criterion

(a) The ability of a ship to withstand the combined effects of beam wind and rolling shouldbe demonstrated for each standard condition of loading, with reference to Figure 1, asfollows:

(i) The ship is subjected to a steady wind pressure acting perpendicular to theships centerline, which results in steady wind heeling lever (lw1)

(ii) From the resultant angle of equilibrium (0), the ship is assumed to roll owingto wave action to an angle of roll (1) to windward. Attention should be paid tothe effect of steady wind so excessive resultant angle of heel are avoided;

(iii) The ship is then subjected to a gust wind pressure which, results in a gust windheeling lever (lw2);

(iv) Under these circumstances, area b should be equal to or greater than area a;

(v) Free surface effects should be accounted for in the standard conditions ofloading as set out in Regulation 15(1)(c).

* The angle of heel under action of steady wind (0) should be limited to certain angle to the satisfaction of Administration. As a guide, 16 or 80% of the angleof deck edge immersion, whichever is less, is suggested

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Figure 1- Severe wind and rolling

The angles in Figure 1 are defined as follows:

0 = angle of heel under action of steady wind1 = angle of roll to windward due to wave action2 = angle of down flooding (f) or 50orc, whichever is less,

where;

f = angle of heel at which openings in the hull, superstructures or deckhouses whichcannot be closed weathertight immerse. In applying this criterion, small openingthrough which progressive flooding cannot take place need not be considered asopen.

c = angle of second intercept between wind heeling lever (lw2) and GZ curve

(b) The wind heeling levers (lw1) and (lw2) referred to sub-paragraph (2)(a)(i) and (2)(a)(iii) areconstant values at all angles of inclining and should be calculated as follows:

)(1000

1 mg

PAZlw

= and

)(5.1 12 mlwlw =

where;

P = 504N/m2. The value of P used for ships in restricted service may be reduced,subject to the approval of the Administration;

A = projected lateral area of the portion of the ship and deck cargo above the waterline(m2);

Z = vertical distance from the center of A to the center of underwater lateral area orapproximately to a point at one half the draught (m);

= displacement (t)

g = 9.81 m/s2

(c) The angle of roll (1)referred to sub-paragraph (2)(a)(ii) should be calculated as follows:

rsXkX 211 109= (degrees)

where;

X1 = factor as shown in table 1

X2 = factor as shown in table 2

k = factor as follows:

k = 1.0 for a round-bilged ship having no bilge or bar keelsk = 0.7 for a ship having sharp bilgesk = as shown in table 3 for a ship having bilge keels, a bar keel or both

The angle for roll of ships with antirolling devices should be determined without taking into account the operation of these devices.

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OG = distance between the centre of gravity and the waterline (m) (+ if the centre of gravity is abovethe waterline, - if it is below)d = mean moulded draught of the ship (m)s = factor as shown in table 4

Table 1- Values of factorX1 Table 2- Values of factorX2

B/d X1 2.4

2.52.62.72.82.93.03.13.23.4

3.5

1.000.980.960.950.930.910.900.880.860.820.80

Table 3- Values of factork Table 3- Values of factors

LxB

Akx100

k

01.01.52.02.53.03.5

4.0

1.000.980.950.880.790.740.720.70

(Intermediate values in these tables should be obtained by linear interpolation)

Rolling Period )(2

sGM

CBT=

Where: )100/(043.0)/(023.0373.0 LdBC +=

The symbols in the above tables and formula for the rolling period are defined as follows:

L = waterline length of the ship (m)B = moulded breadth of the ship (m)d = mean moulded draught of the ship (m)CB = block coefficientAk = total overall area of bilge keels, or area of the lateral projection of the bar keel, or sum of

these areas (m2)GM = metacentric height corrected for free surface effect (m)

Subdivision and Damage Stability

19. (1) General

(a) Taking into account, as initial conditions before flooding, the standard loadingconditions as referred to in Regulation 15(1)(c) and the damage assumptions inparagraph (2), the ship shall comply with the damage stability criteria as specified inparagraph (3).

13

CB X2

0.450.500.550.600.65

0.70

0.750.820.890.950.971.0

T s 6

7812141618

20

0.1000.0980.0930.0650.0530.0440.0380.035


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(2) Damage Assumptions

(a) Damage shall be assumed to occur anywhere in the ships length between transversewatertight bulkheads.

(b) The vertical extent of damage shall be assumed from the underside of the cargo deck,or the continuation thereof, for the full depth of the ship.

(c) The transverse extent of damage shall be assumed as 760 mm, measured inboardfrom the side of the vessel perpendicularly to the centreline at the level of thesummer load waterline.

(d) A transverse watertight bulkhead extending from the ships side to a distance inboardof 760 mm or more at the level of the summer load line joining longitudinal watertightbulkheads may be considered as a transverse watertight bulkhead for the purpose ofthe damage calculations.

(e) If pipes, ducts or tunnels are situated within the assumed extent of damage,arrangements shall be made to ensure that progressive flooding cannot thereby extendto compartments other than those assumed to be floodable for each case of damage.

(f) If damage of a lesser extent than that specified in paragraph (2)(b) and/or paragraph

(2) (c) results in a more severe condition, such lesser extent shall be assumed.

(g) Where a transverse watertight bulkhead is located within the transverse extent ofassumed damage and is stepped in a way of a double bottom or side tank by morethan 3.05 m, the double bottom or side tanks adjacent to the stepped portion of thetransverse watertight bulkhead shall be considered as flooded simultaneously.

(3) Damage stability criteria

(a) The final waterline, taking into account sinkage, heel and trim, shall be below thelower edge of any opening through which progressive flooding may take place. Suchopenings shall include air pipes and those which are capable of being closed bymeans of weathertight doors or hatch covers and may exclude those opening closed

by means of watertight manhole covers and flush scuttles, small watertight cargo tankhatch covers which maintain the high integrity of the deck, remotely operatedwatertight sliding doors, and side scuttles of the non-opening type.

(b) In the final stage of flooding, the angle of heel due to unsymmetrical flooding shall notexceed 15. his This angle may be increased up to 17 if no deck immersion occurs.

(c) The stability in the final stage of flooding shall be investigated and may be regarded assufficient if the righting lever curve has at least a range of 20 beyond the position ofequilibrium in association with a maximum residual righting lever of at least 100 mmwithin this range. Unprotected openings shall not become immersed at an angle ofheel within the prescribed minimum range of residual stability unless the space inquestion has been included as a floodable space in calculations for damage stability.

Within this range, immersion of any of the openings referred to paragraph (a) and anyother openings capable of being closed weathertight may be authorised.

(d) The margin line (76 mm below the bulkhead deck) is not to be submeged and theminimum intact GM is not to be less than 50 mm before remedial actions to increasethe GM have been taken.

(e) The following side damages are to be assumed anywhere on the periphery of the craft;

(i) the length of damages should be 0.1L or 3 meter + 0.03L, or 11 meterwhichever is the least;

(ii) the depth of penetration onto the craft should be 0.2B or 5 meter, whichever is

less.

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(f) Bottom damages are to be assumed anywhere on the bottom of the craft as follows;

(i) the length of damages in the fore

(ii) and aft direction should be 0.1L, or 3 meter + 0.03L, or 1 meter, whichever isthe least.

(iii) the width of damage should be 0.2B or 5 meter, whichever is less.

(g) For the purpose of the sub-paragraph (e) and (f), L and B are the length and breadthrespectively of the hull measured on the design waterline in the displacement mode.

(h) The Director General of Marine shall be satisfied that the stability is sufficient duringintermediate stages of flooding.

(4) Assumptions for calculating damage stability

(a) Compliance with Regulation 19(3) shall be confirmed at calculations which take intoconsideration the design characteristics of the ship, the arrangements, configurationand permeability of the damaged compartments and the distribution, specific gravityand the free surface effect of liquids.

(b) The permeability of compartments assumed to be damaged shall be as follows :

Spaces PermeabilityAppropriated to stores 60Occupied by accommodation 95Occupied by machinery 85Void spaces 95Intended for dry cargo 95

(i) The permeability of tanks shall be consistent with the amount of liquid carried,as shown in the loading conditions specified in Regulation 19(1). Thepermeability of empty tanks shall be assumed to be not less than 95.

(c) The free surface effect shall be calculated at an angle of heel of 5 degrees for eachindividual compartment or the effect of free liquid in a tank shall be calculated over therange of residual righting arm.

(d) Free surface for each type of consumable liquid shall be assumed for at least onetransverse pair of tanks or a single centreline tank. The tank or tanks to be taken intoaccount shall be those where the effect of free surface is the greatest.

(e) Alternatively, the actual free surface effect may be used provided the methods ofcalculation are acceptable to the Director General of Marine.

(5) Construction of watertight bulkhead

(a) A watertight subdivision bulkhead, whether transverse or longitudinal, of a ship shall beconstructed in a such a manner that it shall be capable of supporting the pressure dueto the maximum head of water which it might have to sustain in the event of damageto the ship. The construction of these bulkheads and their strength shall be to thesatisfaction of the Director General of Marine.

(6) Openings in watertight bulkheads

(a) (i) Where pipes, scuppers, electrical cables, etc are carried through watertightsubdivision bulkheads, arrangement shall be made to ensure the integrity ofthe watertightness of the bulkheads.

(ii) Only a valve or cock forming part of a piping system shall be permitted in a

watertight subdivision bulkhead.

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(iii) Lead or heat sensitive material shall not be used in a system, which penetratesany watertight subdivision bulkhead, where deterioration of such system in theevent of fire would impair the watertight integrity of the bulkhead.

(b) Collision bulkheads shall not pierced below the margin line by more than one pipe. Anypipe, which pierces the collision bulkhead shall be fitted with screw down valve capableof being operated from above the bulkhead deck, the valve chest being secured insidethe forepeak.

(c) Efficient means shall be provided for closing all openings in the watertight bulkheads.Details of the means provided for closing these openings shall be submitted to theDirector General of Marine for approval.

Chapter 2Structures

Structures

20. (1) This chapter covers those elements of hull and superstructure, which provide longitudinal and

other primary and local strength of the ship as a whole and also other important components which aredirectly associated with the hull and superstructure.

(2) Materials used for the hull and superstructure shall be adequate for the intended use of theship. Due regard shall be paid to Regulation 33(1).

(3) The structure shall be capable of withstanding the static and dynamic loads which can act onthe ship under all operating conditions, without such loading resulting in inadmissible deformation andloss of watertightness or interfering with the safe operation of the ship.

(4) Cyclic loads, including those from vibrations, which can occur on the ship shall not:

(a) Impair the integrity of structure during the anticipated service life of the ship or the

service life agreed with the Director General of Marine;

(b) Hinder normal functioning of machinery and equipment; and

(c) Impair the ability of the crew to carry out its duties.

(5) The Director General of Marine shall be satisfied that the choice of design conditions, designloads and accepted safety factors corresponds to the intended operating conditions for whichcertification is sought.

Chapter 3Accommodation and Escape Measures

Passenger and Crew Accommodation

21. (1) Passenger and crew accommodation shall be designed and arranged so as to protect theoccupants from unfavorable environmental conditions and to minimize the risk of injury to occupantsduring normal and emergency conditions.

(2) (a) Spaces accessible to passengers shall not contain controls, electrical equipment, hightemperature parts and pipelines, rotating assemblies or other items from which injuryto passengers could result, unless such items are adequately shielded. isolated, orotherwise protected

(b) Passenger accommodation shall not contain operating controls unless the operatingcontrols are so protected and located that their operation by a crew member is unlikelyto be impeded by passengers during normal and emergency conditions of operation.

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(c) Adequate means to notify passengers to be seated shall be provided

(3) Crew accommodation shall be to the satisfaction of the Director General of Marine havingregard to the ships intended service.

(4) Windows in passenger and crew accommodation shall be made of material which will notbreak into dangerous fragments if fractured.

(5) (a) Any space for the use of passengers on a ship shall be adequately ventilated.

(b) Full details of the arrangements, with drawings of the system of ventilation shall besubmitted to the Director General of Marine for approval.

(c) Each compartment shall preferably be ventilated independently of any othercompartment.

Seats

22. (1) (a) A fixed or secured seat shall be provided for each passenger that the ship is certif ied

to carry on a vessel engaged in runs of more than fifteen minutes. Fixed seats shall beso installed as to provide for ready escape. The seating distance from seat front to seatfront shall not be less than 750mm if the seats are arranged in rows and each seatshall have a depth of at least 450mm and a width of not less than 475 mm.

(b) Seats shall be of a form and design such as to minimize the possibility of injury and toavoid trapping of the occupants particularly in emergency conditions. Dangerousprojections and hard edges shall be eliminated.

(2) The installation of seats shall be such as to allow adequate access to any part of theaccommodation space. In particular, they shall not obstruct access to, or use of, any essentialor emergency equipment or required means of escape.

(3) Safety belt shall be provided for all seats for which the ship may be operated unless it isdemonstrated to the satisfaction of the Director General of Marine that they are unnecessary.

(4) Aisles shall not be less than 0.75 meter in width.

Exits and Means of Escape

23. (1) The design of ship shall be such that all occupants may safely evacuate the ship into survivalship with the minimum practicable delay in a single operation under all reasonable emergencyconditions by day or by night. The positions of all exits which may be used in an emergency, and of alllife-saving appliances, the practicability of evacuation procedure, and the evacuation time

representative for crew and passengers, shall be demonstrated to the satisfaction of the DirectorGeneral of Marine.

(2) Accommodation spaces, evacuation routes, exits, lifejacket stowage and survival craftstowage, and embarkation points, shall be clearly and permanently marked and illuminated.

(3) (a) Each enclosed accommodation space shall be provided with at least two exits arranged,if possible, in the opposite ends of the space. One of the exits may be an emergencyexit. Normal exit(s) shall be safely and easily accessible and shall provide asatisfactory route to a normal point of boarding or disembarking from the ship, and shallcomply in any case with the requirements for an emergency exit.

(b) Normal exit door shall capable of being readily operated from side and outside the ship

daylight and in darkness, where applicable. The means of operation shall be obvious,rapid and of adequate strength.

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(c) The closing, latching and locking arrangement for normal exits shall be such that it isreadily apparent to the appropriate crew member when the doors are closed and in asafe operational condition, either in direct view or by an indicator.

(d) All entrances to passenger compartment s on a ship shall be equal in width to theladders or stairways leading to the passenger compartments.

(e) All entrances to the ship are to be fitted with steady handrails, or its equivalent.

(f) A ladder or stairways shall not be less than 0.75 meter in width. There shall be at least1.80 meter clear space in vertical direction above each step.

(g) Where the vertical height of the ladder or stairway exceed 0.50 meter, steady handrailsshall be fitted on each side.

(h) Ladders or stairways shall, as far as possible, be pitched fore and aft and shall not betoo steep, the angle from the vertical being as near 37 degrees as the arrangement ofthe ship will permit. All ladders are to lined on the back. The depth of every step ofevery ship shall not be less than 0.20 meter.

(4) (a) The ship shall have a sufficient number of emergency exits which are suitable tofacilitate the quick and unimpeded escape in emergency conditions, such as collision

damage or fire, of persons wearing approved life-jackets. The number of theemergency exit and normal exit provided for every 50 passengers or part thereof andin no case less than two (2).

(b) Emergency exit doors shall be capable of being opened from either side, even thoughpersons may be crowding against the door. Exits shall not be unduly vulnerable tojamming in the event of minor structural deformation.

(c) Footholds, ladders, etc., provided to give access from the inside to emergency exits,shall be of rigid construction and permanently fixed in position, except that they mayfold if they can be brought into use immediately in emergency conditions and the riskof their jamming is small. Permanent handholds shall be provided whenevernecessary to assist persons using emergency exits, and shall be suitable for conditions

when the ship has developed any possible angle of heel or pitch.

(d) The means of opening of all emergency exits shall be obvious, rapid, and of adequatestrength. When the ship is in service the securing devices shall be self-containedwithout removable handles or keys.

(e) All emergency exits, together with their means of opening, shall be adequately markedfor the guidance of passengers. Adequate marking shall also be provided for theguidance of rescue personnel outside the ship.

(f) An emergency exit shall be at least 600mm by 750mm and the lower edge of theemergency exit shall be above the gunwale.

(5) Provision shall be made on board for embarkation points properly equipped for evacuation ofpassengers into life-saving appliances.

Evacuation Time

24. The provisions for evacuation, together with the proposed evacuation procedures, shall be submitted tothe Director General of Marine for consideration at an early stage in the design of the ship.

Baggage, Store and Cargo Compartments

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25. (1) Provision shall be made to prevent shifting of baggage, store and cargo-compartmentcontents, having due regard to occupied compartments and accelerations likely to arise. Ifsafeguarding by positioning is not practicable, an adequate means of restraint for the baggage, storesand cargo shall be provided.

(2) The luggage compartment readily accessible to the passenger shall be provided at least 0.06cubic meter for each passenger. The luggage compartments shall be located near the entrance usedby the passenger and shall not obstruct the passageway leading to any exit.

(3) Loading limits, if necessary, shall be marked in those compartments.

(4) Having regard to the purpose of the ship, the closures of the exterior openings of the luggageand cargo compartments shall be appropriately weathertight.

Water Closets

26. Every ship operating on runs of more than 15 minutes are to be provided with one water closet and onehand basin for every 50 passengers in which she is certified to carry.

Chapter 4Directional Control Systems

General

27. (1) Ship shall be provided with means for directional control of adequate strength and suitabledesign to enable the ships heading and direction of travel to be effectively controlled without unduephysical effort at all speeds and in all conditions for which the ship is to be operated.

(2) For the purpose of this chapter, a directional control system includes any steering device ordevices, any mechanical linkages and all power or manual devices, controls and actuating systems.

Emergency Means of Steering

28. Emergency means of directional control and effective means of communication between ships controlposition and emergency control position shall be provided to the satisfaction of the Director General ofMarine.

Chapter 5Anchoring, Towing and Berthing

Anchors

29. Ships shall be provided with approved ground tackle to the satisfaction of the Director General ofMarine having regard to the intended service of the ship and its ability to maneuver in an emergencycondition.

Towing

30. (1) Ship shall be capable of being towed and suitable arrangements shall be provided to effect thissafely in the worst intended conditions.

(2) A maximum towing speed shall be established by the Director General of Marine.

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(3) The towing arrangements and all eyebolts, fair leads and bitts shall be so constructed andattached to the hull that in the event of their damage, the watertight integrity of the ship is not impaired.

Berthing

31. Suitable fair leads, bitts and mooring ropes shall be provided where necessary.

Chapter 6Fire Safety

General

32. (1) The requirements in this chapter are based on the following conditions:

(a) The use of fuel with a flash point below 43C is not recommended

(b) Members of the crew are aware of the instructions approved by the Director General of

Marine which specify the actions of the crew in the event of fire on the ship and thatthese instructions are permanently on board the ship and appropriate drills of the creware arranged regularly.

(c) The repair and maintenance of the ship are carried out in accordance with methods tothe satisfaction of the Director General of Marine.

(2) For the purpose of this chapter, unless expressly defined otherwise the following definitionsapply:

(a) Fire hazard areas are those compartments where the proximity to each other ofcombustible materials or flammable liquids and potential sources of ignition (electricalequipment, heat surfaces, etc.) may promote the initiation of fire (machinery spaces,

etc.).

(b) Control stations are those spaces in which the primary and emergency controls orinstruments, the ships radio or main navigating equipment or the emergency source ofpower is located or where the fire recording or fire control equipment is centralized.

(c) A Standard Fire Test is one in which specimens of the relevant bulkheads or decksare exposed in a test furnace to temperatures corresponding approximately to thestandard time-temperature curve. The specimen shall have an exposed surface of notless than 4.65 square meters

(d) And height (or length of deck) of 2.44 meters resembling as closely as possible theintended construction and including where appropriate at least one joint. The standard

time-temperature curve is defined by a smooth curve drawn through the followingpoints:

at the end of the first 5 minutes - 538C.at the end of the first 10 minutes - 704C.at the end of the first 30 minutes - 843C.at the end of the first 60 minutes - 927C.

(e) Special Category Spaces are those enclosed spaces intended for the carriage ofmotor vehicles with fuel in their tanks for their own propulsion, into and from whichsuch vehicles can be driven and to which passengers have access.

(f) Non-combustible material means a material which neither burns nor gives offflammable vapors in sufficient quantity for self-ignition when heated to approximately

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750C, this being determined to the satisfaction of the Director General of Marine byan established test procedures. Any other material is a combustible material.

(g) Steel or other equivalent material. Where the words steel or other equivalentmaterial occur, equivalent material means any material which, by itself or due toinsulation provided, has structural and integrity properties equivalent to steel at the endof the applicable fire exposure to the standard fire test (e.g. aluminum alloy withappropriate insulation).

(h) Flashpoint means a flashpoint determined by an approved apparatus using theclosed cup test.

(i) Low flame spread means that the surface which may be exposed to a fire willadequately restrict the spread of flame, this being determined to the satisfaction of theDirector General of Marine by an established test procedure.

Structural Fire Protection

33. (1) The hull shall be constructed of approved non-combustible materials having adequatestructural properties. The Director General of Marine may permit the use of other materials provided

that it is satisfied that the additional precautions taken are sufficient to ensure that an equivalent levelof fire safety is achieved.

(2) Fire hazard areas shall be enclosed by fire-resisting divisions complying with the requirementsof paragraph (5) except where, in the opinion of the Director General of Marine, the omission of anysuch division would not affect the safety of the ship. These requirements need not apply to those partsof the structure in contact with water at the lightweight condition, but due regard shall be given to theeffect of heat transfer from any uninsulated structure in contact with water to insulated structure abovethe water.

(3) Control stations, life-saving appliances stowage positions, escape routes and places ofembarkation into survival craft shall not, as far as practicable be located adjacent to any fire hazardareas.

(4) Control stations shall be provided with appropriate structural protection to the satisfaction of theDirector General of Marine, having due regard to the ships arrangements.

(5) Fire-resisting divisions shall preferably be of non-combustible material but other materialinsulated as required may be accepted by the Director General of Marine. They shall prevent thepassage of flame and smoke through them in the standard fire test for a period equal to 30 minutesplus an allowance of seven minutes for initial detection and extinguishing action.

(6) The main structures within the fire hazard areas shall withstand the effect of flame during theStandard fire test for the period of time specified in paragraph (5) without serious risk of collapse.

(7) If the structures specified paragraph (2), (5) and (6) are made of aluminum alloy, their

insulation shall be such that the temperature of the core does not rise more than 200C above theambient temperature during the first 30 minutes of the standard fire test.

(8) Pipes, ducts, and controls penetrating a fire-resisting division shall not reduce its fire-resistingintegrity.

(9) In general, thermal and acoustic insulation shall be of non-combustible materials

(10) Where insulation is installed in areas in which it could come into contact with any flammablefluids or their vapor, its surface shall be impermeable to such flammable fluids or vapor.

(11) All Furniture, ceilings and linings installed in the ship shall be of non-combustible materials.However, the materials used for upholstery and trim may be combustible but shall possess low

flame-spread characteristics as is reasonable to the satisfaction of Director General of Marine.(12) Materials used in the ship, when exposed to local fire, shall not emit smoke or toxic gases inquantities that could be dangerous to the occupants of the ship.

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(13) When combustible materials are installed to provide buoyancy, these materials shall be reliablyprotected against potential sources of ignition or contamination by flammable fluids.

(14) In compartments where smoking is allowed, suitable ash containers shall be provided. Incompartments where smoking is not allowed, adequate notices shall be displayed.

(15) The exhaust gas pipes shall be arranged so that the risk of fire is kept to a minimum. To thiseffect, all the compartments and structures which are contiguous with the exhaust system, or thosewhich may be affected by increased temperatures caused by waste gases in normal operation or in anemergency, shall be constructed of non-combustible material, or shielded with such material to theextent required by the Director General of Marine.

(16) The design and arrangement of the exhaust manifolds or jet pipes shall be such as to ensurethe safe discharge of exhaust gases.

Fuel and other Flammable Fluid Tanks and Systems

34. (1) Tanks containing fuel and other flammable fluids shall be separated from passenger crew andbaggage compartments by vapor-proof enclosures or cofferdams which are suitable ventilated and

drained.

(2) Wherever possible, such tanks shall not be located in, or contiguous to, fire hazard areas, butwhere they are so located they shall be made of steel or other equivalent material.

(3) Means shall be provided to shut off the flow of flammable fluids into a fire hazard area. Thismeans, and the control thereof, shall be located outside the fire hazard area. The quantity of oilremaining in pipes, filter, etc., in such areas shall be kept to a minimum.

(4) Pipes, valves and couplings conveying flammable fluids shall be of steel or such alternativematerial satisfactory to the Director General of Marine in respect of strength and fire integrity havingregard to the service pressure and the spaces in which they are installed. Wherever practicable, theuse of flexible pipes shall be avoided but where such piping is used, it shall be approved by the

Director General of Marine.

(5) Pipes, valves and couplings conveying flammable fluids shall be arranged as far from hotsurfaces or air intakes of engine installations, electrical appliances and other potential sources ofignition as is practicable and be located or shielded so that the likelihood of fluid leakage coming intocontact with such sources of ignition is kept to a minimum.

Ventilation

35. (1) Spaces in which flammable gases may accumulate shall be provided with effective ventilationto the satisfaction of the Director General of Marine.

(2) (a) In general, the control and closure of ventilation openings to fire hazard areas shall becapable of being operated from outside the area and also from inside wherenecessary.

(b) The Director General of Marine shall, in addition, consider the need to have similararrangements for other compartments.

(3) All ventilation fans shall be capable of being stopped from outside the spaces which theyserve.

(4) Where a compartment is likely to be occupied, ventilation controls for that compartmentshallalso be operable from within.

(5) Fire hazard areas shall have separate ventilation systems and ventilation ducts. Ventilationducts for fire hazard areas shall not pass through other spaces, and ducts for ventilation of other

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spaces shall not pass through fire hazard areas. The Survey General may permit regulations fromthese requirements, provided that the ducts have adequate fire integrity and insulation or automatic firedampers are fitted close to the boundaries penetrated.

(6) An effective ventilation system to give a minimum of 10 changes per hour shall be provided inspecial category spaces with means provided at the control station to indicate the loss or reduction inoperation of the system.

Fire Detection and Extinguishing Systems

36 (1) Fire Pumps

(a) Ship of 24 meter and above in length shall be provided with one independent drivenpower pump and one pump together with its own source of power and sea connectionsituated outside machinery spaces.

(b) Ship above 10 meters but below 24 meters in length shall be provided with one pumpwhich shall be available for f ire extinguishing service wherever possible.

(2) Fire Hydrant, Hoses and Nozzles.

(a) The number of fire hoses to be provided, each complete with couplings and nozzles,shall be one for each 24 meters length or part of it of the boat and one spare but in nocase less than two in all.

(b) The quantity referred to in subparagraph (a) does not include any hoses required inany engine room or boiler room and the Director General of Marine may increase thenumber of hoses required to ensure that sufficient number hoses are available andaccessible at all times

(c) The number and position of the hydrants shall be such that a supply of at least one jetof water having a throw of at least 12 meter, from a nozzle having a minimumdiameter of 12 millimeters, is capable of reaching any part of the boat normally

accessible to the crew while the ship is being navigated.

(d) In machinery spaces of ship fitted with oil-fired boilers or internal combustion typepropelling machinery or in similar spaces where the risk of spillage of oil exits, thehose nozzles shall be suitable for spraying water on oil or alternatively shall be of dualpurpose type.

(3) Portable Fire Extinguishers

(a) The accommodation spaces and service spaces of the ship shall be provided with suchapproved fire extinguishers as the Director General of Marine thinks appropriate andsufficient.

(b) Fire hazard area containing internal combustion type machinery shall be provided withat least one portable fire extinguisher suitable for extinguishing oil fires for each 750kW of engine power output or part thereof, but the total number of such fireextinguishers so supplied should not be less than two and need not exceed six.

(4) Fixed Fire Extinguishing Installation

(a) Fire hazard areas containing internal combustion machinery having total power outputof 750 kW and above shall be protected by an approved remotely controlled, fixed,quick acting, extinguishing system which is adequate for the fire hazard that may exist.Director General of Marine shall also consider the need for providing local manualcontrol, having regard to the reliability of the remote control system.

(5) Fire Detection System

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(a) The fire hazard areas shall be provided with an approved automatic fire detectionsystem to indicate at the control station the location of outbreak of a fire in all normaloperating conditions of the installations.

(b) Every fixed fire detection system and manual call point fitted shall be capableautomatically indicating the presence of smoke or fire and its location.

(c) The indicators shall be centralized either on the navigation bridge or at the maincontrol station which are provided with direct communication with the navigationbridge.

(d) Electrical equipment used in the operation of any fire detection and fire alarm systemwith manual call point shall be capable of being supplied from two source of electricalpower, one of which shall be from an emergency source of power.

(e) Power supplies and electrical circuit necessary for the operation of the systemmentioned under sub-paragraph (d) shall be monitored for loss of power or faultcondition as appropriate and occurrence of the faulty condition shall be initiated with avisual and audible fault signal at the control panel which shall be distinct from a firesignal.

(f) Detectors and manually call operated call point shall be grouped together into sections

and the activation of any detector or manually operated call point shall be initiated witha visual and audible fire alarm at the station referred to sub-paragraph (b).

(g) No section covering more than one deck within accommodation spaces, service spaceand control station shall be permitted except a section which covers enclosedstairways.

(h) A section of detectors shall not serve space on both sides of the ship nor on more thanone deck and neither shall it be situated in more than one main vertical zone exceptthat the Director General of Marine satisfied that the protection of the boat against firewill not be reduced, may permit such a section of detectors to serve both sides of theship and more than one deck.

Special Category Spaces

37 (1) Each special category shall be fitted to the satisfaction of the Director General of Marine fireextinguishing systems, taking into account the size of the space and the number of vehicles carried:

(a) An approved fixed water-spraying system for manual or automatic operation to protectall parts of the space;

(b) An approved fixed gas fire extinguishing system effective in dealing with petrol fuel;

(c) An approved system for providing high expansion foam in effective quantities to

protect all parts of the space;

(d) Semi-portable fire extinguishers readily available for use in the space, but with aminimum of two such extinguishers to each such space.

(e) Systems required under sub-paragraphs (a), (b) and (c) of this paragraph shall becontrolled from outside the space.

(2) Equipment which may constitute a source of ignition of flammable vapors, and in particularelectrical equipment and wiring in such spaces, shall be installed at least 0.45 meter above thedeck.

(3) Special category spaces shall be structurally separated from the operating compartment,

passenger accommodation and evacuation routes as effectively as practicable. If the DirectorGeneral of Marine permits the adjacent arrangement of these spaces, provision shall be made

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for easy evacuation from the passenger accommodation in the direction opposite to the specialcategory space.

(4) A continuous fire patrol shall be maintained, unless an automatic fire detection system isprovided.

Miscellaneous

38. (1) The controls referred to in Regulations 34(3), 35(3), 36(1) and 36(2) shall be readily availableand as far as possible, in close proximity to each other. In general, these controls shall be located inthe control station.

(2) The Director General of Marine shall consider which of the requirements of this chapter areappropriate to the protection of any cargo spaces.

Chapter 7Life Saving Appliances

General

39 (1) The survival system shall include life-saving appliances to permit abandonment of a damagedship in accordance with the requirements of Regulation 20(3).

(2) The life-saving appliances shall be of a type approved by the Director General of Marine.

(3) Evacuation routes, exits and embarkation points shall comply with the requirements ofRegulation (23).

Survival craft

40 (1) Survival craft shall be provided in sufficient quantity to accommodate at least 110 per cent ofthe total number of persons the ship is certified to carry. In addition, the ship shall carry at least oneapproved type rescue boat if:-

(a) carrying more than 150 passenger,

(b) more than 20 meter in length

(2) Each survival craft and its life-saving equipment shall be to the satisfaction of the Director

General of Marine.

(3) Survival craft shall be securely stowed externally to passenger accommodation. The stowageshall be such that each survival craft may be safely launched In a simple manner and remain securedto the craft during and subsequent to the launching procedure. The length of the securing line shall besuch as to maintain the survival craft suitably positioned for embarkation.

(4) At the discretion of the Director General of Marine, inflatable survival craft may be stowed witha hydrostatic device so arranged as to release and inflate the survival craft from its container In theevent of the ship sinking.

(5) Each survival craft and its equipment shall be stowed in such a manner and position that allsuch craft may be launched rapidly without mutual interference.

(6) In the case of inflatable survival craft the launching procedure shall initiate inflation.

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(7) All survival craft shall be capable of being launched in adverse roll and trim attitudes and for allemergency conditions.

Lifejackets

41. (1) Life-jacket to the satisfaction of the Director General of Marine shall be provided to a totalnumber of not less than 105 per cent of the total number of persons on board. A number of life jacketssuitable for children shall be 10 per cent of the total number of the passenger.

(2) The stowage positions of all lifejackets shall be clearly identified and indicated to all occupants.

Lifebuoys

42. (1) Every vessel to which this regulations applies carrying 150 passengers or less shall beprovided with at least four lifebuoys where a minimum or two lifebuoys shall be fitted with self ignitinglight and the remainder of the lifebuoys fitted with buoyant line of minimum length 27.5 meters. Forvessels carrying more than 150 passengers, shall be provided with at least eight lifebuoys where aminimum or four shall be provided with self igniting light, two with buoyant smoke markers and the

remainder of the lifebuoys fitted with buoyant line of minimum length 27.5 meters.

Communication

43. (1) At least two two-way VHF portable radiotelephone apparatus shall be provided.

(2) A general emergency alarm system shall be provided and shall be used for summoningpassengers and crew to muster stations and to initiate actions included in the muster list. The systemshall be supplemented by either a public address system or other suitable means of communication.

(3) At least four (4) parachute flare capable of giving a high altitude red light and two orange

smoke signals shall be provided in the control compartment.

Chapter 8Machinery

General

44. (1) The ability of the propulsion system to alter the direction of thrust if this is necessary tobringthe ship to rest from maximum ahead speed in a reasonable time and distance, to the satisfaction ofthe Director General of Marine.

(2) The design construction of and materials used for the machinery of ship shall be to thesatisfaction of the Director General of Marine.

(3) In the design and installation of machinery containing high energy rotating parts, considerationshall be given to the likelihood of ejection of high-energy debris in the evens of failure. Wherepracticable, the debris shall be contained, either within the machinery or by the provision of externalguards. Where this is not practicable, the probability of disruptive failure leading to the ejection ofdebris which would hazard the ship, its occupants or any other person shall be extremely remote.

(4) The Director General of Marine shall be satisfied that the reliability of the machinery (i.e. itsability to continue to function), as installed in the ship, is adequate for its intended use.

(5) Where only a small number of units of the particular type of machinery have beenmanufactured, the Director General of Marine shall ensure that the detailed design, test, and quality

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control during manufacture provide at least comparable assurance to the operating experienceobtainable from large numbers.

(6) The Director General of Marine shall be satisfied that the procedure used to control the qualityof the machinery is adequate for the particular product.

(7) Each part of all machinery shall be protected against corrosion and deterioration with dueregard to the maintenance it will receive, the environment in which will operate and the hazard arisingif corrosion occurs.

(8) All boilers and pressure vessels shall be of a design and construction adequate for the purposeintended and shall be so installed and protected as to minimize danger to persons on board. Inparticular, attention shall be paid to the materials used in the construction and the working pressuresand temperatures at which the item will operate and the need to provide an adequate margin of safetyover the stresses normally produced in service. Every boiler and pressure vessel shall be fitted withadequate means to prevent over-pressures in service and be subjected to a hydraulic test before beingput into service, and where appropriate at specified intervals subsequently to a pressure suitably inexcess of the working pressure.

Engines

45. (1) The design of the engine shall be such that :

(a) The power output can be controlled within the approved limits;

(b) Safety devices do not cause complete engine shutdown without prior warning, exceptwhere it is essential.

c(2) The engine and its mountings shall be of adequate strength and stiffness to enable it towithstand, when suitably supported, the most adverse combination of loads without exceedingacceptable stress levels for the material concerned, which shall include:

(a) Vibration loads likely to occur under normal and anticipated fault conditions agreed to

by the Director General of Marine; and

(b) Inertia and gyroscopic loads.

(3) Each engine shall be provided with:

(a) An emergency over speed shut-down device connected, where possible, directly to theengine shaft; and

(b) At least two means for stopping the engine under any operating conditions.

(4) The major components of the engine shall have adequate strength to withstand both thethermal and dynamic conditions of normal operation and any excessive thermal and dynamic

conditions that may result from malfunction of the engine. The engine shall not be damaged by alimited operation at a speed or at temperatures exceeding the normal values but within the range of theprotective devices. Such operation shall be considered in determining the service life of the engine.

(5) The design shall be such as to avoid the risk of major rupture of casings in the event of a localfailure of, or consequent to, local damage to the casing. Particular consideration shall be given tothose casings which are subjected to high stress due to internal procure.

(6) The design of the engine shall be such as to minimize the risk of fire or explosion and toenable compliance with the fire precaution requirements of Chapter 6.

(7) Provision shall be made to drain all excess fuel and oil to a safe position so as to avoid a firehazard.

(8) Whenever practical, the integrity of the engine shall not be unduly affected by the failure ofcomponents driven by it.

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(9) Reasonable provision shall be made in engines for the connection of adequate instrumentationto enable the crew to monitor engine operation and assess trends towards unsafe conditions.

(10) Ventilation arrangement to engine spaces shall ensure:

(a) An adequate supply of air to the engine: and

(b) Safety of personnel when machinery is operating at full power in any operatingconditions.

(11) Measures shall be taken to reduce engine noise and vibration in machinery spaces so that theyare kept within acceptable levels as determined by the Director General of Marine having regard to theneed for entry to the space during operation. If this noise cannot be sufficiently reduced, the source ofexcessive noise shall be suitably insulated and isolated or a refuge from noise shall be provided if thespace requires manned supervision. Ear protectors shall be provided for personnel required to entersuch spaces.

(12) Where two or more engines are employed, the systems servicing them shall be so designedthat. As far as practicable, failure of or explosion in one engine shall not damage or impair thefunctioning of the others.

Gas Turbines

46. (1) The gas turbine shall be free from surge or dangerous instability throughout its operating rangeup to the maximum steady speed approved for use. The Director General of Marine shall takemeasures to ensure that the turbine is not operated within any speed range where excessive vibration,stalling, or surging may be encountered.

(2)The strength of turbine engines shall be such that any reasonably probable shedding of compressoror turbine blades will not lead to damage that would be likely to hazard the ship its occupants or anyother persons.

(3) Any turbine shall be so installed as to avoid excessive vibration within the ship.

(4) Regulation 45(7) shall apply to gas turbines in respect of fuel which might reach the interior ofthe jet pipe or exhaust system after a false start or after stopping.

(5) Turbines shall be safeguarded as far as practicable against the possibility of damage byingestion of contaminants from the operating environment.

(6) In the event of a failure of a shaft or weak link, the broken end shall not hazard the occupantsof the ship, either directly or by damaging the ship or its systems. Where necessary, guards may befitted to achieve compliance with this requirement.

Diesel Engines

47. (1) Any main propulsion diesel engine shall have torsional vibration and other vibrationalcharacteristics acceptable to the Director General of Marine. Precautions-shall be taken to ensure thatthe engine is not operated within any speed range where excessive vibration may be encountered.

(2) Fuel injector pipes shall be so positioned or screened as to avoid fuel impingement on hotsurfaces in the event or Leakage or fracture of the pipe. Where this is not practicable, the DirectorGeneral of Marine shall consider the need to install double-walled pipes and to ensurethat any leakageis drained to a safe receptacle fitted with an alarm to indicate that leakage is taking place. In any case,unattended machinery spaces shall have such an arrangement installed.

(3) Engines of a cylinder diameter of 200 millimeters or a crankcase volume of 0.6 cubic metroand above shall be provided with crankcase explosion relief valves of an approved type with sufficient

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relief area. The relief valves shall be arranged with means to ensure that discharge from them isdirected so as to minimize the possibility of injury to personnel.

(4) The lubrication system and arrangements shall be efficient at all running speeds, dueconsideration being given to the need to maintain suction and avoid the spillage of oil in all conditionsof list and trim and degree of motion of the ship.

(5) Arrangements shall be provided to ensure that an alarm shall be provided or that the engineshall be stopped or slowed to a sate sped in the event of the lubricating oil pressure falling to adangerously low level. Automatic shut-down of the engine shall only be activated by conditions whichcould lead to complete breakdown, fire or explosion.

(6) Where diesel engines are arranged to be started, reversed or controlled by compressed air, thearrangement of the air compressor, air receiver, and air starting system is to be such as to minimizethe risk of fire and explosion.

(7) Arrangements shall be provided to ensure that, in the event of leakage in any liquid coolingsystem, ingress of coolant liquid into the ship may be minimized. Such arrangements shall includemeasures to minimize the effect of such leakage upon machinery serviced by the system.

Transmission

48. (1) The transmission shall be of adequate strength and stiffness to enable it to withstand the mostadverse combination of the loads expected in service without exceeding acceptable stress Ievel for thematerialconcerned.

(2) The design of shafting shall be such that hazardous whirling and do not occur at any speed upto 105 per cent of the maximum speed that it can attain, e.g. the speed attained at governor trip.

(3) The strength and fabrication of the transmission shall be such that the probability of hazardousfatigue failure under the action of the repeated loads of variable magnitude expected in service isextremely remote throughout its operational life. Compliance shall be demonstrated either by suitablyconducted teem, and/or by designing for sufficiently low stress levels, combined with the use of fatigue

resistant materials and suitable detail design.

(4) Where a clutch is fitted in the transmission, normal engagement of the clutch shall not causeexcessive stresses in the transmission or driven items. Inadvertent operation of any clutch shall notproduce dangerously high stresses in the transmission or driven item.

(5) The transmission system shall be such that a failure in any part of the transmission, or of adriven component, will not apply a torque to the system which could cause damage which might hazardthe ship or its occupants. This could be accomplished by the provision of weak links, as appropriate.

(6) Where failure of lubricating fluid supply or loss of lubricating fluid pressure could lead to ahazardous condition, provision shall be made to enable such failure to be indicated to the operatingcrew in adequate time to enable them as far as practicable to take the appropriate action before the

hazardous condition arises.

Propulsion

49. (1) The propulsion system shall be at least of twin screw with adequate strength and stiffness tothe satisfaction of the Director General of Marine.

(2) The design of propulsion device shall pay due regard to the effects of allowable corrosion,electrolytic action between different metals, erosion or cavitation which may result from operation inenvironments in which it is subjected to spray, debris, salt, sand, etc.

(3) The design data and testing of propulsion shall pay due regard, as appropriate, to anypressures which could be developed as a result of a duct blockage, to steady and cyclic loadings, to

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loading due to external forces and to the use of the devices in manoeuvring and reversing and to theaxial location of rotating parts.

(4) The Director General of Marine shall be satisfied with the arrangements as appropriate toensure that:

(a) Ingestion of debris or foreign matter is minimized:

(b) The possibility of injury to personnel from shafting or rotating parts is minimized; and

(c) Where necessary, inspection and removal of debris can be carried out safely inservice.

Chapter 9Auxiliary Systems

General

50. (1) Fluid systems shall be constructed and arranged so as to assure a safe and adequate flow of

fluid at a prescribed flow rate and pressure under all conditions of ship operation. Attention shall bedirected to the avoidance of fuel impingement on hot surface in the event of leakage or fracture of thepipe.

(2) The maximum allowable working pressure in any part of the fluid system shall not be greaterthan the design pressure acceptable to the Director General of Marine having regard to the allowablestresses in the materials. Where the maximum allowable working pressure of a system component,such as a valve or a fitting, is less than that computed for the pipe or tubing, the system pressure shallbe limited to the lowest of the component maximum allowable working pressures. Every system whichmay be exposed to pressures higher than the systems maximum allowable working pressure shall besafeguarded by appropriate relief devices.

(3) Tanks and piping shall be pressure tested as required by the Director General of Marine to a

pressure that will assure a safety margin in excess of the working pressure of the item. The test on anystorage tank or reservoir shall take into account any possible static head in the overflow condition andthe dynamic forces arising from ship motions.

(4) Materials used in piping systems shall be compatible with the fluid conveyed and due regardgiven to the risk of fire. Non-metallic piping material may be permitted in certain systems at thediscretion of the Director General of Marine provided precautions are taken to maintain the integrity ofthe hull and watertight decks and bulkheads where necessary. Concerning materials and the use offlexible hoses in flammable fluid systems, reference is made to the fire safety requirements inRegulation 34(3) and Regulation 34(5).

Fuel Systems

51. (1) Fuel piping shall be accessible protected from mechanical damage be effectively securedagainst excessive movements and vibration, and so routed that it does not pass through passenger,cargo, or crew compartments. Flexible fuel pipes shall have suitable connections, be resistant to salt,water, oil and vibration, be visible, easily accessible and shall not penetrate watertight bulkheads.

(2) Fuel tank filling, vent and drain lines shall be of adequate size and terminate in a manner thatwill not constitute a hazard.

(3) Provision shall be provided for the management andcontrol of the fuel system from a positionreadily accessible to the crew. Where gravity tanks are arranged, remote-controlled shut-off valvesshall be provided at the tank.

Hydraulic Systems

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52. (1) In addition to the requirements in Regulation 50(2), the additional pressure due to hydraulicshock and the rate of pressure rise caused by hydraulic shock shall be considered in the design ofhydraulic piping systems.

(2) The Director General of Marine shall be satisfied with the hydraulic fluid used and theprocedure for installation testing.

Pneumatic Systems

53. The Director General of Marine shall be satisfied with the adequacy of any installed pneumatic system.

Lubrication Systems

54. Lubricating oil systems shall be designed, installed and tested to the satisfaction of the DirectorGeneral of Marine.

Bilge Pumping and Drainage Systems

55. (1) Arrangements shall be made for draining any watertight compartment other than thecompartments intended for permanent storage of liquid. Where in relation to particular compartmentsdrainage is not considered necessary, drainage arrangements may be omitted but it is to bedemonstrated that the safety of the ship will not be impaired.

(2) Bilge pumping arrangements shall be provided to allow every watertight compartment otherthan those intended for permanent storage of liquid to be drained. The capacity or position of suchcompartments shall be such that flooding thereof could not effect the safety of the ship.

(3) The bilge pumping system shall be capable of operation under all possible values of list and

trim after sustaining the postulated damage in Regulation 19(3)(e) and Regulation 19(3)(f). The bilgepumping system shall be so designed as to prevent water flowing from one compartment to another.

(4) (a) At least two pumps shall be available for bilge pumping of which at least one shall bereserved solely for bilge pumping duties. Any other pump of suitable output availableon board, except for an oil pump may be used as the second bilge pump.

(b) The pumps may be fixed or portable and they shall be power driven unless the outputof each pump is less than 1.5 tons per hour.

(c) The output of each pump shall in general meet the following formula:

Q = 3.75(1+(L/36))2

where;

Q = output in tons per hour andL = length of the ship in meters

Provided that if, in the case of a particular type of ship, the Director General of Marineis satisfied that having regard to:

(i) previous service experience with similar ship;

(i i) the conditions of service; and

(iii) the constructional features of the ship

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a lesser bilge pump output can be permitted, the output of each bilge pump may bereduced, but in no case to less than:

Q = 0.05 LW

where;

Q = output in tons per hour with a minimum of 1 tons per hourLW = lightweightof the ship in tons.

(5) Internal diameters of suction branches shall not be less than 25 millimeters. Suction branchesshall be fitted with effective strainers.

(6) Spaces situated above the water level in the worst anticipated damage conditions may bedrained directly overboard through scuppers fitted with non-return valves.

(7) Any space for which bilge pumping arrangements are required shall be provided with a methodof establishing the presence of water in that space. In unattended machinery spaces this shall be bymeans of a bilge alarm.

Ballast Systems

56. (1) Ballast pumping and piping systems, when necessary, shall be to the satisfaction of theDirector General of Marine.

(2) Where a fuel transfer system is used for ballast purposes, the system shall be isolated fromany water ballast system and meet the requirements for fuel systems.

Cooling Systems

57. The cooling arrangements provided shall be adequate to maintain all lubricating and hydraulic fluid

temperatures within manufacturers recommended limits during all operations for which the ship is tobe certificated.

Engine Air Intake Systems

58. Arrangements shall be provided sufficient air to the engine and shall give adequate protection againstdamage as distinct from deterioration, due to ingress of foreign matter.

Ventilation Systems

59. The ventilation arrangements shall be adequate to ensure that the safe operation of the ship is not putat hazard. Where appropriate, arrangements shall ensure that enclosed engine compartments areforcibly ventilated to atmosphere before the engine can be started.

Exhaust Systems

60. All engine exhaust systems shall be adequate to assure the correct functioning of the machinery andthat safe operation of the ship is not hazarded. Exhaust systems shall be so arranged as to minimizethe intake of exhaust gases into manned spaces, air conditioning systems, and engine intakes. Exhaustdischarging through the hull in the vicinity of the waterline shall be fitted with shut-off valves on the

shell unless alternative arrangements have been made to ensure that the risk of flooding of the spaceis minimized.

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Chapter 10Remote Control and Warning Systems

Remote Control

61. (1) All control and maneuvering functions of the ship shall be exercised from the ships controlposition.

(2) An emergency device shall be provided independent of the main remote control systems toensure that, in the event of any one control system failure, it shall be possible to remove the propulsivethrust safely.

(3) If provision is made for a machinery control station outside the ships control position, means ofcommunication shall be provided between these positions; transfer of control from one station toanother shall be effected only from the ships control position.

Warning System

62. (1) A warning system shall be provided to indicate a malfunction which requires immediateattention and which shall meet the following conditions:

(a) It shall actuate a visual and audible warning signal which can be switched off at theships control position. Where the visual warning will not be immediately evident to theoperating crew member, there shall be individual light signals at an appropriate controlstation to indicate which warning signal is in action.

(b) It shall be designed so as to be protected against breakdown: in general for thispurpose, any fault in the alarm circuit shall either activate the system or someappropriate signal. An appropriate test facility shall be incorporated.

(c) It shall have a permanent power supply and shall be fitted with a change-over switchso that it can be connected to an alternative source of power in case the normal sourceof power shall fail. An alarm signal shall be operated if the normal source of power forthe warning system breaks down.

(d) The fire detection system shall be fitted with an

Mso - Domestic Voyages Passenger Ships Safety Regulations 200x[1]

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Transcript of Mso - Domestic Voyages Passenger Ships Safety Regulations 200x[1]