CODE OF SAFETY FOR INDIAN COASTAL SHIPS

(CARGO SHIPS LESS THAN 3000 GROSS TONNAGE PLYING EXCLUSIVELY ON THE INDIAN COAST)

ICSS CODE
Assessment of suitability for the issue of the Indian Coastal Ship Safety Certificate

Foreword
Seaborne movement of cargo and allied marine support services (such as towing, dredging, etc.) along the Indian coast are primarily carried out by vessels that, under the current regulatory framework, are registered under the Merchant Shipping Act, 1958 (M.S. Act) and adhere to all requirements of international conventions such as SOLAS, MARPOL, STCW, etc. A downgraded version of the above coastal sea-going vessels are those that are registered under the Inland Vessels Act, 1917 (I.V. Act). Such inland cargo vessels, harbour tugs, dredgers, etc. registered under the I.V. Act, with the Class and Restricted Load Line issued by the Indian Register of Shipping (IRS), carry out operations within the harbour areas with limited leave to proceed upto 15 NM out on the open seas from inland water limits. The scantling strength of the inland vessels meets the requirements of the limited open seas trade as well as that of short coastal voyages. However, there is a considerable difference between the construction, equipment, operational and certification requirements of these 2 types of vessels registered under 2 different statutes. This is because inland vessels, unlike the sea-going vessels, are not required to conform to the requirements of SOLAS, MARPOL, STCW, etc. These IMO conventions apply only to ships engaged on international voyages but have been implemented in respect of all such M.S. Act registered sea-going vessels through secondary legislation. The Government of India is desirous of seamlessly integrating the trade carried out by the inland vessels and coastal sea-going vessels so as to encourage and facilitate coastal sea trade as part of Indias transport policy. The Directorate General of Shipping (DGS) has developed a code of practice that provides detailed requirements for construction, equipment, operation and certification of ships engaged on voyages exclusively on the Indian coast. In developing this code, DGS has interacted exhaustively with the Indian Register of Shipping (IRS) and various members and organisations from the Indian coastal shipping industry such as the Indian National Shipowners Association (INSA), the Indian Coastal Conference (ICC), Indian Barge Owners Association, Goa Barge Owners Association, etc. and the result is the Code of Safety for Indian Coastal Ships (Code). The said Code has been adopted from [ ---- ], 2008.

Contents
Preamble 1. General Provisions 2. Survey and Certificates 3. Construction
4. Fire Protection and Fire Fighting 5. Life Saving Appliances

4 6 8 12 13 26 29 29 30 30 31 31 32 37 37 38

6. Light and Sound Signals

7. Radiocommunications

8. Safety of Navigation 9. Safe Manning 10. Medical Appliances

11. Prevention of Pollution 12. Accommodation Standards 13. Safety Management System

14. 15.

Ship Security Miscellaneous

Preamble
1 The objectives of the Code are to:

seamlessly integrate seaborne trade from inland waters to coastal waters and vice-versa; provide a standard for construction, safe operation and certification of ships exclusively engaged on trade between Indian ports; achieve levels of safety commensurate with the expectations of Government of India and the public.

To achieve the above objectives, the Code prescribes upgraded requirements for inland vessels and downgraded requirements for coastal sea-going vessels.

As per recommendations of the Maritime States Development Council (MSDC), the DGS has already framed technical rules for 2 types of vessels: Type I: Type II: vessels engaged in ship to shore operations upto a maximum distance of 12 NM beyond IV limits in fair weather only. vessels engaged in operations between nearby ports during daylight hours in fair weather only.

In addition to the above 2 types, the Code envisages further 2 types of vessels with increased voyage duration: Type III: Type IV: vessels engaged in operations between Indian ports in fair weather conditions where voyage duration does not exceed 24 hours; vessels engaged in operations between Indian ports in all-weather conditions

The scantling strength and machinery of Type III ships below 90 m in length are in line with rules applicable for Type II. The scantling strength and machinery of Type III & IV ships (and Type III ships over 90m in length) are in line with the Indian Coastal Service requirements of the IRS. The safety and other operational equipment of Code ships are based on functional requirements and take into account the gross tonnage and main propulsion power of the ship. As such, in addition to the maximum limit of 3000 GT and 3000 kW by which Code ships are bound, thresholds of 1600 GT and 1500 kW are referenced in several parts of the Code, thus reflecting the increasing operational and safety requirements of ships with increasing size and main propulsion power.

Adoption of the Code is voluntary by the owners. Owners opting to adopt the Code shall do is in its entirety, i.e. there is no provision for exemptions. Owners opting not to adopt the Code but intending to carry out the operations envisaged within the Code shall do so by adhering to the relevant rules under the M.S. Act (M.S. Rules), I.V. Act (I.V. Rules) and international conventions in force at the time and applicable for the intended operation.

The Code is a comprehensive stand-alone document that shall provide the standards for construction, equipment operation and certification of Type I, II, III and IV vessels. Adoption of the Code shall obviate the need to adhere to the M.S. Rules, I.V. Rules or any international conventions (e.g. SOLAS, ISM Code, ISPS Code, MARPOL, STCW, etc.) for the intended operation.

The Code assumes close surveillance of the area to which this Code applies by the Indian Navy and Coast Guard.

1
1.1 1.1.1

General Provisions
Application This Code shall apply to vessels registered under the Merchant Shipping Act, 1958 (M.S. Act). The Code has been developed to provide a regional safety standard for ships plying exclusively on the Indian coast.

1.1.2

Unless expressly provided otherwise, the Code applies only to ships that are: otherwise); not fishing vessels; not military and government ships not used for not offshore support vessels. engaged exclusively on Indian coastal voyages; less than 3000 GT; less than 3000 kW main propulsion power; not passenger ships; not tankers; not carrying bulk chemicals in any form (packaged or

commercial purposes; 1.1.3

The gross tonnage and/or main propulsion power limitations for compliance with the Code prescribed in para 1.1.2 may be relaxed by the Administration in the case of novel / innovative designs.

1.2 Definitions For the purposes of the Code, unless expressly provided otherwise:

(a) (b) (c) (d) (e) (f)

Code means the Code of Safety for Indian Coastal Ships. Code ship means ships that, at the owners option, have adopted the Code. Code vessel shall have the same meaning as Code ship. Fair weather means wind force and sea state not exceeding that corresponding to Beaufort Scale 4. Administration means the Directorate General of Shipping or a recognised organisation acting on its behalf. Recognised Organisation means any organisation recognised to perform statutory work on behalf of the Administration in terms of certification and survey functions connected with the issuance of the certificates envisaged under this Code.

(g) (h) (i) (j) (k) (l) (m)

Approved means approved by the Administration or a recognised organisation acting on its behalf. Passenger ship is a ship which carries more than 12 passengers. Cargo ship is any ship which is not a passenger ship. This includes non-trading vessels such as tugs, dredgers, etc. Tanker is a cargo ship constructed or adapted for the carriage in bulk of liquid cargoes. New ship means a ship the keel of which is laid or which is at a similar stage of construction on or after [ ---- ], 2008. Existing ship means a ship which is not a new ship. Length in relation to a Code ship means the distance (in metres) between the forward and aft perpendiculars, however the length is to be not less than 96% and need not be greater than 97% of the extreme length on the summer load water line.

(n)

Freeboard means the distance measured vertically downwards amidships from the upper edge of the deck line to the position at which the upper edge of the appropriate load line mark lies.

(o) (p)

Freeboard Deck means the deck from which the freeboard is assigned and generally the uppermost complete deck exposed to the weather and sea. Watertight means capable of preventing the passage in any direction of water under pressure or otherwise as the case may be having regard to the functional requirement of that part of the vessel.

(q) (r)

Weather tight means water cannot penetrate through that part into the vessel under any condition of sea and weather encountered at sea. Weather forecast means the weather forecast applicable for the port(s) under consideration, given by the meteorological department of the Government of India or any other competent authority.

(s)

Favourable weather forecast means a weather forecast wherein fair weather is predicted for twenty four hours from the commencement of a voyage.

1.3

Types of Code Ships For the purposes of this Code, the following types of vessels operating along the Indian coast are considered: Type III: Restricted Coastal Service

Vessels engaged in operations between Indian ports, provided that such operation is carried out in fair weather against a favourable weather forecast. Vessels falling under this Type shall at all times while operating between ports, keep a maximum parallel distance for 8 nautical miles from the nearest land, save in the Gulf of Cambay and Gulf of Kutch, where vessels may ply, while operating between ports

located either end of the Gulf, a maximum distance of 12 nautical miles parallel from the nearest land.

Type IV:

Unrestricted Coastal Service

Vessels engaged in operations between Indian ports during all-weather conditions. Vessels falling under this Type shall at all times while operating between ports, keep a maximum parallel distance for 12 nautical miles from the nearest land. Provided that such vessel shall not cease to be a Type IV ship merely by reason of the fact that the vessel crosses during the voyage the Gulf of Kutch or Cambay. 1.4 1.4.1 1.4.2 Code Review The Code shall come into effect by means of appropriate M.S. Rules / Notification. The Code shall be periodically reviewed for its effectiveness and amendments that may be required from time to time. First such review shall be conducted in 3 years from the date of issue of M.S. Rules / Notification stated above 1.5 1.5.1 Registration Type 3 and Type 4 vessels are to be registered under M.S. Act. Owners of ships registered under I.V. Act, may at their option, register their ships under M.S. Act expressly for the purpose of application of the Code.

Surveys & Certificates

2.1 Inspection and survey

2.1.1

The inspection and survey of ships for the enforcement of the provisions of the Code, shall be carried out by officers of the Administration. The Administration may, however, entrust the inspections and surveys either to surveyors nominated for the purpose or to organisations recognized by it.

2.1.2

When a nominated surveyor or recognised organisation determines that the condition of the ship or its equipment does not correspond substantially with the particulars of the certificate or is such that the ship is not fit to proceed to sea without danger to the ship, or persons on board, such surveyor or organisation shall ensure that corrective action is taken and shall in due course notify the Administration.

2.1.3

In the event as set forth in paragraph 2.1.2, the nominated surveyor or recognised organisation may allow the ship to proceed to sea provided that the corrective actions

as prescribed during the survey are undertaken to be carried out by the owner or manager within a stipulated period.

2.2 Surveys 2.2.1 The 1. 2. 3. 4. 5. structure, machinery, life-saving appliances, radio installations and other equipment should be subject to the surveys specified below: an initial survey before the ship is put in service; a renewal survey at intervals specified by the Administration not exceeding five years; an intermediate survey within three months before or after the 2 nd or 3rd anniversary date of the Indian Coastal Cargo Ship Safety Certificate; An annual survey within three months before or after each anniversary date of the Coastal Cargo Ship Safety Certificate. A minimum of two inspections of the outside of the ships bottom should be carried out during any five year period. The interval between any two such inspections shall not exceed thirty-six months. These surveys shall include surveys required under the provisions of the applicable Load Line rules as amended of the Administration or a recognised organisation acting on its behalf. 2.2.2 The surveys referred to in para 2.2.1 shall include the following: 1. The structure, machinery and equipment, other than those items surveyed with the life-saving appliances and installations; The fire safety systems and appliances, life-saving appliances and arrangements, the ship borne navigational equipment, means of embarkation for pilots and other equipment;

2.

3. 4.
2.2.3

The fire control plans, nautical publications, lights, shapes, means of making sound signals and distress signals; and The radio installations of the ship.

The initial or renewal survey shall include the following: (a) the initial survey of a new ship1 shall include a complete inspection of the items referred to in para 2.2.2 to ensure that the arrangements, materials, scantling and workmanship of the structure, boilers, and other pressure vessels, their appurtenances, main and auxiliary machinery including steering

For the purposes of initial survey, an existing ship not in possession of a valid Certificate of Class for the intended operation at the time of adoption of the Code shall be treated as a new ship

gear and associated control systems, electrical installations and other equipment comply with the requirements of the Code, are in satisfactory condition and are fit for the service for which the ship is intended; OR (b) the initial survey of an existing ship shall include a complete inspection of the items referred to in para 2.2.2 which had to be modified or added in order to comply with the requirements of the Code to ensure that the arrangements, materials, scantling and workmanship of the structure, boilers, and other pressure vessels, their appurtenances, main and auxiliary machinery including steering gear and associated control systems, electrical installations and other equipment which had to be modified or added comply with the requirements of the Code, are in satisfactory condition and are fit for the service for which the ship is intended. For existing ships, the outside of the ships bottom shall be required to have been inspected within thirty twelve months preceding the issuance of the Indian Coastal Ship Safety Certificate.

2.2.4

the intermediate survey shall include an inspection of the structure, machinery and equipment referred to in paragraph 2.2.2 to ensure that they have been maintained satisfactorily for the service for which the ship is intended;

2.2.5

the inspection of the outside of the ships bottom and survey of related items inspected at the same time shall be such as to ensure that they remain satisfactory for the service for which the ship is intended.

2.3 1.

Maintenance of conditions after survey The owner or master of every ship to which this Code applies should ensure that: the condition of the ship and its equipment is maintained to conform with the

provisions of this Code to ensure that the ship in all respects will remain fit to proceed to sea without danger to the ship, persons on board or the environment;

2.

after any survey of the ship under 2.2 has been completed, no significant change should be made in the structural arrangement, machinery, equipment and other items covered by the survey, without the permission of the Administration; and

3.

whenever an accident occurs to a ship or a defect is discovered, either of which affects the safety of the ship or the efficiency or completeness of its life-saving appliances or other equipment, a request should be made immediately to the Administration for a survey as may be required by 2.2, be carried out as soon as practicable.

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2.4 2.4.1

Issue or endorsement of certificates A certificate called an Indian Coastal Ship Safety Certificate (ICSS) shall be issued after an initial or renewal survey of a ship which complies with the requirements of this Code.

2.4.2

The certificate referred to in para 2.4.1 shall be supplemented by a Record of Equipment and Ship Information which shall be permanently attached thereto and which shall contain the following:

1. 2. 3.

A record of equipment and ship operations information in compliance with Chapters 4, 5, 6, 7, 8, 9 and 10 of this Code; Safety Management System adopted ashore and on board in compliance with Chapter 13 of this Code; and Ship security measures taken and equipment carried in compliance with Chapter 14 of this Code.

2.4.3

The certificate referred to in this section shall be issued or endorsed by the Administration or by a recognised organisation acting on its behalf.

2.5 2.5.1

Duration and validity of certificates An Indian Coastal Cargo Ship Safety Certificate should be issued for a period specified by the Administration or a recognised organisation acting on its behalf which should not exceed five years.

2.5.2

the renewal survey is completed within three months before the expiry date of the existing certificate, the new certificate should be valid from the date of completion of renewal survey to a date not exceeding five years from the date of expiry of the existing certificate.

2.5.3

When the renewal survey is completed after the expiry date of the existing certificate, the new certificate should be valid from the date of completion of the renewal survey to a date not exceeding five years from the date expiry of the existing certificate.

2.5.4

When the renewal survey is completed more than three months before or after the expiry date of the existing certificate, the new certificate should be valid from the date of completion of the renewal survey to a date not exceeding five years from the date of completion of the renewal survey.

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2.5.5

Where

a certificate

is

issued

for a

period

of less than

five

years,

the

Administration or a recognised organisation acting on its behalf may

extend the

validity of the certificate beyond the expiry date to the maximum period specified in 2.5.1, provided that the surveys referred to in 2.2, which are applicable when a certificate is issued for a period of five years are carried out as appropriate. 2.5.6 Where a renewal survey has been completed and new certificate cannot be issued or placed on board the ship before the expiry date of the existing certificate, the Administration or a recognised organisation acting on its behalf shall endorse the existing certificate and such a certificate should be accepted as valid for a further period which should not exceed five months from the expiry date. 2.5.7 Where a ship at the time when a certificate expires is not in a position to be surveyed, the Administration or a recognised organisation acting on its behalf may extend the period of validity of the certificate but this extension shall be granted only in cases where it appears proper and reasonable to do so. No certificate shall be extended for a period longer than three months. 2.5.8 A certificate issued under 2.4 shall cease to be valid in any of the following cases: where the relevant surveys and inspections are not completed within the periods specified under 2.2; 2. 3. where the certificate is not endorsed in accordance with the requirements of this Code; and where the ship is withdrawn from the Indian Registry.

1.

2.6

Form of certificates

The certificates and the record of equipment and ship information should be drawn up in the form corresponding to the models given in the Annex I.

2.7 times.

Availability of certificates

The certificates issued under 2.5 shall be readily available on board for examination at all

Construction
3.1 Code ships shall be designed and maintained in compliance with the structural,
mechanical and electrical requirements of a classification society for the intended operation.

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3.2 All Code ships shall be classed with a Classification Society authorised by the Government of India for the purposes of undertaking the operations envisaged under this Code.

3.3 Type III Code ships less than 90 m in length shall follow the requirements of
structure and strength, freeboard and stability and machinery as prescribed for Type II vessels. Please refer to MS (Safety of Inland Waterways vessels operating short distances beyond inland water limits) Rules 2007 for the details of the requirements referred to above.

3.4 Code ships shall be designed and built to withstand the normal conditions of
operations for intended type of operations. Please refer to Annex II for detailed requirements for Type III Code ships (above 90m in length) and Type IV Code ships w.r.t. Structure and Strength, Freeboard and Stability, Machinery and Bilge Systems, and Electrical Installations.

Fire Protection and Fire Fighting

4.1 Constructional fire safety measures

4.1.1

The hull, superstructure, structural bulkheads, decks and deckhouses of Code ships shall be constructed of steel or other equivalent material. Material other than steel, in case used shall be insulated to the same fire retardant properties as steel. In case alternate arrangements are proposed, the same shall be submitted to the Administration for approval, along with details and calculation substantiating the equivalence of the material used.

4.1.2

For Code ships less than 1600 GT, the bulkheads and decks separating the engine room from the accommodation spaces and the wheelhouse and accommodation spaces shall be constructed of steel suitably insulated by fire retardant covering as per IRS / IS standards.

4.1.3

For Code ships of 1600 GT and above, the bulkheads and decks separating the machinery spaces from control stations, corridors, accommodation spaces, stairways, service spaces and cargo spaces shall be so constructed as to be capable of preventing the spread of fire to the unexposed side. A general guidance as indicated in the table below shall be followed between adjacent bulkheads and decks:

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1 Control Stations (1) Accommodation spaces (2) Service Spaces (3) Machinery Spaces (4) Other Spaces (5) A0

2 A60 C

3 A60 A0 A0

4 A60 A60 A60 *

5 A0 A0 * A0 *

Where and * appears in the tables the division requires to be steel or other equivalent material but is not required to be of A class standard. Interior stairways below the weather deck shall be of steel or other material having acceptable fire resisting properties.

4.2 Insulation materials

4.2.1

Insulation materials in accommodation spaces, service spaces (except domestic refrigeration compartments), control stations and machinery spaces shall be noncombustible. Vapour barriers and adhesive used in conjunction with insulation, as well as insulation of pipes fittings, for cold service systems, need not be noncombustible materials, but they shall be kept to the minimum quantity practicable and their exposed surfaces shall have qualities of resistance to the propagation of flame to the satisfaction of Administration.

4.3

Restricted use of combustible material

4.3.1

All exposed surfaces in corridors and stairway enclosures and surfaces including decks in concealed or inaccessible spaces in accommodation spaces, service spaces and control stations shall have low flame-spread characteristics. Exposed surfaces of ceilings in accommodation spaces, service spaces and control stations shall have low flame-spread characteristics.

4.3.2

Paints, varnishes and other finishes used on exposed interior surfaces shall not offer an undue fire hazard in the judgment of the Administration and shall not be capable of producing excessive quantities of smoke.

4.4

Means of escape

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4.4.1

Stairways and ladders shall be so arranged as to provide, from accommodation spaces, service spaces, control stations, machinery spaces and other spaces in which the crew is normally employed, ready means of escape to the open deck and thence to the survival craft.

4.4.2

Two means of escape shall be provided from every machinery space that shall be as widely separated as possible. Vertical escapes shall be by means of steel ladders or other means acceptable to the Administration as suitable alternatives. Where the size of such machinery space makes it impracticable, one of these means of escape may be dispensed with provided that the means provided is to the satisfaction of the Administration.

4.5

Special arrangements in machinery spaces The following provisions shall apply to machinery spaces.

.1

1.

Means shall be provided for opening and closure of skylights, opening and

closure of windows in machinery space boundaries, closure of openings in funnels, which normally allow exhaust ventilation, and closure of ventilator dampers. 2. Means shall be provided for permitting the release of smoke. The means required in 1 and 2 shall be located outside the space

3.

concerned where they will not be cut off in the event of fire in the space they serve.

4.

Windows shall not be fitted in machinery space boundaries. This does not

preclude the use of glass in control rooms within the machinery space.

5.

Doors fitted in machinery space boundaries shall as far as practicable be

equivalent in resisting fire to the divisions forming such boundaries. Where such doors are not weather tight or watertight doors, they shall be self-closing.

4.6

Ventilation systems Ventilation systems of each of the following groups of spaces shall be entirely separated from each other: 1. machinery spaces; 2. galleys; 3. cargo spaces; and 4. accommodation spaces and control stations.

4.6.1

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4.6.2

The arrangement of each ventilation system shall be such that fire in one space shall not readily spread to the other spaces.

4.6.3

The main inlets and outlets of all ventilation systems shall be capable of being closed from outside the spaces being ventilated.

4.7

Ventilation of tanks, cofferdams, etc. All tanks carrying cargo, cofferdams and other enclosed spaces in all ships shall be provided with effective means for ventilation and access to the satisfaction of the Administration, having regard to the intended services.

4.7.1

4.8

Miscellaneous items Where bulkheads, decks, ceiling or linings are penetrated for the passage of electric cables, pipes, trunk, etc., or for the fitting of ventilation terminals, lighting fixtures and similar devices, or for girders, beams or other structural members, arrangements shall be made to ensure that the fire integrity is not impaired.

4.8.1

4.8.2

Where the Administration may permit the conveying of oil and combustible liquid through accommodation and service spaces, the pipes conveying oil or combustible liquids shall 1. be of a material approved by the Administration, having regard to the fire risk; 2. not be concealed; and 3. carry only low-pressure liquids and not normally be used at sea.

4.8.3

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.

4.9
4.9.1

Arrangement for oil fuel, lubricating oil and other flammable oils Limitations in the use of oil as fuel

The following limitations shall apply to the use of oil as fuel:

1. Except as otherwise permitted by this paragraph; no oil fuel with a

flashpoint of less than 60C shall be used.

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2. In emergency generators oil fuel with a flashpoint of not less than 43C shall be used. 3. Subject to such additional precautions as it may consider necessary and on condition that the ambient temperature of the space in which such oil fuel is stored or used shall not be allowed to rise to within 10C below the flashpoint of the oil fuel, the Administration may permit the general use of oil fuel having a flashpoint of less than 60C but not less than 43 C.

4. In cargo ships, the use of fuel having a lower flashpoint than otherwise
specified in this paragraph, for example, crude oil, may be permitted provided that such fuel is not stored in any machinery space and subject to the approval of the complete installation by the Administration. The flashpoint of oils shall be determined by an approved closed cup method.

4.10

Oil fuel arrangements 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:

4.10.1 In a ship in which oil fuel is used, the arrangements for the storage distribution

1. As far as practicable, parts of the oil fuel systems 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 observed. The machinery spaces in way of such parts of the oil fuel systems shall be adequately illuminated.

2. 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. Where oil fuel tanks, other than double bottom tanks, are necessarily located adjacent to, or with in, machinery spaces of category A, at least one of their vertical sides shall be contiguous to the machinery space boundaries, and shall preferably have a common boundary with the double bottom tanks, where fitted, and the area of the tank boundary common with the machinery spaces shall be kept to the minimum. Where such tanks are situated within the boundaries of machinery spaces of category A, they shall not contain oil fuel having a flashpoint of less than 60C. In general, the use of freestanding oil fuel tanks shall be avoided. Where permitted, they shall be provided with an oil tight spill tray of suitable size having a drainpipe leading to a safe place to the satisfaction of the Administration.

3. Every oil fuel pipe, which, if damaged, would allow oil to escape from
the storage, settling or daily service tank situated above the double bottom shall be fitted with a cock or valve constructed of similar material to that of the tank, directly on the tank capable of being closed from a safe position

17

outside the space concerned in the event of a fire occurring in the space in which such tanks are situated. Such tanks of not more than 250 L capacity need not comply with this paragraph.

4. Safe and efficient means of ascertaining the amount of oil fuel contained
in any oil fuel tank shall be provided. Sounding pipes 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 accommodation spaces. Other means of ascertaining the amount of oil contained in any oil fuel tank shall be provided. Sounding pipes 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 accommodation spaces. Other means of ascertaining the amount of oil fuel contained in any fuel tank may be permitted, provided that the failure of such means or overfilling of the tanks will not permit release of fuel. The Administration may permit the use of oil level gauges with flat glasses and self-closing valves between the gauge glasses and the oil tanks. Cylindrical gauge glasses may also be permitted in freestanding oil fuel tanks provided that they are suitably protected and fitted with self-closing valves to the satisfaction of the Administration. 5. Provisions shall be made to prevent overpressure in any oil tank or in any part of the oil fuel system including the filling pipes. Relief valves and air or overflow pipes shall discharge to a position, which in the opinion of the Administration is safe. The open ends of air pipes shall be fitted with wire mesh.

6. The ventilation of machinery spaces shall be sufficient under all normal

conditions to prevent accumulation of oil vapour.

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Lubricating oil arrangements The arrangements for storage, distribution and utilisation of oil used in pressure lubricating systems shall be such as to ensure the safety of the ship and persons on board, and such arrangements in machinery spaces shall at least comply with the provisions of 4.10.1.1, .3, .4 and .5 except that this does not preclude the use of sight flow glasses in lubricating systems.

Arrangements for other flammable oils The arrangements for storage, distribution and utilization of other flammable oils employed under pressure in power transmission systems, control and activation systems and heating systems shall be such as to ensure the safety of the ship and persons on board. In locations where means of ignition are present, such arrangements shall at least comply with the provisions of 4.10.1.1 No oil fuel tank or lubricating oil tank or any other flammable oil tank shall be situated where spillage or leakage there from can constitute a hazard by falling on heating surfaces. Precautions shall be taken to prevent any oil that may escape under pressure or oil leakage from any pump, filter, piping system or heat exchanger from coming into contact with heated surfaces or enter into machinery air intakes. Where necessary, a suitable spill tray or gutter screen or other suitable arrangement shall be provided to allow oil to drain to a safe place in the event of spillage or leakage of oil from such an oil tank, machinery, equipment or system. The number of joints in piping systems shall be kept to a minimum practicable. Pipes, fittings and valves handling fuel oil, lubricating oil and other flammable oils shall be of the steel or other approved material, except that restricted use of flexible pipes shall be permissible in positions where the Administration 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 Administration. Oil fuel, lubricating oil or other liquid substances flammable or harmful to the marine environment shall not be carried in forepeak tanks. Any oil or other substances flammable or harmful to the marine environment shall not be carried in other tanks or spaces, which are not specially approved by the Administration for such purposes.

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4.11

Carriage of oxygen and acetylene cylinders be permitted unless an approved work permit system is in place.

4.11.1 Carriage of oxygen and acetylene cylinders of use on board while sailing shall not

4.12

Cooking areas structural fire protection shall be suitably made hazard proof by employing electric hot plate of maximum 3 kW capacity or domestic cooking gas. The use of deep fat fryers, tandoors, barbeques shall not be permitted.

4.12.1 In case of a small cooking area that is common with the accommodation, the

Fire Fighting Appliances

4.13 Fire pumps fire pump of capacity not less than 70 cbm/hour.

4.13.1 Every Code ship shall be provided with at least one independent power-operated

4.13.2 Every fire pump shall be arranged to draw water directly from sea and
discharge into a fixed fire main. 4.13.3 Centrifugal pumps or other pumps connected to the fire main through which back flow could occur shall be fitted with non-return valves.

4.13.4 In Code ships, if a fire in any one compartment could put all the fire pumps
out of action, there shall be provided in a position outside such spaces an independently driven emergency fire pump which shall comply with the requirements of 14.15.1 The emergency fire pump shall be capable of producing at least a jet of water of not less than 6 m from one hydrant and hose through a nozzle complying with the requirements of 4.17. 4.13.5 Where the fire pumps are capable of developing a pressure exceeding the design pressure of the fire mains, water service pipes, hydrants and hoses, relief valves shall be fitted. Such valves shall be so placed and adjusted as to prevent excessive pressure in the fire main system. 4.13.6 The pumps required for the provision of water for other fire extinguishing systems required by this Chapter, their sources of power and their controls shall be installed outside the space or spaces protected by such systems and

20

shall be so arranged that a fire in the space or spaces protected will not put any such system out of action.

4.14

Fire main, water service pipes, fire hydrants and fire mains the weather deck for feeding any or all fire hydrants.

4.14.1 In every Code ship a fire main of 65 mm size shall be laid with isolating valve on

4.14.2 In every Code ship, the number and position of hydrants shall be such that at
least one jet of water from a single length of hose can reach any part of the ship normally accessible to the crew while the ship is being navigated and any part of any cargo space when empty. Furthermore, such hydrants shall be positioned near the accesses to the protected spaces.

4.14.3 Material readily rendered ineffective by heat shall not be used for fire main
and hydrants unless adequately protected. The pipes and hydrants shall be so placed that the fire hoses may be easily coupled to them. 4.14.4 In ships where deck cargo may be carried, the position of the hydrants shall be such that they are always accessible and the pipes shall be arranged as far as practicable to avoid risk of damage by such cargo.

4.14.5 A valve shall be fitted to serve each fire hose so that any fire hose may be
removed while the fire pumps are at work. 4.14.6 The fire mains shall be provided with isolating valves located so as to permit optimum utilization in the event of physical damage to any part of the main. 4.14.7 Fire mains shall have no connections other than those required for fire-fighting, except for the purposes of washing the deck and anchor chains or operating the chain locker bilge ejector.

4.15 4.15.1

Fire hoses and nozzles

Every Code ship shall be provided with a minimum of 2 fire hoses. 4.15.2 Where hydrants are required in any machinery spaces, each hydrant shall be provided with a fire hose. Where practicable fire hoses shall be connected to the hydrants in such machinery spaces.

21

4.15.3 A single length of fire hose shall not exceed 18 m.

4.15.4 Fire hoses shall be oil-resistant and of approved material. 4.15.5 Fire hoses of unlined canvas shall have a diameter of not less than 64 mm.
Hoses of at least 45 mm internal diameter having a throughput comparable to that of 64 mm internal diameter unlined canvas at corresponding pressure may be used. Fire hoses of an internal diameter not less than 32 mm may be accepted in the accommodation spaces of all ships.

4.15.6 Fire hoses provided in compliance with these requirements shall not be used for
any purpose other than fire fighting or testing of the fire appliances. 4.15.7 Every fire hose shall be provided with an approved nozzle and the necessary couplings. 4.15.8 Standard nozzle size shall be 12 mm.

4.16

Fire extinguishers

4.16.1 Fire extinguishers shall be of approved types and designs.

4.16.2 The capacity of required portable fluid fire extinguishers shall be not more than
13.5 L and not less than 9 1. Other extinguishers shall have a fire extinguishing capability at least equivalent to that of a 9 l fluid fire extinguisher.

4.16.3 The capacity of required portable carbon dioxide fire extinguishers shall not be
less than 3 kg. 4.16.4 The capacity of required portable dry powder fire extinguishers shall not be less than 4.5 kg.

4.16.5 All required portable fire extinguishers shall not exceed 23 kg. in weight in a
fully charged condition and shall be at least as portable as 13.5 litre fluid fire extinguisher. 4.16.6 A spare charge shall be provided for every portable fire extinguisher provided in compliance with this Code, except that for each such fire extinguisher which is of a type that cannot readily be recharged while the ship is at sea an

22

additional fire extinguisher of the same type, or its equivalent, shall be provided in lieu of a spare charge. 4.16.7 Fire extinguishers shall be periodically examined and subjected to such tests as follows:

1. The condition of the charges of extinguishers other than carbon dioxide

extinguishers, shall be checked annually. If on checking there is any indication of deterioration, the charges shall be renewed and, in any case, at least every four years. A record of the annual check shall be fixed to each fire extinguisher.

2. Carbon dioxide extinguishers and gas propellant cartridges of other

extinguishers shall be examined externally for corrosion and for loss of content annually. They shall be recharged or renewed if the loss of gas by weight exceeds 10% of the original charge as stamped on the bottles or cartridge, or have corroded excessively externally.

3. All portable fire extinguishers, other than carbon dioxide extinguishers, shall
be tested by hydraulic pressure once every four years and the date of such test legibly marked on the extinguisher.

4. New carbon dioxide extinguishers, which do not require to be recharged,

shall be tested by hydraulic pressure 10 and 20 years after manufacture and thereafter every five years.

5. Carbon dioxide extinguishers, which require recharging, shall be pressure

tested before being recharged if four years have elapsed since the last hydraulic test was carried out. 4.16.8 One of the portable fire extinguishers intended for use in any space shall be stowed near an entrance to that space. 4.16.9 HALON fire extinguishers shall not be used.

4.16.10

Each fire extinguisher shall as far as is practicable be clearly marked on the front with a label of durable material with at least the following information in English: 1. 2. 3. 4. name of manufacturer; type of fire for which the extinguisher is suitable; type and quantity of extinguishing medium; approval details;

23

5. 6. 7.

operating instruction supplemented by diagrams; intervals for recharging; temperature range over which the extinguisher will operate satisfactorily; and

8.

test pressure.

In addition, the year of manufacture, test pressure and any serial number shall be stamped on the outside of the container.

4.17

Fire buckets

4.17.1 Fire buckets shall be of material, which is not readily flammable. They shall be
painted red, clearly marked with the word "FIRE" and provided with lanyards of sufficient length, having regard to the size of the ship. 4.17.2 The capacity of each of the fire buckets referred to in this part shall be at least 9 L. 4.17.3 Fire buckets provided in compliance to this part shall not be used for any purpose other than extinguishing fires.

4.18

Portable fire extinguishers in accommodation spaces, service spaces and control stations

4.18.1

In every ship there shall be provided a sufficient number of approved

portable fire extinguishers to ensure that at least one extinguisher will be readily available for use in any part of accommodation spaces, service space and control stations. The minimum number of fire extinguishers to be provided in such ships shall be 3. The arrangement of such fire extinguishers shall be to the satisfaction of the Administration. 4.19 Fire extinguishing systems and appliances in the machinery spaces

4.19.1

In every Code ship, there shall be provided for the protection of any

space containing internal combustion type machinery having a total power output of 1500 kW and above: one of the following fixed fire-extinguishing systems:

(i)

a gas system;

24

(ii) (iii)

a high expansion foam system or a pressure water-spraying system

2.

at least one portable extinguisher suitable for extinguishing oil fires for each 750 kW of engine power output or part thereof, but the total number of such fire extinguishers so supplied shall be not less than two and not exceed six.

4.19.2

In every Code ship, there shall be provided for the protection of any

space containing internal combustion type machinery having a total power output less than1500 kW:

1. at least one portable fire extinguisher suitable for extinguishing oil fires for each
75kW or part thereof of such machinery, but the total number of such extinguishers so supplied shall not be less than two and need not exceed seven; or

2. at least two portable fire extinguishers suitable for extinguishing oil fires
together with one non-portable foam fire extinguisher of at least 45 liters capacity or at least 15 kg capacity or equivalent.

4.20

Firemans outfit

4.20.1 Every Code ship shall be provided with at least one fireman's outfit. 4.20.2 A fireman's outfit shall consist of: 1. personnel equipment comprising: (i)
protective clothing of material to protect the skin from the heat radiating from the fire and from burns and scalding by steam. The outer surface of protective clothing shall be water-resistant; (ii) (iii) boots and gloves of rubber or other electrically no conducting material; a rigid helmet providing effective protection against impact; an electric safety lamp (hand lantern) of an approved type with a minimum burning period of three hours; and (v) an axe to the satisfaction of the Administration; and

(iv)

25

2. breathing apparatus of an approved type, which may be either:

(i)

a smoke helmet or smoke mask which shall be provided with a suitable air pump and a length of air hose sufficient to reach from the open deck, well clear of hatch or doorway, to any part of the holds or machinery spaces. Where in order to comply with this paragraph, an air hose exceeding 36 m in length would be necessary, a self-contained breathing apparatus shall be substituted or provided, in addition, as determined by the Administration; or

(ii)

a self-contained compressed-air operated breathing apparatus, the volume of air contained in the cylinders of which shall be at least 1,200 L, or other self-contained breathing apparatus which shall be capable of functioning for at least 30 minutes. A number of spare charges, suitable for use with the apparatus provided, shall be available on board to the satisfaction of the Administration.

4.20.3 For each breathing apparatus a fireproof lifeline of sufficient length and strength
shall be provided capable of being attached by means of a snap hook to the harness of the apparatus or to a separate belt in order to prevent the breathing apparatus becoming detached when the lifeline is operated. 4.20.4 The Administration may require additional sets of personal equipment and breathing apparatus, having due regard to the size and type of the ship. 4.20.5 The fireman's outfits or sets of personal equipment shall be so stored as to be easily accessible and ready for use and where more than one fireman's outfit or more than one set of personnel equipment is carried, they shall be stored in widely separated positions.

4.21

Firemans Axe 4.21.1 Every Code ship shall be provided with at least one firemans axe in an easily accessible location outside the machinery, accommodation and service spaces.

4.22

Fire control plan 4.22.1 In every Code ship, there shall be provided a permanently exhibited fire plan displayed conspicuously for use in the language of the ship, if not English.

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Life Saving Appliances

5 bis Requirements hereafter are based on functional requirements of Code ships All life saving appliances shall be of approved type as per BIS standard. 5.1 5.1.1 Numbers and capacity of survival craft Every Code ship of 1600 GT and above shall carry:

1.

a lifeboat on each side or one capable of being launched on either side or freefall launched over the stern of the ship of such aggregate capacity as will accommodate the total number of persons the ship is certified to carry; and

2.

A life raft or life rafts capable of being launched on either side of the ship and of such aggregate capacity as will accommodate the total number of persons on board. Where the life raft or life rafts cannot be readily transferred for launching on either side of the ship, the total capacity available on each side shall be sufficient to accommodate the total number of persons on board and "Capable of being launched on either side of the ship" and "can be readily transferred" shall be interpreted as "stowed in a position providing for easy side-to-side transfer at a single open deck level".

5.1.2

Every Code ship of less than 1600 GT shall carry on each side of the ship one or more inflatable life rafts (SOLAS Pack B) capable of being launched on either side of the ship and of such aggregate capacity as will accommodate the total number of persons the ship is certified to carry. However, one or more of such life rafts of such aggregate capacity as will accommodate at least the total number of persons the ship is certified to carry shall be capable of being readily transferred from their stowage positions to both sides or from one side to the other side of the ship at open deck level for launching.

5.1.3

Every inflatable life raft and hydrostatic release unit shall be serviced:

27

1. at intervals not exceeding twelve months; however, in cases where it appears

proper and reasonable, the Administration may extend this period up to a maximum of seventeen months;

2. at an approved service station, which is competent to service them,

maintains proper servicing facilities and uses only properly trained personnel.

5.2

Lifejackets On every Code ship lifejackets shall be provided for every person on board the ship and, in addition, lifejackets shall be carried for persons on watch or duty and for use at remotely located survival craft stations in unlocked and clearly marked dry stowage positions in accordance with the following table:
The number of persons that the ship is certified to carry More than 16 persons 4 persons and above but not more than 16 persons Less than 4 persons Minimum number of additional lifejackets Not less than 25% of the total number of persons the ship is certified to carry Not less than 4 2

5.2.1

5.2.2

Each lifejacket shall be fitted with a whistle firmly secured by a cord and a light and fitted with retro-reflective material.

5.3

Life buoys Ships to which this chapter applies shall carry not less than the number of lifebuoys determined according to the following table: Length of ship in metres Under 50 50 and over Minimum number of lifebuoys 6 8

5.3.1

5.3.2

At least half of the number of lifebuoys referred to in 5.3.1 shall be fitted with selfigniting lights.

5.3.3

At least one lifebuoy on each side of the ship shall be fitted with a buoyant lifeline of at least 30 m in length.

28

5.4

Distress signals Every ship to which this chapter applies shall be provided, with not less than 6 rocket parachute flares. They shall be stowed on or near the place at which the ship is normally navigated. They shall be so placed as to be readily accessible and their position shall be plainly indicated.

5.5

Radio life-saving appliances Type IV Code ship shall comply with the requirements of regulation 6 of chapter III of the 1974 SOLAS Convention for ships of 500 tons GT and upwards.

5.5.1

5.5.2

Type III Code ships shall carry at least one two-way VHF telephone apparatus to be used in survival craft.

5.6 5.6.1

General emergency alarm system Every ship shall be provided with a general emergency alarm system capable of sounding the general emergency alarm signal consisting of seven or more short blasts followed by one long blast on the ship's whistle or siren. The system shall be capable of operation from the navigation bridge or control station as appropriate and shall be audible throughout all accommodation and normal working spaces.

5.7

Emergency instructions Clear instructions to be followed in the event of an emergency shall be provided and exhibited in conspicuous places throughout the ship including the navigation bridge, machinery spaces and accommodation spaces.

5.7.1

All above equipment shall be of approved type as per BIS standard.

6.

Light and Sound Signals

6.1
Code ships shall comply with requirements of International Regulations for Prevention of Collisions at Sea (COLREG), 1972 as amended. 6.2 For Code ships less than 1600 GT, positioning of the lights shall be as follows:

(i) (ii)

forward mast light shall be at a maximum height of 6m; all the other lights shall be positioned accordingly (as a

function of the height of the forward mast light or beam, whichever is higher)

29

7.

Radiocommunications
7.1 Code ships shall comply with requirements specified in the table below:

Categories of Code ships

List of equipment to be carried on board (a) 1 no. VHF radio installation (b) NAVTEX Receiver (c) MF/HF SSB Receiver

Code ships less than 1600 GT

(d) 1 no. EPIRB (e) 1 no. SART (f) DSC facility for VHF or MF/HF (g) [ AIS Class B Transponder ] (a) INMARSAT C with EGC (b) VHF Radio Installation with DSC (c) 2 nos. SARTs (d) 2 nos. EPIRBs (e) NAVTEX Receiver (f) 1 no. Two-Way Radio Telephone apparatus (g) [ AIS Class B Transponder ]

Code ships of 1600 GT and above

7.2

Code ships of 1600 GT and above shall be required to have at least one GMDSS (GOC) certificate holder to operate the radio equipment on board.

8.

Safety of Navigation
8.1 Every Code ship, at a minimum, shall carry the following navigational equipment:

1.
2. 3. 4.

1 no. fixed magnetic compass with azimuth mirror for terrestrial navigation; 1 no. spare magnetic compass; In addition, for Code ships of 1600 GT and above, 1 no. gyro-compass; 1 no. Radar; For Code ships of 500 GT and above, 1 no. marine type Radar (for position fixing) which, at the minimum, shall have the following specs: (i) 10 inch display (ii) 10 cm band (iii) 24 NM range

5.

6.

1 no. fixed GPS (for position fixing);

30

7. 8. 9. 10. 11.

1 no. rudder angle indicator; 1 no. aneroid barometer; For Code ships of 1600 GT and above, 1 no. echo sounder with recordable data; 1 no. aldis lamp with portable battery; Passage charts, Nautical almanac and list of lights and tide tables

9.

Safe Manning
9.1
Code ships shall be manned by:

9.2

1 no. Master 1 no. Navigational watchkeeper 1 no. Chief Engineer 1 no. Engine watchkeeper 4 nos. GP rating 1 no. Cook 1 no. Trainee

For grades and qualifications of officers and crew, please refer to Annex III of the Code.

9.3

Officers and crew sailing on board Code ships shall be entitled to receive full sea time in respect of eligibility and service requirements towards NCV certificates.

10.

Medical Appliances
10.1
Every Code ship shall, as a minimum, carry the following medical appliances:

1 no. first aid box not less than that prescribed for a life boat; 1 no. stretcher of approved type for easy evacuation of casualties.

11.

Prevention of Pollution
31

11.1

Code ships shall not discharge into the sea any oil or oily water except when necessary for the purpose of securing the safety of the ship or saving life at sea.

11.2

Code ships shall be fitted with a dedicated holding tank having volume adequate for the total retention on board of oily water from the bilges and other discharges, if any.

11.3

All oily water from the bilges shall be retained on board for subsequent discharge to shore-based reception facilities.

11.4

If a Code ship is fitted with oil filtering equipment in compliance with Regulation 14 of Annex I of the International Convention for the Prevention of Pollution from Ships (MARPOL), as amended, the requirements as prescribed in 11.2 and 11.3 shall be dispensed with.

11.5

All necessary steps shall be taken to reduce the leakage of oil on board Code ships. Drip-trays to collect any leaking fuel or other oils shall be placed under fittings of fuel and other oil tank connections. The contents of drip trays shall be conveyed to the dirty oil holding tanks.

12.

Accommodation Standards
Construction of Bulkheads and Paneling 1. In every ship to which these Codes apply, all bulkheads enclosing or within any part of the crew accommodation shall be properly constructed of steel or other suitable material. If the bulkheads are exposed to the weather they shall be of watertight construction, and means of closure shall be provided for all openings in such bulkheads so as to enable them to be made weather tight. The paneling / ceiling used in the accommodation shall be made of non-combustible material of IRS / IS standard. 2. Any bulkhead which separates any part of the crew accommodation (other than a recreation deck space) from a space used as --

12.1

32

a. An oil fuel bunker; b. A cargo or machinery space; c. A lamp room or paint room; d. A store room not forming part of the crew accommodation (other than a dry

provision store room);

e. A chain locker; or f. A cofferdam;

Shall be gastight, and shall be watertight where necessary to protect the crew accommodation. 3. Any inside paneling in the crew accommodation shall be constructed of a suitable material with a surface, which can be easily kept clean. Neither bulkheads nor inside paneling shall be constructed with tongued and grooved boarding or in a manner or with material likely to harbor vermin.

12.2

Overhead Decks: In every ship to which these Codes apply being a ship constructed of steel or other metal, every deck which forms the crown of any part of the crew accommodation (in this rule referred to as an overhead deck) and is exposed to the weather shall be constructed of steel or other metal.

12.3

Flooring: In every ship to which these Codes apply the decks, which form the floors in the crew, accommodation shall be properly constructed and shall have a surface, which provides a good foothold and is capable of being easily kept clean. The floor covering shall be impervious to water and, if the deck is situated on the top of oil tank, impervious to oil.

12.4

Protection from Weather, etc: In every ship to which these Codes apply, the crew accommodation and the means of excess thereto and egress there from shall be so arranged and constructed and situated in such a position as to ensure

33

a) b) c) d) e) f)

The protection of the crew against injury to the greatest practicable extent; The protection of the crew accommodation against the weather and the sea; The insulation of the crew accommodation from heat and cold; The protection of the crew accommodation against moisture due to condensation; The exclusion from the crew accommodation of effluvia originating in other spaces in the ship; and The exclusion from the crew accommodation, to the greatest practicable extent, of noise originating in other spaces in the ship.

12,5

Lighting: In every ship to which these Codes apply every part of the crew accommodation, other than pantries, laundries drying rooms, lockers, storerooms sanitary accommodation, passageways offices, shall be properly lighted by natural light. Provided that if in any space in a ship it is impracticable to provide proper natural lighting, such lighting shall not be required if adequate electric lighting is always available in that space.

12.6 1.

Ventilation: In every new Code ship, the enclosed parts of the crew accommodation shall be ventilated by a system, which will maintain the air therein in a state of purity adequate for the health and comfort of the crew. Such system shall be capable of being so controlled as to ensure a sufficiency of air movement under all conditions of weather and climate to which the ship is likely to be subjected during the voyages on which she is intended to be engaged and shall be additional to any side scuttles, skylights, companions, doors or other apertures not intended solely for ventilation. 2. In every existing Code ship, as a minimum, adequate fans shall be provided in the enclosed spaces of the crew accommodation.

12.7 1.

Painting etc.: In every ship to which these Codes apply, the interior sides and ceilings of every part of the crew accommodation shall be covered will enamel paint or

34

other suitable material. The paint, enamel or other material shall be of approved quality. 2. All paints, varnish, polish and other finishes in the crew accommodation shall be capable of being easily kept clean and shall be maintained in good condition.

12.8 1.

Sleeping rooms In every Code ship, unless the circumstances are such that no members of the crew are required to sleep on board, sleeping rooms shall be provided for the crew in accordance with the following provisions: The maximum number of persons accommodated in sleeping rooms shall be as follows :

a) b) c)

Master and Chief Engineer 1 person per room. Other Officers 2 persons per room. Apprentices/Ratings Not more than 4 persons per room

In every ship to which these Codes apply, the minimum floor area provided for each person in a sleeping room forming part of crew accommodation shall be 2.75 m2

Beds: Every sleeping room in the crew accommodation of a Code ship shall be fitted with bed for each person accommodated in the room.

Mess Rooms: In every Code ship, unless the circumstances are such as to require no member of crew to mess on board, at least one common mess room for officers and crew shall be provided. The floor area of the mess room shall be not less than 7.5 m2.

35

12.11 1.

Furniture and Fittings in Mess Rooms : Every mess room forming part of the crew accommodation in a Code ship shall be provided with sufficient tables and chairs for accommodating at least 75% of the crew at any given time. 2. All tables, lockers, dress and un-upholstered parts of chairs and settees in the mess room shall be made of hardwood, rustproof metal or other smooth and impervious material not likely to crack, warp or become corroded. All furniture provided in the mess room shall be so made as not to be likely to harbour vermin.

Supply of water to washing accommodation: In every Code ship, there shall be available a supply of fresh water sufficient for the wash-basins, baths and showers fitted in compliance with the Code. The supply shall be provided from tanks of a capacity of at least 50 litres for each member of the crew for each day likely to elapse between successive replenishments of the water or by other equally efficient means. If service tanks are fitted for that purpose they shall be directly connected with the ships main washing water or drinking water storage tanks.

Supply of Drinking Water: In every Code ship, a supply of drinking water shall be provided in the crew accommodation from tanks of an adequate capacity for the purpose from tanks of an adequate capacity for the purpose having regard to the number of persons in the crew and the time likely to elapse between successive replenishments of the water or by other equally efficient means. If service tanks are fitted for that purpose they shall be directly connected with the ships main drinking water storage tanks.

12.14

Water Closets and baths: In every Code ship, at a minimum, each of the following classes of persons shall be provided with water closets and baths separate from those provided for the other classes:

a) Officers;
b) Apprentices/Ratings.

36

12.15

Galleys: Every Code ship shall be provided with a galley for the preparation of food for the crew.

12.16

Dry Provision Rooms: In every ship to which these Codes apply one or more storerooms shall be provided for the storage of dry provisions for the crew. Such rooms shall be fitted with sufficient shelves, cupboards and bins having regard to the maximum period likely to elapse between successive replenishments of stores and to the maximum number of persons for whom food is to be served.

12.17

Cold store rooms and Refrigerating Equipment In every Code ship, means shall be provided to store perishable provisions and box freezers of adequate capacity shall be provided for this purpose.

12.18

Laundry Facilities, etc.: In every Code ship of 1600 GT and above, suitable facilities shall be provided to enable the crew to wash their clothes, and shall be adequate in size and sufficient in number for that purpose.

12.19

Medical Cabinet: In every Code ship, a medical cabinet shall be provided in a suitable position suitable for storing the medicines, medical stores and book of instructions provided in the ship for the benefit of the seamen on board.

12,20

Protection from Mosquitoes: In every Code ship the crew accommodation, other than galleys, storerooms and recreation spaces on the open deck shall be provided with protection against the admission of mosquitoes. Such protection shall be provided by

37

means of screens of rust proof wire or other suitable material which shall be fitted to all side scuttles, natural ventilators, skylights and doors leading to the open deck.

13.

Safety Management
13.1 Owners / Operators / Managers and crew in-charge of Code ships shall as a minimum adopt the provisions contained in Annex [ --- ] of this Code.

13.2

Provisions in this Chapter take into account the spirit of the International Safety Management (ISM) Code with respect to joint ship-shore responsibility, risk assessment and appropriate mitigation thereof.

14.
14.1

Ship Security
The Code ships shall take into account national requirements in force and in particular provisions with respect to port facility security that may be in force.

14.2

In particular, Code ships shall establish 3-way communication between the port, owner/operator and Administration for prevailing level of security.

14.3

Code ships shall restrict unauthorised entry, nominate restricted and prohibited areas and be provided with security measures as per approved vessels Operations Manual.

15.

Miscellaneous
15.1 Insurance

15.1.1 Code ships shall, as a minimum, be insured against third party liability.

38

15.1.2 Code ships shall be adequately covered against port risks including sufficient wreck removal cover.

39

Annex I Form of Indian Coastal Ship Safety Certificate

INDIAN COASTAL SHIP SAFETY CERTIFICATE

This Certificate should be supplemented by a Record of Equipment and Ship Operations Information Issued under the provisions of the CODE OF SAFETY FOR INDIAN COASTAL SHIPS under the authority of The Government of India By (Recognised Organisation acting on behalf of the Government of India) Name of Ship Official No./ Call Sign Port of Registry Year of Built Gross Tonnage

Type of Ship :

Type III Type IV

This is to certify: 1. That the ship has been surveyed in accordance with the applicable provisions of the Code of Safety for Indian Coastal Ships. 2. That the survey showed that: 2.1 the ship complied with the requirements of the Code as regards: 1. all relevant requirements of the Code and the condition of the structure, stability, machinery and electrical installations as defined in Chapter 3 of the Code was satisfactory. 2. all relevant requirements of safety equipment, safety navigation and radiocommunications as defined in Chapters 4, 5, 6, 7, 8, and 9 of the Code were satisfied. 3. all relevant requirements of prevention of oil pollution, safety management and ship security as defined in Chapters 11, 13 and 14 of the Code were satisfied. 4. a freeboard of _______________mm was assigned and marked on the ship's side at amidships.

Delete as appropriate

40

2.2 in all other respects the ship complied with the relevant requirements of the Code. This certificate is valid until ................................................subject to the intermediate survey and inspections of the outside of the ships bottom in accordance with section 2.2 of the Code. 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). Endorsement for intermediate survey relating to condition of structure, machinery and equipment as required by 2.2 of the Code: THIS IS TO CERTIFY that, at an intermediate survey required by 2.2 of the Code, the ship was found to comply with the relevant requirements of the Code.

Intermediate survey

Signed: ................................................................. (Signature of authorised official) Place: ................................................................... Date: .................................................................... (Seal or stamp of the authority, as appropriate)

Endorsement for inspection of the outside of the ships bottom THIS IS TO CERTIFY that inspections of the outside of the ships bottom as required by 2.2 of the Code, the ship was found to comply with the relevant requirements of the Code. First Inspection: Signed: ................................................................. (Signature of authorised official) Place: ................................................................... Date: .................................................................... (Seal or stamp of the authority, as appropriate)

Second Inspection:

Signed: ................................................................. (Signature of authorised official) Place: ................................................................... Date: .................................................................... (Seal or stamp of the authority, as appropriate)

41

Annex II
Requirements for Type III Code ships (above 90m in length) and Type IV Code ships w.r.t. Structure and Strength, Freeboard and Stability, Machinery and Bilge Systems, and Electrical Installations.

Chapter 1
1. General

Structure and Strength of the Ship

The Vessels shall be constructed in accordance to good shipbuilding practice. The hull of the vessel shall be sufficiently strong to withstand all stresses, to which it is subjected to in the normal operating conditions.

2.

Scope

This Chapter shall apply to all welded single hull, steel ships of normal form and proportions and speed, and built in accordance to the Scantling requirements as specified by an authorised classification society for the intended operation. Proposals to use alternative materials such as aluminium, or wood for some parts of the ships shall receive special consideration. Alternate arrangements of scantlings, equipment may be considered, provided the equivalency of such arrangements can be substantiated by direct calculations. The calculation procedure and the assumptions made are to be submitted to the Recognised Organisation for approval.

3.

Applicability

This chapter shall apply to ships with length below 150 m in length.

4.

Stability

The intact and damage stability requirements in compliance with Chapter 4 are to be demonstrated, prior to issuance of Indian Coastal Ship Safety Certificate

42

5.

Steel

The ordinary hull structural steel is a hull structural steel with minimum yield strength of 235 N/mm 2 and a tensile strength in the range of 400-490 N/mm2. Steels having a yield stress of 265 [N/mm2] and higher are regarded as higher tensile steels. Where higher tensile steel is used, the hull girder section modulus and the local scantlings may be reduced as approved by the RO.

6.
.1

Principles for scantlings and structural details The normal frame spacing between aft peak and 0.2L from F.P. may be taken as: 450 + 2L [mm] for transverse framing 550 + 2L [mm] for longitudinal framing. However, it is generally not to exceed 1000 [mm].

.2

Any tapering of thickness of plating contributing to the longitudinal strength is to be based upon linear variation of stress allowed at specified regions. For stiffeners, the span 'l' [m] is to be taken as the length of the stiffener between the two supporting members less the depth of stiffener on crossing panel if any. For curved stiffeners, 'l' may be based on the chord length. For girders, the span 'S' [m] is to be taken as the length of the girder between the two supporting members, less the web height of in-plane girder if any The area of the attached plating, to be used in the calculation of sectional properties of the stiffeners and girders, is to be taken as the cross-sectional area within the effective width of the attached plating. The effective width of plating attached to a stiffener may be taken as the mean of spacing on either side of the stiffener. The effective cross sectional area of the attached plating is not to be less than that of the faceplate.

.3

Where openings are cut in the girder web, they are to be away from the girder ends and scallops for stiffeners; with their centre located as near to the neutral axis of the girder as practicable. Openings of depth exceeding 25% of the girder depth or 300

43

[mm] and, of length exceeding the depth of the girder or 60% of the secondary stiffener spacing, are to be reinforced all around at the edge; or alternatively by providing horizontal and vertical stiffeners. .4 Girders are to be provided with adequate lateral stability by tripping brackets fitted generally at every alternate stiffener in case of asymmetrical section or at every fourth stiffener .5 In case of symmetrical section; Tripping brackets are also to be fitted at the toes of end brackets and in way of concentrated loads such as heels of pillars or cross ties. .6 Where the width of faceplate on one side of the web exceeds 15 times the thickness the tripping brackets are to be connected to the faceplate. .7 The tripping brackets are to be adequately dimensioned at base and are to have a smooth transition to the adjoining stiffeners. The free edge of the tripping bracket is to be stiffened if it's length exceeds 60 times thickness, additional stiffeners are to be fitted parallel to the free edge to ensure that the arm length of an un stiffened triangular end panel does not exceed 100 times the thickness. .8 The end attachments and supporting structure of the girders are to provide adequate resistance against rotation and displacement of the joint and effective distribution of the load from the member. Supporting members to which, the girders are being connected, may require additional strengthening to provide adequate stiffness to resist rotation of the joint. Where the end attachment provides only a low degree of restraint against rotation, the girder is generally to be extended beyond the point of support by at least two frame spaces before being gradually tapered. .9 Connections between girders forming a ring system are to be such as to minimize stress concentrations at the junctions. Integral brackets are generally to be radiused or well rounded at the toes. .10 Where the faceplate of the girder is not continuous over the bracket, the free edge of the bracket is to be stiffened and the faceplate of the girder is to be extended well beyond the toe of the bracket. .11 Scantlings of hull members subjected to compressive stresses are to specially considered for buckling stresses

44

7. 7.1

Longitudinal strength General a) Scantlings of hull members contributing to longitudinal strength are to comply with the requirements given in this Chapter. b) For ships with small block coefficient, high speed and large flare (in particular where L>120 [m] and speed V>17 knots), the section modulus in the fore body is to be specially considered based on the distribution of still water and vertical wave bending moments. c) For ships with narrow beams the combined effects of vertical and horizontal bending of hull girder may have to be specially considered. d) For ships with large deck openings the combined effects of hull girder bending and torsion related possible local bending and shear stresses would have to be considered. Calculations and plans substantiating that the above are within acceptable limits are to be submitted to RO for approval.

e) Ships of unusual type, design or proportions (L/B 5, B/D 2.5), will be specially
considered.

7.2

Section modulus

The section modulus Z at deck or at bottom shall not to be less than: At any transverse section, the hull section modulus Z, about the transverse neutral axis based on the total bending moment (Hogging or Sagging) is not to be less than:

M + Mw Z = s L
Where,

x 10 3 [cm 3 ]

L = permissible bending stress

= 175/K [N/MM2] WITHIN 0.4L AMIDSHIPS = 125/k [N/mm2] within 0.1L from A.P. and F.P.

45

Between the specified regions, L is to be obtained by linear interpolation. k = material factor = 1.0 for steel of normal strength of Y = 235 N/mm2 = 0.78 for higher tensile strength steel of Y = 315 N/mm2 = 0.72 for higher tensile strength steel of Y = 355 N/mm2 Y = minimum yield stress of the steel under consideration.

Ms = Maximum Still Water Bending Moment [kN-m] at the section under consideration, in all envisaged loading conditions. Mw = Wave bending moment [kN-m] at the section under consideration. Mw = Kwm x Mwo Where Kwm = 1.0 between 0.40L and 0.65L from A.P. = 0.0 at A.P. and F.P. Between the specified locations, Kwm is to be obtained by linear interpolation. The Wave Bending Moment Mwo, at amidships is to be taken as Mwo = (-) 0.11 Cw L2 B (Cb + 0.7) 0.75 [kN-m] for sagging condition = (+) 0.19 Cw L2 B Cb 0.75 [kN-m] for hogging condition

Cw = 0.0856L for L 90 [m] = 10.75 - [(300-L)/100] 3/2 for 90 < L 150 [m]

7.3

Minimum Hull Section Modulus

At Midship, the hull section modulus Z about the transverse neutral axis is also not to be less than: Z = C1 L2 B (Cb + 0.7) 0.875 [cm3] Where, C1 = (4 + 0.0412 L)

46

Scantlings of all continuous longitudinal members of hull girder based on the section modulus requirement as above are generally to be maintained within 0.4L amidships. In the region outside 0.4L amidships, the scantlings are to be gradually tapered to the local requirements at ends.

7.4

Moment of inertia requirement

The moment of inertia in of the hull section about the transverse neutral axis, at midship, is not to be less than: In = 3 C1 L3 B (Cb+0.7) 0.875 [cm4].

7.5

Shear Strength

The shear stress ' in ship's sides and longitudinal bulkheads based on the total shear force (Qs+Qw) is not to exceed 110/k [N/mm2].

The Code vertical wave shear force Qw at any section along the length of the ship is to be taken as: Qw = 0.3 Kwq Cw LB (Cb+0.7) 0.75 [kN] Where, the distribution of Kwq for +ve and -ve shear forces, is to be obtained as per Table below. Between the specified locations Kwq is to be obtained by linear interpolation. Table Positive Shear Force Kwq (+) 0.0

Location from A.P. A.P. 0.2L to 0.3L 0.4L to 0.6L 0.7L to 0.85L F.P.

Negative Shear Force Kwq (-) 0.0 -0.92 -0.70

1.589 C b (C b + 0.7)
0.70 1.0 0.0

1.727 C b (C b + 0.7)
0.0

47

7.6

Still water Bending Moment and Still water shear Force

Still water bending moments, Ms [kN-m], and still water shear forces, Qs [kN], are to be calculated at each section along the ship length for loading conditions as specified below. For these calculations, downward loads are assumed to be taken as positive values, and are to be integrated in the forward direction from the aft end of L.

Loading Conditions to be considered for the Stability data.

Homogeneous loading conditions at maximum draught Ballast conditions Special loading conditions e.g. container or light load conditions at less than maximum draught, heavy cargo, empty holds or non-homogeneous cargo conditions, deck cargo conditions etc., where applicable Docking condition afloat Loading and unloading transitory conditions, where applicable

7.8

Openings in longitudinal strength members

The keel plate is normally not to have any openings. In the bilge plate, within 0.6L amidships, openings are to be avoided as far as practicable. Any necessary openings in the bilge plate are to be kept well clear of the bilge keel. Openings in the strength deck within 0.6L amidships (within the cargo hold region for ships with large hatch openings) are as far as practicable to be located inside the line of large hatch openings. Necessary openings outside this line are to be kept well clear of the ship's side and hatch corners. Openings in lower decks are to be kept well clear of the main hatch corners and other areas of high stresses. Openings in the side shell, longitudinal bulkheads and longitudinal girders are not to be located within twice the opening breadth below the strength deck.

48

Small openings are generally to be kept well clear of other openings in the longitudinal strength members. The transverse distance between any two adjacent non-reinforced openings is not to be less than four times the breadth of the larger opening. Openings exceeding 2.5 m in length or 1.2 [m] in breadth and scallops, where scallop welding is applied, are to be deducted from the sectional areas used in the section modulus calculation. All openings are to be adequately framed; attention is to be paid to structural continuity, and abrupt changes of shape, section or plate thickness are to be avoided. Arrangements in way of corners and openings are to be such as to minimize the creation of stress concentrations.

Bottom structure

8.1

General

a) Except as specified in (e), ships for which this Code apply shall be fitted with a double bottom extending from the collision bulkhead to the after peak bulkhead as far as this is practical and compatible with the design and proper working of the ship. b) Where a double bottom is required to be fitted, the inner bottom is to be continued to the ships side in such a manner as to protect the bottom to the turn of the bilge. c) Small wells constructed in the double bottom, in connection with the drainage arrangement of holds, are not to extend in depth more than necessary. A well extending to the outer bottom may be permitted at the after end of the shaft tunnel of the ship. Other wells may be considered provided the arrangements give protection equivalent to that offered by a double bottom. d) A double bottom need not be fitted in way of watertight compartments used exclusively for the carriage of liquids, provided the safety of the ship is not impaired in the event of bottom damage. e) A double bottom need not be fitted on the following ships: 1) Cargo ships having less than 500 GT.

49

f)

The engine room of all ships having L > 90 [m] are to have a double bottom.

g) For ships of L > 90 [m], single bottoms within the cargo region, where permitted, are normally to be longitudinally stiffened. h) For ships of L > 90 [m] and for ships intended for carriage of heavy cargoes, double bottoms within the cargo region are normally to be longitudinally stiffened. i) The continuity of the bottom, bilge and inner bottom longitudinal is to be maintained

within 0.5L amidships. j) The bilge keel and the ground bar, to which it is attached, are to be gradually tapered

at ends and arranged to finish in way of suitable internal stiffening. Butt welds in the bilge keel and the ground bar are to be well clear of each other and those in the shell plating. k) Adequate access is to be provided to all parts of the double bottom. The vertical dimension of lightening holes is not to exceed 50 per cent of the girder height. The diameter of lightening holes in the bracket floors is not to exceed 1/3 of the breadth of the brackets. Lightening holes or manholes are normally not to be cut in floors or girders towards their ends and under large pillars or supporting structures. Manholes in inner bottom are to have reinforcement rings, and the manhole covers in the inner bottom plating in cargo holds are to be effectively protected. The edges of all holes are to be smooth. l) To ensure the free passage of air and water from all parts of the tanks to air pipes

and suctions, air and drain holes are to be provided in all non-watertight members. The air holes are to be placed as near to the inner bottom as possible and their total area is to be greater than the area of the filling pipes. m) The drain holes are to be placed as near to the bottom as possible. The access opening to pipe tunnel is to be visible above the floor plates and is to be fitted with a rigid watertight closing device. A notice board stating that the access opening to the pipe tunnel is to be kept closed is to be fitted near the opening. The opening is to be regarded as an opening in watertight bulkhead.

8.2

Keel plate

50

The width of the plate keel is not to be less than (800+5L) [mm], nor greater than 1800 [mm]. The thickness is to be 2 [mm] greater than that required for the adjacent bottom plating.

8.3

Single bottom

8.3.1 .1

Transverse Framing. Floors are to be fitted at every frame. On all ships one centre girder is to be fitted and in addition side girders are to be fitted such that the spacing of girders does not exceed 2.5 [m]. The girders are to extend as far forward and aft as practicable and where they are cut at transverse bulkheads the longitudinal strength is to be maintained. Where the bottom structure changes into a double bottom structure, the bottom girders are to extend at least 3 frame spaces into double bottom structures.

.2

In the engine room, the thickness of floors webs and the faceplate area are to be increased by 1 [mm] and 50 per cent respectively. The floors are not to be flanged.

.3

If the height of floors is reduced in way of crankcase, the faceplate area is to be suitably increased; however the reduced height is normally not to be less than 2/3 of floor depth at centre line.

.4

In the after peak of single screw ships, the height of the floors is to be increased such that their upper edge is well above the stern tube.

8.3.2 .1

Longitudinal framing The spacing of bottom transverses is normally not to exceed the greater of 0.02L [m] or 3.6 [m]. The bottom transverses are to be supported by primary girders or longitudinal bulkheads. Where the design does not incorporate a centreline bulkhead, at least a docking girder is to be provided. The scantlings of a complex girder system are to be based on a direct stress analysis, to the satisfaction of the administration.

.2

The girders are to be satisfactorily stiffened against buckling. Tripping brackets are to be provided as required.

51

8.4 Double Bottom

8.4.1 .1 General Where double bottom spaces are used as tanks, the centre girder is to be watertight unless watertight side girders divide the double bottom or the tanks are narrow. .2 Longitudinal stiffeners are to have end connections; other stiffeners may be sniped at ends provided the section modulus is increased by 25 per cent. .3 8.4.2 .1 The longitudinal girders are to be satisfactorily stiffened against buckling. Transverse framing The side girders are normally to be fitted at a spacing not exceeding 4.0 [m] and are to be extended as far forward and aft as practicable. The girders are to be stiffened at every bracket floor by a vertical stiffener of depth same as that of reverse frame and thickness that of the girder. .2 Plate floors are to be fitted under bulkheads, pillars, thrust seating, boiler bearers and in way of change of depth of double bottom. In engine room, plate floors are to be fitted at every frame. Elsewhere the spacing of plate floors is not to exceed that given by Table 8.2 below.

Table 8.2: Spacing of plate floors (Transverse framing) Under deep tanks (See Note 1) Every 4th frame Every 3rd Clear of deep tanks (maximum 3.0 [m])

Draught T [m] T 2 2 < T 5.4

Rev. 12

Every 6th frame Every 5th frame

5.4 < T 8.1 T > 8.1

frame Every 3rd frame Every 2nd

Every 4th frame

Every 3rd frame frame Note 1 : Under tanks with height greater than 0.7 times the distance between inner bottom and main deck

.3

The bottom frames and reverse frames are to be attached to the centre girder and margin plate by means of brackets of same thickness as that of the plate floors. The breadth of the brackets is not to be less than 0.75 times the depth of the centre girder and the brackets are to be flanged 75 [mm] at their free edges.

.4

Where vertical struts are fitted, the section modulus of the bottom and inner bottom transverses may be reduced by 35 per cent.

8.4.3 .1

Longitudinal framing The side girders are normally to be fitted at a spacing not exceeding 5.0 [m] and are to be extended as far forward and aft as practicable.

.2

The plate floors are to be fitted under bulkheads, pillars, and other areas where concentrated loads are contemplated. In engine room, plate floors are to be fitted at every second side frames. Additionally, under the main engine seating, floors extending to the first side girder outside the engine seating are to be fitted at intermediate frames. Under deep tanks with height greater than 0.7 times the distance between inner bottom and main deck, the spacing of floors is normally not to exceed 2.5 [m]. Elsewhere, the spacing is normally not to exceed 3.6 [m].

.3

The plate floors are to be stiffened at every longitudinal by a vertical stiffener of depth same as that of the inner bottom longitudinal and thickness as that of the floor. Between plate floors, transverse brackets are to be fitted at every frame at the margin plate and at a spacing not exceeding 1.25 [m] on either side of the centre girder. The thickness of brackets is to be same as that of the plate floors. The brackets are to extend up to the adjacent longitudinal and are to be flanged 75 [mm] at their free edges.

.4
Rev. 12

Where vertical struts are fitted similar to transversely framed structure, the section modulus of the bottom and inner bottom longitudinal may be reduced by 35 per cent.
53

8.4.4 .1

Additional Strengthening against Slamming Where the minimum design ballast draught at F.P. is less than 0.04L [m], the bottom forward is to be additionally strengthened; the details are required to be specially considered.

Side structure

9.1
.1 .2

Structural Arrangement and Details

The ship's side shell may be stiffened longitudinally or vertically. Where the side shell is stiffened longitudinally, the continuity of the side longitudinal within a distance of 0.15D from bottom or from strength deck is to be maintained within 0.5L amidships. The web frames are to be fitted in line with the bottom transverses or plate floors.

.3

The position, shape and reinforcement of sea inlets or other openings in side shell are to be approved.

.4

In the case of superstructures exceeding 0.15L in length and ending within 0.5L amidships, the side plating of the superstructures is to be increased by 25 per cent in way of the break.

.5

The thickness of the shell plating is to be increased locally by 50 per cent in way of stern frame, propeller brackets and rudder horn. In way of anchor pockets, hawse pipes etc, the side shell is to be additionally reinforced.

9.2
.1

Sheer strake
The thickness of sheer strake is to be increased by 30 per cent on each side of a superstructure end bulkhead located within 0.5L amidships if the superstructure deck is a partial strength deck.

Rev. 12

54

.2

Where a rounded sheer strake is adopted the radius in general, is not to be less than 15 times the plate thickness.

.3

Bulwarks are generally not to be welded to the top of the sheer strake within 0.6L amidships.

.4

Where the sheer strake extends above the deck stringer plate, the top edge of the sheer strake is to be kept free from notches and isolated welded fittings, and is to be ground smooth with rounded edges. Drainage openings with smooth transition in the longitudinal direction may be allowed on special consideration.

.5

The welding of deck fittings to rounded sheer strake within 0.6L amidships is not permitted, unless approved in each case.

.6

The breadth of the sheer strake is not to be less than (800+5L) [mm], however for ships of L < 90 [m], it need not exceed 200 D [mm].

.7

Where the thickness of the strength deck plating is greater than that required for side plating, the sheer strake thickness is not to be less than the mean of the two values.

.8

Side shell vertical frames are to be adequately bracketed. Where the free edge of the bracket exceeds 40 times the bracket thickness, the brackets are to be flanged. The flange width is to be at least 1/15 of the length of the free edge.

.9

Brackets at ends of the frames may be omitted provided the frame is carried through the supporting members and the section modulus required as indicated above is increased by 75 per cent.

.10

The lower end of the tween deck and superstructure frames is to be connected to the bracket or frame below or else it is to be bracketed above the deck. The upper end is to be bracketed to the deck beam or longitudinal.

9.3
.1

Tripping brackets
Where the span of frames exceeds 5 [m] and/or the flange width is less than 1/20 of the span 'l', tripping brackets are to be fitted at the middle of the span.

Rev. 12

55

9.4
.1 .2

Girders
Web frames are to be fitted in way of hatch end beams and deck transverses. In the engine and boiler room, web frames are to be fitted at the forward and aft end of the engine and every 5th frame in general. In addition, where the engine room is situated aft and the span of the frames up to the lowest deck exceeds 6.5 [m], a side stringer is to be provided. The depth of the webs and stringers are not to be less than 2.5 times the depth of the ordinary frames.

.3 .4

Adequate deep beams are to be provided in line with the web frames. In peak spaces, side stringers supporting vertical peak frames are normally to be fitted at every 2.6 [m]. The stringers are to be supported by web frames.

.5

Alternatively in fore peak spaces unflanged stringers supported by panting beams at alternate frames may be provided.

.6

The panting beams are to comply with buckling strength requirement, and to be bracketed to the frames. Intermediate frames are to be bracketed to the stringers.

.7

The girders are to be satisfactorily stiffened against buckling.

10

Deck structure

10.1

General

.1

The continuity of the deck longitudinal is to be maintained within 0.5 L amidships. However,

for vessels having length less than 90 m, arrangements where longitudinal abutting transverse structure would be specially considered.

Rev. 12

56

.2

The deck within the line of hatchway openings is preferably to be stiffened transversely or

alternatively the arrangements are to provide adequate transverse buckling strength. Where the deck outside the line of hatchway openings is framed longitudinally, the transverse beams or buckling stiffeners between the hatchways are to extend at least up to the second longitudinal from the hatch side or equivalent.

The radius r shall be calculated as indicated below r = 0.03 (1.5+ l/b) (B-b). Where l = the longitudinal distance between two adjacent hatchways and b= breadth of the hatchway.

.3

In ships with large hatch openings, the effective cross-sectional area of the deck between

the hatchways is to be sufficient to withstand the transverse load acting on the ship's sides. Bending and shear stresses arising as a result of loading on the transverse bulkhead supported by the deck area and also as a result of displacements caused by torsion of the hull girder are to be considered and the necessary reinforcements are to be provided. .4 The following items may be included in the effective cross-sectional area of the decks; a) Deck plating b) Transverse beams and deck transverses c) Hatch end beams (upon special consideration)
Rev. 12

57

d) Cross section of stool at top of transverse bulkhead e) Cross-section of transverse bulkhead (if plane or horizontally corrugated) down to base of top wing tank or to 0.15 D from deck.

.5

Hatchway corners are to be of streamlined, elliptical or circular shape. Where shapes other than the streamlined shape or equivalent are adopted, insert plates are to be fitted at the hatch corners in strength deck. The insert plates are to be 25 per cent thicker than the deck plating outside the line of hatchways and are to extend as shown in figure above. The butts of insert plates are to be well clear of those in coaming.

.6

The thickness of the strength deck plating outside the line of hatchway openings is to be adequate to give the necessary hull section modulus and moment of inertia.

.7

Where approved deck coverings are provided, the deck thickness may be reduced by 10 per cent without being less than 5.0 [mm].

.8

The strength deck plating outside the line of hatchways is also to comply with the requirements of buckling strength.

.9

Deck girders and transverses are to be arranged in line with vertical members of scantlings sufficient to provide adequate support.

.10

The scantlings of a complex girder system are to be based on a direct stress analysis; the calculations and assumptions are to be submitted to the directorate for consideration.

.11

The scantlings of cantilever beams and supporting frame will be specially considered.

10.2 Pillars
.1 The scantlings of the pillars are to be designed to meet the buckling requirements. Axial load, if any, from pillars above is to be added to the load from deck girders. .2 Pillars are to be fitted in the same vertical line wherever possible, and arrangements are to be made to effectively distribute the load at the heads and heels. Where pillars support eccentric loads, they are to be strengthened for the additional bending moments imposed
Rev. 12

58

upon them. Doubling or insert plates are generally to be fitted at the head and heel of hollow pillars. .3 The pillars are to have a bearing fit and are to be attached to the head and heel plates by continuous welding. .4 Where the heels of hold pillars are not directly above the intersection of plate floors and girders; partial floors and intercostal girders are to be fitted as necessary to support the pillars. Lightening holes or manholes are not to be cut in the floors and girders below the heels of pillars. .5 Inside tanks, hollow pillars are not to be used and strengthening at the heads and heels of pillars is not to be obtained by means of doubling plates.

10.3 Decks for Wheel Loading

.1

Where it is proposed either to stow wheeled vehicles on the deck or to use wheeled vehicles for cargo handling, the deck strengthening is to be specially considered. The details are to be submitted to the directorate, substantiating with calculations and assumptions

10.4 Decks with container loading

.1 Where containers are stowed, the deck structure in way of containers shoes are to be specially considered, details with substantiating calculations and assumptions is to be submitted to RO for approval prior to commencement of construction of the vessel.

11

Bulkheads

Where applicable, the number and disposition of bulkheads are to be arranged to meet the requirements for subdivision, floodability and damage stability in accordance with the requirements specified in other parts of this Code.

Rev. 12

59

11.1 Number of bulkheads

The following transverse watertight bulkheads are to be fitted in all ships: A collision bulkhead; An after peak bulkhead; A bulkhead at each end of the machinery space. For ships without longitudinal bulkheads in the cargo region, additional transverse watertight bulkheads are to be fitted so that the total number of bulkheads is not less than that given in Table below

Table: Total no. of bulkheads Engine Room Location Ship length Elsewher Aft* [m] e 3 4 L 65 4 4 65 < L 85 5 5 85 < L 105 5 6 105 < L 115 6 6 115 < L 125 6 7 125 < L 145 7 8 145 < L 150 * With aft peak bulkhead forming after boundary of machinery space The ordinary transverse watertight bulkheads in the holds shall be spaced at reasonably uniform intervals. Where non-uniform spacing is unavoidable and the length of a hold is unusually large, the transverse strength of the ship is to be maintained by providing additional web frames, increased framing etc. Proposals to dispense with one or more of these bulkheads will be considered, subject to suitable structural compensation, in case they interfere with the requirements of a special trade.

11.2 Position of collision bulkhead

Rev. 12

60

The distance Xc from the forward perpendicular to the collision bulkhead is to be between 0.05 LL and 0.08 LL LL = the load line length of the vessel [m], as per International Load Line Convention. Consideration will however be given to proposals for the collision bulkhead positioned aft of the limits given above, provided that the application is accompanied by calculations showing that with the ship fully loaded to summer draught on even keel, flooding of space forward of the collision bulkhead will not result in any part of the freeboard deck becoming submerged, nor result in any unacceptable loss of stability. Any recesses or steps in collision bulkheads are to fall within the limits of bulkhead positions given above. Where the bulkhead is extended above the freeboard deck, the extension need only be to weather tight standards. If a step occurs at that deck, the deck also need be to only weather tight standards in way of the step unless the step forms the crown of a tank.

11.3 After peak bulkhead and shaft tunnel

All ships are to have an after peak bulkhead generally enclosing the stern tube and rudder trunk in a watertight compartment. In twin-screw ships where the bossing ends forward of the after peak bulkhead, the stern tubes are to be enclosed in suitable watertight spaces inside or aft of the shaft tunnels. In ships with engines situated amidships, a watertight shaft tunnel is to be arranged. Openings in the forward end of shaft tunnels are to be fitted with watertight sliding doors capable of being operated from a position above the load water line.

11.4 Height of bulkheads

The watertight bulkheads are in general to extend to the freeboard deck. The after peak bulkhead however, may terminate at the first deck above the load waterline, provided that this deck is made watertight to the stern or to a watertight transom floor. The collision bulkhead is normally to extend to the uppermost continuous deck or, in the case of ships with combined bridge and forecastle or a long superstructure that includes a forecastle, to the superstructure deck. However, if a ship is fitted with more than one complete superstructure deck, the collision bulkhead may be terminated at the deck next above the freeboard deck. Where
Rev. 12

61

the collision bulkhead extends above the freeboard deck, the extension need only be to weather tight standard.

11.5 Openings in watertight bulkheads and closing appliances

Openings may be accepted in watertight bulkheads except in that part of collision bulkhead, which is situated below the freeboard deck. The number of openings in watertight subdivisions is to be kept to a minimum compatible with the design and proper working of the ship. Where penetrations of watertight bulkheads are necessary for access, piping, ventilation, electrical cables, etc., arrangements are to be made to maintain the watertight integrity. Relaxation in the water tightness of openings above the freeboard deck may be considered provided it is demonstrated that any progressive flooding can be easily controlled and that the safety of the ship is not impaired. Doors are to be subjected to a functional test and are to be tested for tightness by hose or soap. Openings in the collision bulkhead above the freeboard deck are to have weather tight doors or an equivalent arrangement. Doors, manholes, permanent access openings or ventilation ducts are not to be cut in the collision bulkhead below the freeboard deck. Where watertight bulkhead stiffeners are cut in way of watertight doors in the lower part of the bulkhead, the opening is to be suitably framed and reinforced. Where stiffeners are not cut but the spacing between the stiffeners is increased on account of watertight doors, the stiffeners at the sides of the doorways are to be increased in depth and strength so that the efficiency is at least equal to that of the un-pierced bulkhead, without taking the stiffeners of the door-frame into consideration.

11.6 Doors in watertight bulkheads for ships where subdivision / damage stability requirements are applicable
These requirements apply to doors located in way of the internal watertight subdivision boundaries necessary to ensure compliance with the relevant subdivision and damage stability regulations. These requirements do not apply to doors located in external boundaries above equilibrium or intermediate water planes.
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For the purpose of the requirements in this subsection the following definitions shall apply: Watertight: Capable of preventing the passage of water in any direction under a design head. The design head for any part of a structure shall be determined by reference to its location relative to the bulkhead deck or freeboard deck, as applicable, or to the most unfavourable equilibrium / intermediate water plane, in accordance with the applicable subdivision and damage stability regulations, whichever is the greater. A watertight door is thus one that will maintain the watertight integrity of the subdivision bulkhead in which it is located. Equilibrium Water plane: The water plane in still water when, taking account of flooding due to an assumed damage, the weight and buoyancy forces acting on a vessel are in balance. This relates to the final condition when no further flooding takes place or after cross flooding is completed. Intermediate Water plane: The water plane in still water, which represents the instantaneous floating position of a vessel at some intermediate stage between commencement and completion of flooding when, taking account of the assumed instantaneous state of flooding, the weight and buoyancy forces acting on a vessel are in balance. Sliding Door or Rolling Door: A door having a horizontal or vertical motion generally parallel to the plane of the door. Hinged Door: A door having a pivoting motion about one vertical or horizontal edge. Doors are to be of approved design and are to be of strength equivalent to that of the subdivision bulkheads in which they are fitted. Doors are to be fitted in accordance with all requirements regarding their operation mode, location and outfitting, i.e. provision of controls, means of indication etc. All doors, except those, which are to be permanently closed at sea, are to be capable of being opened and closed by hand, (and by power, where applicable) locally, from both sides of the doors, with the ship listed to either side. The angle of list at which operation by hand is to be possible is 30 degrees.

11.7 Cofferdams
Cofferdams are to be provided between the following spaces to separate them from each other: Tanks for fuel oil or lubricating oil
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Tanks for fresh water and feed water. Tanks for lubricating oil are also to be separated by cofferdams from those carrying fuel oil. However, these cofferdams need not be fitted provided that the common boundaries have full penetration welds and the head of lubricating oil is not less than that in the adjacent fuel oil tanks. In this case, a permanent notice is to be displayed near the lubricating oil tank that the oil level is not to be less than that in the adjacent fuel oil tank at any time. In ships of 400 GT and above, compartments forward of the collision bulkhead are not to be arranged for carriage of oil and other inflammable liquids. Oil fuel in the deep tanks is to have a flash point of 60C and above in closed cup test. Fuel Oil storage capacity of Type 3 and Type 4 vessels shall not exceed 600 m3. If cargo is carried in a compartment adjacent to an oil fuel-settling tank, which may be heated, the compartment side of the bulkhead (or deck) is to be insulated, or equivalent arrangements to be provided. The continuity of bulkhead longitudinal within a distance of 0.15D from the bottom or the strength deck is to be maintained, to the satisfaction of the administration. Carlings, girders or floors are to be fitted below the corrugated bulkheads at their supports. These supporting members are to be aligned to the face plate strips of the corrugations.

11.8 Wash bulkheads

A centerline wash bulkhead is to be fitted in peak spaces used as tanks, where the breadth of the tank exceeds 0.5B and also in deep tanks used for fuel oil extending from side to side. The area of perforations is generally within 5% to 10% of the total area of bulkhead. The plating is to be suitably stiffened in way of the openings.

11.9 Supporting bulkheads

Bulkheads or parts thereof supporting deck structure are also to be designed as pillars.
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12

Super structure, deckhouses

Where the summer freeboard is increased such that the resulting draught is not more than that corresponding to the minimum summer freeboard for the same ship from an assumed freeboard deck located at a distance equal to or greater than the standard superstructure height below the actual freeboard deck; The actual freeboard deck may be treated as the superstructure deck, while considering the requirements given in this chapter. Where the freeboard is increased in accordance to above, the first tier above the uppermost continuous deck may be treated as the second tier. The lowest tier is normally the tier that is directly situated on the deck to which the depth 'D' is measured. Long deckhouse is a deckhouse having more than 0.2L of its length within 0.4L amidships.

12.1 Structural continuity

Adequate transverse strength is to be provided to the deckhouses and superstructures by means of transverse bulkheads, girders and web frames. The front and the after end bulkheads of the superstructures and deckhouses shall be effectively supported below by a transverse bulkhead or by a combination of partial bulkheads, girders and pillars. Similarly, the exposed sides and internal bulkheads of various tiers of erections are to be located, as far as practicable, above bulkheads or above deep girders below, or equivalent. Adequate web frames are to be provided in way of large openings, boat davits and other points of high loading. All openings cut on the sides are to be substantially framed and have well-rounded corners. Continuous coaming or girders are to be fitted below and above doors and similar openings. The size and number of openings on the sides are to be avoided or minimized at the ends of erections situated within 0.4L amidships.
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At the ends of superstructures, which have no set-in from the ships' side, and at the ends of poop and bridge, the side plating is to extend beyond the ends of the superstructure, and is to be gradually reduced in height down to the sheer strake. The transition shall be smooth and without any discontinuity. The extended plating is to be adequately stiffened, particularly at its upper edge. Deck girders are to be fitted below the sides of long deckhouses and are to extend at least three frame spaces beyond the deckhouse ends. The depth of the girders is to be at least 100 [mm] greater than the depth of the beams and the girders are to be adequately stiffened at the lower edge. The connection area between the corners of long deckhouses and deck plating shall be increased locally. Deck beams under the corners of deckhouses are not to be scalloped for a distance of 0.5 [m] on either side of the corners.

12.2 Navigation bridge visibility

Chapter V Regulation 22 of SOLAS 1994, as amended shall be applicable to ships having LL greater than or equal to 45 [m].

12.3 Bulwark construction

Bulwarks or guardrails are to be provided on the exposed parts of the freeboard and superstructure decks and also on the first tier of the deckhouse decks. The height of the bulwarks or guardrails measured above the sheathing, if any, is not to be less than 1.0 [m]. Consideration will be given to cases where this height would interfere with the normal operation of the ship. Bulwarks are to be stiffened at the upper edge by a strong rail section and supported by stays from the deck. The spacing of stays forward of 0.07L from F.P. is to be not more than 1.2 [m] on Type 'A', Type 'B-60' and Type 'B-100' ships as defined in the ILLC, and not more than 1.8 [m] on other types. Elsewhere, the bulwark stays are to be not more than 1.8 [m] apart. Where bulwarks are cut in way of a gangway or other openings, stays of increased strength are to be fitted at the ends of the openings. Bulwark stays are to be supported by, or are to be in line with, suitable under deck stiffening, which is to be connected by double continuous fillet welds in way of the bulwark stay connection.
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Bulwarks are to be adequately strengthened in way of the eye plates for cargo gear, and in way of the mooring pipes the plating is to be increased in thickness and also adequately stiffened. Bulwarks are generally not to be welded to the top of the sheer strake within 0.6L amidships. Bulwarks shall not be cut in way of the breaks of the superstructures, and are also to be arranged to ensure their freedom from main structural stresses. At the ends of the superstructures where the side plating is extended and tapered to align with the bulwark plating, the transition plating is to be suitably stiffened and supported. Where freeing ports or other openings are essential in this plate, they are to be suitably framed and kept well clear of the free edge. The thickness of the bulwark plating is not to be less than that required for the superstructure side plating in the same location if the height of the bulwark is equal to or greater than 1.8 [m]. Where the height of the bulwark is 1.0 [m], the thickness need not exceed 6.0 [mm]. For intermediate bulwark heights the thickness may be obtained by interpolation. When the bulwark is subjected to loads from any deck cargo, the scantlings will be specially considered.

12.4 Freeing arrangements

Where bulwarks on the weather portion on freeboard or superstructure decks form wells, provision is to be made for rapidly freeing the decks of water.

12.5 Guardrails
Fixed, removable or hinged stanchions shall be fitted about 1.5 [m] apart. At least every third stanchion shall be supported by a bracket or stay. Wire ropes may only be accepted in lieu of guardrails in special circumstances and then only in limited lengths. Lengths of chain may be accepted in lieu of guardrails if they are fitted between two fixed stanchions and/or bulwarks.

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The clear opening below the lowest course of the guardrails is not to exceed 230 [mm]. Where this course is not measured from the deck, but from the sheer strake or a waterway bar, which is not in the same vertical plane as the rails, the length of opening is the diagonal distance between the lowest of the rails and the top of the sheer strake or waterway bar. The other courses are not to be more than 380 [mm] apart. Where rounded gunwales are fitted the guardrail supports are to be placed on the flat of the deck, as close as possible to the beginning of the curvature of the gunwale. Wires shall be made taut by means of turnbuckles. Removable or hinged stanchions shall be capable of being locked in the upright position.

13

Anchoring and Mooring Equipment

13.1 Introduction

The vessels shall be provided with anchoring and mooring equipment, in accordance to the requirements specified by a recognized classification society, for the intended operation.

13.2 Design of the anchoring equipment

The anchoring equipment required herewith is intended for temporary mooring of a vessel within a harbour or sheltered area when the vessel is awaiting berth, tide, etc. The equipment is therefore not designed to hold a ship off fully exposed coasts in rough weather or to stop a ship, which is moving or drifting. In this condition the loads on the anchoring equipment increase to such a degree that its components may be damaged or lost owing to the high-energy forces generated, particularly in large ships. The anchoring equipment presently required herewith is designed to hold a ship in good holding ground in conditions such as to avoid dragging of the anchor. In poor holding ground the holding power of the anchors will be significantly reduced. The anchoring equipment required here under is based on an assumed current speed of 2.5 m/sec. wind speed of 25 m/sec and a scope of chain cable between 6 and 10, the scope being the ratio between lengths of chain paid out and water depth.
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It is assumed that under normal circumstances a ship will use only one bow anchor and chain cable at a time.

13.3 Documentation
The arrangement of anchoring and mooring equipment and calculations are to be submitted for information. The anchors are normally to be housed in hawse pipes and anchor pockets of adequate size, scantlings and suitable form to prevent movement of anchor and chain due to wave action. The arrangements are to provide an easy lead of chain cable from windlass to the anchors. Upon release of the brake, the anchors are to immediately start falling by their own weight. Substantial chafing lips are to be provided at shell and deck. These are to have sufficiently large, radiused faces to minimise the probability of cable links being subjected to large bending stresses. Alternatively, roller fairleads of suitable design may be fitted. Alternative arrangements for housing of anchors shall be specially considered. The shell plating and framing in way of the hawse pipes are to be reinforced as necessary. On ships provided with a bulbous bow, and where it is not possible to obtain ample clearance between shell plating and anchors during anchor handling, adequate local reinforcements on bulbous bow are to be provided. The chain locker is to have adequate capacity and depth to provide an easy direct lead for the cable into the chain pipes, when the cable is fully stowed. The chain pipes are to be of suitable size and provided with chafing lips. The port and starboard cables are to have separate spaces. The chain lockers boundaries and chain pipes are to be watertight up to the weather deck. Bulkheads, which form common boundary of chain lockers, need not be watertight. Provisions are to be made to minimize the ingress of water to the chain locker in bad weather. The chain pipes are to be provided with permanently attached closing appliances such as steel plates with cutouts for chain links or canvas hoods with lashing arrangements. Provisions are to be made for securing the inboard ends of the chains to the structure. The strength of this attachment shall be between, 15 per cent to 30 per cent of the breaking strength of
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the chain cable. It is recommended that suitable arrangements be provided so that in an emergency the chain can be readily made to slip from an accessible position outside the chain locker. The windlass and chain stoppers are to be efficiently bedded and secured to deck. The thickness of deck plating is to be increased in way of the windlass and chain stoppers and adequate stiffening underneath is to be provided.

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Chapter 2 Freeboard and Stability

Definitions:

Subdivision load line: Water line used to determine the sub division of the ship. Deepest sub division load line: Sub division load line corresponds to the summer draught to be assigned to the ship. Sub division length of the ship (Ls) is the greatest projected moulded length of that part of the ship at or below deck or decks limiting the vertical extent of flooding with the ship at deepest subdivision load line

Freeboard

The Load Line shall be assigned in accordance to Merchant Shipping (Load Line) Rules, 1979 as amended, except that: For Type 3 Vessels Second Schedule Part II Rule 4 (2) (8) (Correction for hatch covers) shall not be applicable. For Type 3 vessels shall have a minimum bow height, which shall not be less than the aggregate of the tabular freeboard and the standard sheer at the forward perpendicular applicable to the ship, in lieu of complying with the requirements of Second Schedule Part II Rule 14 (2) of Merchant Shipping (Load Line) Rules.

Type 3 Vessels having length less than 90 m, carrying cargoes of such nature that it would not be adversely affected by contact with sea water, may not be fitted with hatch covers, provided the distance of the top of hatch coaming above the assigned waterline is not less than that required by Annexure I to this Code. For type 3 vessels having length more than 90 m the minimum distance of the top of hatch coaming above the assigned waterline shall be 2.3 m.

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Vessels not provided with hatch covers, shall carry only such cargoes, which are suitable and safe for carriage in open hatch vessels without impairing the safety of the vessel and the crew and without any adverse impact on the vessel, or cargo.

Where such vessels are not provided with hatch covers in accordance with paragraph above, they shall comply with, in hold flooded conditions, the stability criteria given below and have a minimum freeboard of 100mm from the trimmed waterline to deck at side at any location along the length of the vessel. For calculation of trim and stability in the flooded condition, flooding of cargo holds up to the top of coaming is to be considered. For the purpose of these calculations, appropriate combination(s) of cargo permeability & densities are to be taken as per the envisaged loading conditions included in the approved Loading Manual. As a minimum, the combinations given in the table below are to be taken into account, as applicable.

Cargo Iron Ore Coal Sand

Permeability 0.3 0.3 0.5

Density of cargo (t/m3) 3.0 0.9 2.0

For the purpose of these calculations the permeability of void spaces above the cargo level are to be taken as 1.0 and the density of sea water as 1.025 t/m3 Type 4 Vessels shall be provided with Hatch covers in accordance to MS (Load Line) Rules 1979, as amended. Type 4 vessels having length Ls of 80 m and upwards shall also comply with the requirements of Part B-1, Chapter II-1 of SOLAS as amended.

Intact Stability

Subject to the provisions of paragraphs a) and b) vessels shall comply with the intact stability requirements for cargo ships specified in the Rule on Intact Stability for All Types of Ships Covered by IMO Instruments, adopted by the International Maritime Organization by resolution A.749 (18) as amended. a) Existing ships shall, as far as practical and reasonable in the opinion of the Administration, comply with the requirements of this section.

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b) For Type 3 vessels considering to the nature of operation during fair weather, the vessel

shall, as a minimum, comply with the following criteria: 1) The Initial Metacentric Height (GM0) shall not be less than 0.3 meters. 2) The righting lever (GZ) shall be at least 0.20 meters 3) The area under the righting lever (GZ) curve shall radians up to an angle of flooding f. The angle of flooding f is the angle at which lower edge of any openings in the hull superstructures or deckhouses, being openings, which cannot be closed, watertight and which are likely to cause progressive flooding are immersed. not be less than 0.090 meter-

Inclining test

Every ship shall undergo an inclining test upon its completion and the actual displacement and position of the center of gravity shall be determined for the lightship condition. Where alterations are made to a ship affecting its lightship condition and the position of the centre of gravity, the ship shall, where the Administration considers this necessary, be re inclined and the stability information amended. The Administration may allow the inclining test of a ship to be dispensed with provided basic stability data is available from the inclining test of a sister ship and it is shown to the satisfaction of the Administration that reliable stability information for that ship can be obtained from such basic data.

Stability information

Approved Stability information shall be supplied to ships to enable the master to assess with ease and certainty the stability of the ship under various operating conditions. Such information shall include specific advice to the master warning him of those operating conditions, which could adversely affect either stability or the trim of the ship. In particular, the information recommended in the relevant IMO Instruments referred above shall be included as appropriate. A copy of the

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stability information shall be submitted to the Administration or recognised organization for approval. The approved stability information shall be kept on board, readily accessible at all times and inspected at the periodical surveys of the ship to ensure that it has been approved. Where alternations are made to a ship affecting its stability, revised stability calculations shall be prepared and submitted to the recognised organisation or to the Administration for approval. Where the Administration or recognised organisation decides that the stability information must be revised, the new information shall be supplied to the master and the superseded information removed from the ship.

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Chapter 5

Machinery and Bilge systems

Bilge Systems

In every ship an efficient bilge pumping arrangement shall be provided which under all practical conditions shall be capable of pumping from and draining any watertight compartment, which is neither a permanent oil tank nor a permanent water tank. In the spaces not serviced by installed piping ready access for portable pumps shall be demonstrated. Where the Administration is satisfied that the safety of the ship is not impaired the bilge pumping arrangements may be dispensed with in any particular compartment. The arrangement of the bilge and ballast pumping system shall be such as to prevent 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. All distribution boxes and manually operated valves in connection with the bilge pumping arrangements shall be in positions, which are accessible under ordinary circumstances.

Every ship shall be provided with at least two power bilge pumps. In a ship propelled by mechanical means fitted with single main propulsion machinery, one of the two required bilge pumps may be driven by that machinery. In every ship fitted with twin independently operated main propulsion machinery, each such set of machinery may drive one of the required bilge pumps. In every case the propeller shaft shall be able to be readily disconnected or a controllable pitch propeller fitted. The total capacity of the required bilge pumps shall be not less than 125 % of the total capacity of the required main fire pumps. Type 3 vessels, having cargo hold (s) without hatch covers, the bilge pumping capacity shall be increased by 1.5 times. Sanitary, ballast, fire and general service pumps provided with suitable connections for bilge suction may be accepted as independent power bilge pumps.

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The Administration may permit a bilge ejector in combination with an independently driven high pressure seawater pump to be installed or a portable mechanical pump to be used as substitute for one of the bilge pumps required above. Bilge pipes shall not be led through fuel oil, ballast or double tanks, unless pipes are of heavy gauge steel construction. 2 Machinery Installations

2.1

General machinery requirements.

All boilers and other pressure vessels, all parts of machinery, all systems, hydraulic, pneumatic and other systems and their associated fittings which are under internal pressure shall be subjected to an approved pressure test before being put into service for the first time. Adequate provisions shall be made to facilitate cleaning, inspection and maintenance of machinery installations including boilers and other pressure vessels.

Where risk from over speeding of machinery exists, means shall be provided to ensure that the safe speed is not exceeded. Where main or auxiliary machinery including pressure vessels or any parts of such machinery are subject to internal pressure and may be subject to dangerous overpressure, means shall be provided where practicable to protect against such excessive pressure. 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 shall be so designed and constructed that they will withstand the maximum working stresses to which they may be subject 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 part. Machinery shall be provided with, as deemed necessary by the Administration, automatic shut off arrangements or alarms in the case of failures such as lubricating oil supply failure which could lead rapidly to complete breakdown, damage or explosion. The Administration may permit provisions for overriding automatic shut off devices.

2.2

Controls

Main internal combustion propulsion machinery and applicable auxiliary machinery shall be provided with automatic shut off arrangement in the case of failures such as lubricating oil supply failure which could lead rapidly to complete breakdown, serious damage or explosion. The Administration may permit provisions for overriding automatic shut off devices.
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2.3

Steam boilers and boilers feed systems.

Every steam boiler and every oil-fired 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 oil-fired steam generator, the Administration may permit only one safety valve to be fitted if it is satisfied that adequate protection against overpressure is thereby provided. 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 the case of low water level, air supply failure or flame failure. Every steam generating system which provides services essential for the safety of the ship, or which could be rendered dangerous by the failure of its feed water supply, shall be provided with not less than two separate feed water systems from and including the feed pumps, noting that a single penetration of the steam drum is acceptable. Unless the pump is designed to prevent overpressure, means shall be provided which will prevent overpressure in any part of the systems. Boilers shall be provided with means to supervise and control the quality of the feed water. Suitable arrangements shall be provided to preclude, as far as practicable, the entry of oil or other contaminants, which may adversely affect the boiler. Every boiler essential for the safety of the ship and designed to contain water at a specified level shall be provided with at least two means for indicating its water level, at least one of which shall be direct reading gauge glass.

2.4

Steam pipe systems

Every steam pipe and every fitting connected thereto through which steam may pass shall be so designed, constructed and installed as to withstand the maximum working stresses to which it may be subjected. Means shall be provided for draining every steam pipe where otherwise dangerous water hammer action might occur. Where a steam pipe or fitting may receive steam from any source at a higher pressure than that for which it is designed a suitable pressure-reducing valve, pressure relief valve and pressure gauge shall be fitted.

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2.5

Air pressure systems

In every ship means shall be provided to prevent overpressure in any part of compressed 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. The main starting air arrangement for main propulsion internal combustion engines shall be adequately protected against the effects of backfiring and internal explosion in the starting air pipes. All discharges pipes from starting air compressors shall lead directly to the starting air receivers, and all starting air pipes from the air receivers to main or auxiliary engines shall be entirely separate from the compressor discharge pipe system.

Provision shall be made to reduce, to the minimum, the entry of oil into the air pressure systems and to drain these systems.

2.6

Ventilating systems in machinery spaces

Machinery spaces shall be adequately ventilated so as to ensure that when machinery or boiler therein are operating at full power in all weather 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. In addition to complying with the requirements of above the ventilation of machinery spaces shall be sufficient under all normal conditions to prevent accumulation of oil vapour.

2.7

Protection against noise

Where noise levels in machinery spaces exceeds 85 db, ear protectors shall be provided for personnel required to enter such spaces.

Requirements For Ships Propelled By Mechanical Means

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3.1

General

Means shall be provided whereby normal operations of propulsion machinery can be sustained or restored even though one of the essential auxiliaries becomes inoperative. Special consideration shall be given to the malfunctioning of:

.1 .2 .3 .4 .5

An electrical power generator, which serves as a main source of electrical power; The sources of lubricating oil pressure; The sources of water pressure; An air compressor and receiver for starting or control purposes; and The hydraulic, pneumatic or electrical means for controlling main propulsion machinery including controllable pitch propellers.

However, the Administration, having regard to overall safety considerations, may accept a partial reduction in propulsion capability during normal operations. Special consideration shall be given to the design, construction and installation of propulsion machinery systems so that any mode of their vibrations shall not cause undue stresses in this machinery in the normal operating ranges.

3.2

Means of going astern

Sufficient power for going astern shall be provided to secure proper control of the ship in all normal circumstances. 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 for every new ship as far as practicable and reasonable. In new ships, the stopping 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 for the use of the master or designated personnel. Where the ship is provided with supplementary means of manoeuvring or stopping, these shall be demonstrated and recorded as above.

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3.3

Remote control of propulsion machinery

Where remote control of propulsion machinery from the navigation bridge is provided and the machinery spaces are intended to be manned they shall comply with the following: .1 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; .2 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 designed to operate simultaneously, they may be controlled by one control device; .3 The main propulsion machinery shall be provided with an emergency stopping device on the navigation bridge and shall be independent of the navigation bridge control system; .4 Propulsion machinery orders from the navigation bridge shall be indicated in the main machinery control room at the manoeuvring platform as appropriate; .5 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 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; .6 It shall be possible to control the propulsion machinery locally, even in the case of failure in any part of the remote control system; .7 The design of the remote control system shall be such that in case of its failure an alarm will be given. Unless the Administration considers it impracticable the present speed and direction of the thrust of the propeller shall be maintained until local control is in operation; .8
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.1

Main engine speed or propeller speed and direction of rotation, as deemed necessary by the Administration, in the case of fixed pitch propellers; or

.2

Propeller speed and pitch position in the case of controllable pitch propellers;

.3

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 further main engine starting operation. Where the remote control system of 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 sufficient starting air pressure for starting locally.

In all ships where the main propulsion and associated machinery, including main electrical supply, are provided with the various degrees of automatic or remote control and under continuous manual supervision from a control room, the arrangements and controls shall be so designed, equipped and installed that the machinery operation will be as safe and effective as if it were under direct supervision. Particular consideration shall be given to protect such spaces against fire and flooding. 4 Steering gear

Every ship shall be provided with a main steering gear. Subject to the provisions of paragraph above, every ship shall be provided with an auxiliary means of steering the ship in the event of failure of the main steering gear. The main steering gear shall be of adequate strength and sufficient to steer the ship at maximum ahead service speed. The main steering gear and rudderstock shall be so designed that they are not damaged at maximum astern speed. The auxiliary means of steering shall be of adequate strength and sufficient to steer the ship at navigable speed and capable of being brought speedily into action in an emergency. Where power-operated main steering gear units and connections are fitted in duplicate, and each unit provides an acceptable degree of reliability and effectiveness based on the provisions of this section, no auxiliary steering gear need to be provided The main steering power unit shall be arranged to re-start either by manual or automatic means when electrical power supply is restored after a failure.
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In the event of failure of electrical power supply to main steering gear control or power unit, an alarm shall be given in the navigation bridge. The position of the rudder, if power-operated, shall be indicated at the navigation bridge. The rudder angle indicator shall be independent of the steering gear control system. Where a non-conventional rudder is installed, the Administration shall give special consideration to the steering system, so as to ensure that an acceptable degree of reliability and effectiveness, which is based on the provisions of this section, is provided. 5 Communication between navigation bridge and machinery space.

Ships shall be provided with at least two independent means for communicating orders from the navigation bridge to the position in the machinery space or control room from which the main propulsion engines are normally controlled. One of the means shall be an engine room telegraph. The arrangement of these means shall be to the satisfaction of the Administration. The engine room telegraph may be dispensed with if the main propulsion engine is directly controlled from the navigation bridge under normal operating conditions. Appropriate means of communication shall be provided to any position, other than the navigation bridge, from which the engine may be controlled.

Engineer's alarm
In every new ship, an engineers' alarm shall be provided to be operated from the engine control room or at the manoeuvring platform as appropriate and clearly audible in the engineers' accommodation. The Administration may dispense with this requirement if satisfied that, due to close proximity of the engine control room or the manoeuvring platform and the engineer's accommodation, no engineers' alarm is necessary.

Additional Requirements For Ships With Periodically Unattended Machinery Spaces

6.1

General

The requirements of this part are additional to the applicable requirements of this chapter and apply to periodically unattended machinery spaces specified herein.

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The arrangements provided shall be such as to ensure that the safety of the ship in all sailing conditions, including manoeuvring, is equivalent to that of a ship having manned machinery spaces. Measures shall be taken to the satisfaction of the Administration 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. Such ships shall be provided with documentary evidence to the satisfaction of the Administration of their fitness to operate with periodically unattended machinery spaces.

6.2

Applicable requirements

Ships having periodically unattended machinery spaces shall, as far as practicable and reasonable in the opinion of the Administration, comply with the applicable requirements of chapter II-1, part E of the 1974 SOLAS Convention for such machinery spaces.

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Chapter 6

Electrical Installations

General electrical requirements

Electrical installations shall be such that: .1 All electrical services necessary for maintaining the ship in normal operational and Habitable conditions will be assured without recourse to the emergency source of electrical power; .2 .3 Electrical services essential for safety will be assured under emergency conditions; and The safety of personnel and ship from electrical hazards will be assured.

Electrical installations shall be such that uniformity in the implementation and application of the provisions of this part will be ensured.

Precaution against shock, fire and other hazards of electrical origin

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: .1 Supplied at a voltage not exceeding 50V direct current or 50V, root means square between conductors; auto-transformers shall not be used for the purpose of achieving this voltage; or .2 Supplied at a voltage not exceeding 250V by safety isolating transforms supplying only one consuming device; or .3 Constructed in accordance with the principle of double insulation.

The Administration may require additional precautions for portable electrical equipment for use in confined or exceptionally damp spaces where particular risks due to conductivity may exist. All electrical apparatus shall be so constructed and so installed as not to cause injury when handled or touched in the normal manner.
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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 switchboards shall be suitably guarded as deemed necessary by the Administration. Exposed live parts having voltages to earth exceeding a voltage to be specified by the Administration shall not be installed on the front of such switchboards. Where necessary, non-conducting mats or gratings shall be provided at the front and rear of the switchboard.

The requirement indicated above does not preclude under conditions approved by the Administration the use of: .1 .2 .3 Impressed current cathodic protective systems Limited and locally earthed system (e.g. engine starting system) limited and locally earthed welding systems. Where the Administration is satisfied that the equipment potential of the structure is assured in a satisfactory manner, welding systems with hull return may be installed .4 insulation level monitoring devices provided the circulation current does not exceed 30 mA under the most unfavorable conditions. Where the hull return system is used, all final sub circuits, i.e. all circuits fitted after the last protective device, shall be two-wire and special precaution shall be taken to the satisfaction of the Administration. When a distribution system, whether primary or secondary, for power, heating of 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. Except as permitted by the Administration in exceptional circumstances, all metal sheaths and amour of cables shall be electrically continuous and shall be earthed. In every ship other than ships propelled by mechanical means constructed before the coming into force of this Code, 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 Administration may permit the use of special types of cables such as radio frequency cables, which do not comply with the foregoing. 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 casings and other high fire risk areas. Cables connecting fire pumps to the emergency switchboard shall be of fire resistant type where they pass through the high fire risk
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areas. Where practicable all such cables shall be run in such a manner as to preclude their being rendered unserviceable by heating of the bulkhead that may be caused by a fire in an adjacent space. 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 precaution against such risks shall be taken to the satisfaction of the Administration. Cables and wiring shall be installed and supported in such a manner as to avoid chafing or other damage.

Terminations and joints in all conductors shall be so made as to retain the original electrical, mechanical, flame retarding and, where necessary, fire resisting properties of the cables. Each separate circuit shall be protected against short circuit and against overload, except where the Administration may exceptionally otherwise permit. The rating or appropriate setting of the overload protective device for each circuit shall be permanently indicated at the location of the protective device.

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. All lighting and power circuits terminating in a bunker or cargo space shall be provided with a multiple pole switch outside the space for disconnecting such circuits.

Accumulator batteries shall be suitably housed, and compartments used primarily for their accommodation shall be properly constructed and efficiently ventilated. Electrical or other equipment that may constitute a source of ignition of flammable material shall not be permitted in those compartments except as permitted in paragraph below. No electrical equipment shall be installed in any space where flammable mixtures are liable to collect or in compartments assigned principally to accumulator batteries, in paint lockers, acetylene stores or similar spaces, unless the Administration is satisfied that such equipment is .1 .2 .3 Essential for operational purposes Of a type, which will not ignite the mixture concerned; Appropriate to the space concerned; and

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.4

Appropriately certified for safe usage in the dusts, Vapour of gases likely to be encountered.

Lightning conductors shall be fitted to all masts or topmasts constructed of non-conducting materials. In ships constructed of non-conductive materials, the lightning conductors shall be connected by suitable conductors to copper plate fixed to the ship's hull well below the waterline. Accumulator batteries except for batteries used in self-contained battery operated lights shall not be located in sleeping quarters. The Administration may permit relaxation from this requirement where hermetically sealed batteries are installed.

Main source of electrical power

A main source of electrical power of sufficient capacity to supply all those services referred to in paragraph1.1 shall be provided. This main source of electrical power shall consist of a generator driven by an internal combustion engine, which may be the main propulsion machinery of the ship in the case of the ship propelled by mechanical means.

A main electrical lighting system, which shall provide illumination throughout those parts of the ship normally accessible to, and used by, crew or persons on board shall be supplied from the main source of electrical power. 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 and main switchboard will not render the emergency electric lighting system inoperative. 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 and emergency switchboard will not render the main electrical lighting system required by this section inoperative.

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Emergency sources of electrical power

A self-contained emergency source of electrical power shall be provided. The emergency source of electric power, associated transforming equipment, if any, and emergency 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 Administration in exceptional circumstances. The location of the emergency source of electrical power, associated transforming equipment, if any, and emergency switchboard in relation to the main source of power, associated transforming equipment, if any and main switchboard shall be such as to ensure to the satisfaction of the Administration that a fire or other casualty in the space containing the main source of electrical power, associated transforming equipment, if any and main switchboard, or in any machinery space of category A will not interfere with the supply, control and distribution of the emergency source of electrical power. Provided that suitable measures are taken for safeguarding independent emergency operation under all circumstances, the emergency generator may be used, exceptionally, and for short periods, to supply non-emergency circuits. The electrical power available shall be sufficient to supply all those services that are essential for safety 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 a period specified hereinafter, if they depend upon an electrical source for their operation: .1 .2 for a period of three hours means for illumination. for a period of eighteen hours, emergency lighting: .1 .2 In all service and accommodation alleys, stairways and exists; In spaces containing propulsion machinery used for navigation, if any, and main source of electrical power and their control positions; .3 In all control stations, machinery control rooms, and at each main and emergency switchboard; .4 .5
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At all stowage positions for fireman's outfits; at the steering gear, if any; and
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.6 .3 .1 And .2

At the emergency fire pump and its control position. the navigation lights and other lights required by the 1972 Collision Regulations;

For a period of eighteen hours:

The VHF, MF and MF/HF radio installations required by chapter 5 of the Code or chapter IV of the 1974 SOLAS Convention; and

.4

For a period of eighteen hours: .1 .2 .3 all internal communication equipment as required in an emergency; The fire detection and fire alarm systems; and Operations of emergency fire pumps, if electrically operated.

The requirements of period of operation of systems described in 4.2, 4.3 and 4.4 shall be reduced to six hours for Type III ships. The emergency source of electrical power may be either: .1 An accumulator battery capable of carrying the emergency electrical load line without recharging or excessive voltage drop; or .2 A generator driven by a suitable prime mover with an independent fuel supply and starting to the satisfaction of the Administration.

Where the emergency source of power is an accumulator battery, it shall be automatically connected to the emergency switchboard upon failure of the main source of electrical power. Where automatic connection to the emergency switchboard is not practical, manual connection may be acceptable to the satisfaction of the Administration. Where the emergency source of power is a generator, it shall be automatically started and connected to the emergency switchboard within 45 s of the loss of the main source of electrical power. It shall be driven by a prime mover with an independent fuel supply having a flashpoint not less than 43C. Automatic starting of the emergency generator will not be required where a transitional source of power to the satisfaction of the Administration is provided.

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ANNEX III SAFE MANNING REQUIREMENTS APPLICABLE TO TYPE III & IV CODE SHIPS
DECK SIDE OFFICERS
Capacity Master GT 500
NWKO (NCV) With 1 yr. experience Inland Master OR NWKO (NCV)

500 < GT 1600

Mate (NCV) With 1 yr. experience

1600 < GT 3000

Master (NCV) OR Master (COS)

Navigational Watchkeeper

OR
Equivalent Naval / Coast Guard personnel **

Inland Master OR NWKO (NCV)

NWKO (NCV)

**Equivalent Naval / Coast Guard qualification is deemed to be from testimonial purporting to be

from Nautical Technical branch of Indian Navy / Coast Guard describing watchkeeping/sea service

ENGINE SIDE OFFICERS

Capacity Chief Engineer kW 750
SGED OR MEO Class IV (NCV) Inland Driver OR MEO Class IV (NCV) Part A OR Equivalent Naval / Coast Guard personnel

750 < kW 1500

MEO Class IV (NCV)

1500 < kW 3000

MEO Class III (NCV 2nd Engg)

Engine Watchkeeper

Inland Driver OR MEO Class IV (NCV) Part A

MEO Class IV (NCV)

RATINGS
The GP Ratings and Cook as required by Section 4.6.1 of the Code shall be required to complete the 4 basic STCW courses, viz. (i) Elementary Fire Fighting; (ii) Personal Survival Techniques; (iii) Personal Safety and Social Responsibility; and (iv) Elementary First Aid.

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91