Mso - Domestic Voyages Passenger Ships Safety Regulations 200x

ED.
1 : DATED 3 JUNE 2003
MALAYSIA SHIPPING ACT 200X MALAYSIA SHIPPING PASSENGER SHIPS (DOMESTIC VOYAGES) SAFETY REGULATIONS 200X TABLE OF CONTENTS Regulation Headings of Part/Chapter PART I PRELIMINARY 1. 2. 3. 4. 5. 6. 7. Citation. Interpretation. Application. Exemption. Equivalent. Standards. Information. PART II SURVEYS AND CERTIFICATES 8. 9. 10. 11. 12. 13. 14. Application for Survey. Initial and Subsequent Surveys. Maintenance of Condition After Survey. Issue of Certificates. Duration of Certificates. Form of Certificates. Display of Certificates. PART III CONSTRUCTION AND SAFETY EQUIPMENT 15. 16. 17. 18. 19. 20. 21. 22. 23. 24. 25. 26. 27. 28. 29. 30. 31. 32. Stability Information Angle of Heel on Account of Crowding of Passengers Peak and Machinery Space Bulkhead, Shaft Tunnels, etc Severe Wind and Rolling Criterion Subdivision and Damage Stability Chapter 2 Structures Structures Chapter 3 Accommodation and Escape Measures Passenger and Crew Accommodation Seats, Exits and Means of Escape Evacuation Time Baggage, Store and Cargo Compartments Water Closets Chapter 4 Directional Control Systems General Emergency Means of Steering Chapter 5 Anchoring, Towing and Berthing Anchors Towing Berthing Chapter 6 - Fire Safety General
ED. 1 : DATED 3 JUNE 2003
Regulation 33. 34. 35. 36. 37. 38. 39. 40. 41. 42. 43. 44. 45. 46. 47. 48. 49. 50. 51. 52. 53. 54. 55. 56. 57. 58. 59. 60. 61. 62. 63. 64. 65. 66. 67. 68. 69. 70. 71. 72. 73. 74.
Headings of Part/Chapter Structural Fire Protection Fuel and Other Flammable Fluid Tanks and Systems Ventilation Fire Detection and Extinguishing Systems Special Category Spaces Miscellaneous Chapter 7 - Life-Saving Appliances General Survival Craft Life-Jackets Life Buoys Communication Chapter 8 - Machinery General Engines Gas Turbines Diesel Engines Transmissions Propulsion Chapter 9 - Auxiliary Systems General Fuel Systems Hydraulic Systems Pneumatic Systems Lubrication Systems Bilge Pumping and Drainage Systems Ballast Systems Cooling Systems Engine Air Intake Systems Ventilation Systems Exhaust Systems Chapter 10 - Remote Control and Warning Systems Remote Control Warning System Safety System Chapter 11 - Electrical Equipment General Main Source of Electrical Power Emergency Source of Electrical Power Permissible Voltages and Distribution of Electrical Power Cables and Protective Devices Steering Main and Emergency Lighting Installation of Electrical Equipment Chapter 12 - Radio communications General Application Radio Installation
75. 76.
Chapter 13 Navigational Equipments Navigation General Compasses
Regulation 77. 78. 79. 80. 81. 82. 83. 84. 85. 86. 87. 88. 89.
Headings of Part/Chapter A Means for Measuring Speed Depth Sounder Radar Other Navigational Aids Display and Illumination Masts Chapter 14 - Operating Compartment Layout General Control Position Operating Compartment Instruments Lighting Windows Communication facilities Schedule 1 : Malaysia Passenger Safety Certificate Schedule 2 : Malaysia Passenger Safety Exemption Certificate
MALAYSIA SHIPPING ACT 200X MALAYSIA SHIPPING PASSENGER SHIPS (DOMESTIC VOYAGES) SAFETY REGULATIONS 200X In exercise of the powers conferred by sub-section 4 of Section 146 of the Malaysia Shipping Act 200X, the Minister makes the following regulations: PART 1 PRELIMINARY Citation 1. These Regulations may be cited as the Malaysia Shipping Passenger Ships (Domestic Voyages) Safety Regulations 200X and shall come into force on the dd/mm/yyyy. Interpretation 2. In these Regulations, unless context otherwise requires: Safety Convention is the International Convention for the Safety of Life at Sea, in force. Load Line Convention is the International Convention on Load Lines, in force. Passenger and passenger ship has the same meaning as in the Malaysia Shipping Act 200X. Place of refuge is any naturally or artificially sheltered area which, may be used as a shelter by a ship under conditions likely to endanger its safety. Suitable communication and transport facilities shall be available. Existing ship means a ship which is not a new ship. New ship means a passenger ship the keel of which is laid or which is at a similar stage of construction on or after the commencement of these regulations and includes a ship which is undergoing or has undergone conversion into a passenger ship. Ship means a passenger ship and includes a new ship or an existing ship Base port is a port with: (1) (2) appropriate facilities providing continuous radio communication with the ship at all times while in ports and at sea, if required; where Very High Frequency (VHF) is required for the ship: (a) (b) (3) (4) (5) appropriate facilities providing (VHF) radio communication at all times with the ship while in the vicinity of the port; and access to facilities providing radio communication with the ship at all times when operating beyond the range of the (VHF) facilities provided in subparagraph (a);
means for obtaining a reliable weather forecast for the corresponding region and its due transmission to all ship in operation; access to facilities provided with appropriate rescue and survival equipment; and access to ship maintenance services with appropriate equipment.
Worst intended conditions means the specified environmental conditions within which the intentional operation of the ship is provided for in the certification of the ship. This shall take into account parameters such as the worst conditions of wind force, allowable wave height (including unfavorable combinations of length and direction of waves), minimum air temperature, visibility and depth of water for safe operation and such other parameters as the Director General of Marine may require in considering the type of ship in the area of operation. Critical design conditions means the limiting specified conditions chosen for design purposes, which shall be more severe than the worst intended conditions by a suitable margin acceptable to the Director General of Marine. Lightweight is the displacement of the ship without cargo, fuel, lubricating oil, ballast water, fresh water and feed water in tanks, consumable stores, passengers and crew and their effects. Maximum operational weight means the overall weight up to which operation in the intended mode is permitted by the Director General of Marine. Survival craft means a craft capable of sustaining the lives of persons in distress from the time of abandoning the ship. Application 3. (1) Unless otherwise provided, these regulations shall apply to ship which plies; (a) (b) (2) (3) Exemption 4. The Director General of Marine may exempt a ship from any regulations either conditionally or subject to such conditions as he thinks fit if he is satisfied that compliance with that regulation is either impracticable or unreasonable in respect of the ship. Within Malaysian waters, or Not more than 50 miles from the nearest land.
These regulations shall not apply to ships provided with berthing facilities for passengers. These regulations shall not apply to Government ships which are not used for commercial services
Equivalent 5. Where these Regulations requires that a particular fitting, material, appliance or apparatus, or type thereof, shall be fitted or carried in a ship, or that any particular provision shall be made, the Director General of Marine may allow any other fitting, material, appliance or apparatus, or type thereof, to be fitted or carried, or any other provision to be made in that ship, if it is satisfied by trial thereof or otherwise that such fitting, material, appliance or apparatus, or type thereof, or provision, is at least as effective as that required by these Regulations.
Standards 6. Any fitting, material, appliance or apparatus required by these regulations shall be of an approved type to the satisfaction of the Director General of Marine.
Information
7.
(1) The Director General of Marine shall ensure that the ship is provided with adequate information and guidance in the form of a technical manual to enable the ship to be operated and maintained safely. This technical manual shall consist of an operating manual, maintenance manual and servicing schedule. Arrangements shall be made for such formation to be updated as necessary. (2) The following information shall be made available onboard:(a) (b) (c) Precautions to be followed to avoid a fire and the method of operation of equipment intended to prevent, detect, extinguish or control a fire; Procedures for the evacuation of passengers and the use of life-saving appliances; Any limitation regarding the operation of the ship.
PART II SURVEYS AND CERTIFICATES Application for Survey 8. (1) An application for survey of a ship shall be accompanied by such plans, calculations and any other information on the ships the Director General of Marine may require (2) The plans shall contain such information as is necessary for full consideration of the strength of the ship and also proposal for complying with these Regulations. Initial and Subsequent Survey 9. (1) A ship shall be subject to the following surveys: (a) (b) (c) (2) A survey before the ship is put in service; A periodical survey once every twelve months; and Additional surveys, as may be required by the Director General of Marine.
The surveys referred to in paragraph (1) shall be carried out as follows:(a) The survey before the ship is put in service shall include a complete inspection of its hull, machinery and equipment including the outside the bottom of the hull. This survey shall be such as to ensure that the arrangements, materials and scantlings of the hull, and the appurtenances thereto, main and auxiliary machinery, electrical installation, life-saving appliances, fire extinguishing appliances and other equipment fully comply with these Regulations. The periodical survey shall include an inspection of the whole of the hull, machinery and equipment, including the outside of the bottom of the hull. The survey shall be such as to ensure that the ships hull and other appurtenances thereto, main and auxiliary machinery, electrical installation, life-saving appliances, fire extinguishing appliances and other equipment are in satisfactory condition and fit for the service for which they are intended, and that they comply with these regulations. The additional survey which may be general or partial according to the circumstances, shall be made every time an accident occurs or a defect is discovered which affects the safety of the ship or the efficiency or completeness of its life-saving appliances or other equipment or whenever any important repair or renewal is made. The survey shall be such as to ensure that the necessary repairs or renewals have been made effectively made, that the material and workmanship of such repairs or renewals are in all respects satisfactory and that the ship fully complies with these Regulations.
(b)
(c)
Maintenance of Conditions After Survey 10. After a survey of the ship under Regulation 9 has been completed, no change shall be made to the structural arrangements, machinery, equipment, etc., covered by the survey, without the prior approval of the Director General of Marine.
Issue of Certificates
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(1) After a survey of a ship under Regulation 9, a Passenger Safety Certificate (PSC) shall be issued if the ship complies with the relevant regulations. (2) When a ship is exempted from any of these regulations, a Passenger Safety Exemption Certificate shall be issued in addition to the certificate issued under Regulation 4.
Duration of Certificates 12. (1) Subject to Regulation 12(2), a certificate issued under Regulation 11 shall be valid for a period not exceeding twelve months. (2) The Director General of Marine may extend the period of validity of a certificate issued under Regulation 11 for a period not exceeding one month. (3) The Director General of Marine may cancel a certificate issued under Regulation 11 if he has reason to believe that since the survey, the hull, equipment or machinery of the ship have sustained damage or the ship has not complied with these Regulations. Form of Certificates 13. The certificates issued under Regulation 11 shall be in the forms set out in the First Schedule to these Regulations.
Display of Certificates 14. A Certificate issued under Regulation 11 or a certified copy thereof shall be posted up in a prominent and accessible place in the ship.
PART III CONSTRUCTION AND SAFETY EQUIPMENT Chapter 1 Stability, Subdivision and Angle of Heel on Account of Crowding of Passengers Stability Information 15. (1) (a) (b) A new ship which is 24 meters in length or more shall be inclined upon its completion and the elements of its stability determined. For the purpose of assessing in general whether the stability criteria are met, stability curves shall be drawn for the main loading condition intended by the owner in respect of the ships operations. The main loading conditions shall be as follows: (i) Ship is fully loaded departure condition with cargo distributed below deck and with cargo specified by position and weight on deck, with full stores and fuel, corresponding to the worst service condition in which all the relevant criteria are met. Ship in fully loaded arrival condition with cargo as specified in sub-paragraph (i), but with 10 per cent stores and fuel. Ship in ballast departure condition, without cargo but with full stores and fuel. Ship in ballast arrival condition, without cargo and with 10 per cent stores and fuel remaining. Ship in the worst anticipated operating condition.
(c)
(ii) (iii) (iv) (v) (d)
The ship shall satisfy the following minimum stability criteria unless the Director General of Marine is satisfied that the area in which the ship operates justifies departure there from: (i) The area under the right lever curve (GZ curve) shall not be less than 0.055 metre-radiants up to 30 degrees angle of heel and not less than 0.090 metreradiants up to 40 degrees or the angle of flooding () if this angle is less than 40 degrees. In addition, the area under the righting lever curve (GZ curve) between the angles of heel of 30 degrees and 40 degrees or between 30 degrees and , if this angle is less than 40 degrees, shall not be less than 0.030 metre-radiants. is the angle of heel at which openings in the hull super structure or deckhouses, which cannot be rapidly closed watertight, commence to immerse. In applying this criterion, small openings through which progressive flooding cannot take place need not be considered as open. The righting level GZ shall be at least 200 millimeters at an angle of heel equal to or greater than 30 degrees. The maximum righting lever GZ max shall occur at an angle of heel preferably exceeding 30 degrees but not less than 25 degrees. The initial metacentric height GM shall not b e less than 150 millimeters.
(ii) (iii) (iv) (e)
Where arrangements other than bilge keels are provided to limit the angles of roll, the Director General of Marine shall be satisfied that the stability referred in paragraph (b) are maintained in all operating conditions.
(f)
Where ballast is provided to ensure compliance with paragraph (b), its nature and arrangement shall be to the satisfaction of the Director General of Marine.
(2) In the case of a new ship which is less than 24 meters in length, a stability test shall be conducted with weights to represent the fully laden service condition. The weight of each passenger shall be taken as 65 kilograms. In the test the heel of the ship caused by a heeling moment equal to 1/12 the weight of the passengers multiplied by the extreme breadth of the ship, shall not be more than 7 degrees. A copy of the results of the stability test shall be submitted to the Director General of Marine. (3) Where an alteration is made to a ship so as to materially affect its stability, amended or a new stability information shall be submitted to the Director General of Marine. (4) The Director General of Marine may allow the inclining test of a ship to be dispensed with where: (a) (b) Basic stability data are available from the inclining test of a sister ship; and It is shown to the satisfaction of the Director General of Marine that reliable stability information for that ship can be obtained from such basic data.
Angle of Heel on Account of Crowding of Passengers 16. (1) A new ship which is 24 meters in length or more shall comply with the following criteria: (a) Passengers without luggage shall be considered as distributed to produce the most unfavorable combination of passenger heeling moment which may be obtained in practice. In this connection it is anticipated that a value higher than 4 persons per square meter will not be necessary. The angle of heel on account of crowding of passengers to one side as defined in paragraph (a) shall not exceed 10. The angle of heel on account of turning shall not exceed 10 when calculated using the following formula : MR = 0.02 VO2/ L (KG d/2) where : MR V L d KG = = = = = = heeling moment in meter-tons, service speed in m/sec, length of ship at waterline in m. displacement in metric tons, mean draught in meter. height of center of gravity above keel in meter.
(b) (c)
Peak and Machinery Space Bulkheads, Shaft Tunnels, etc 17. (1) (a) A ship shall have a forepeak or collision bulkhead, which shall be watertight up to the bulkhead deck. This bulkhead shall be fitted not less than 5 per cent of the length of the ship, and not more than 3.05 meters plus 5 per cent of the length of the ship from the forward perpendicular. If the ship has a long forward superstructure, the forepeak bulkhead shall be extended weathertight to the deck next above the bulkhead deck. The extension need not be fitted directly over the bulkhead below, provided it is at least 5 per cent of the length of
(b)
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the ship from the forward perpendicular, and the part of the bulkhead deck which forms the step is made effectively weathertight. (2) An afterpeak bulkhead, and bulkheads dividing the machinery space, from the cargo and passenger spaces forward and aft, shall also be fitted and made watertight up to the bulkhead deck. The afterpeak bulkhead may be stepped below the bulkhead deck, where the degree of the safety of the ship as regards subdivisions is not thereby diminished. (3) In all cases stern tubes shall be enclosed in watertight spaces of moderate volume. The stern gland shall be situated in a watertight shaft tunnel or other watertight space separate from the stern tube compartment and such volume that, if flooded by leakage through the stern gland, the margin line will not be submerged. (4) Fuel oil shall not be carried in the peak tanks.
Severe Wind and Rolling Criterion 18. (1) Scope (a) This criterion supplements the stability criteria given in Regulation 15(1)(d) and Regulation 16. The more stringent criteria of Regulation 15(1)(d) and Regulation 16 given above and the weather criterion should govern the minimum requirements for passenger or cargo ships of 24 m in length and over.
(2)
Recommended weather criterion (a) The ability of a ship to withstand the combined effects of beam wind and rolling should be demonstrated for each standard condition of loading, with reference to Figure 1, as follows: (i) (ii) The ship is subjected to a steady wind pressure acting perpendicular to the ships centerline, which results in steady wind heeling lever (lw1) From the resultant angle of equilibrium (), the ship is assumed to roll owing 0 to wave action to an angle of roll () to windward. Attention should be paid to 1 the effect of steady wind so excessive resultant angle of heel are avoided ; The ship is then subjected to a gust wind pressure which, results in a gust wind heeling lever (lw2); Under these circumstances, area b should be equal to or greater than area a; Free surface effects should be accounted for in the standard conditions of loading as set out in Regulation 15(1)(c).
(iii) (iv) (v)
The angle of heel under action of steady wind ( should be limited to certain angle to the satisfaction of Administration. As a guide, 16 or 80% of the angle 0) of deck edge immersion, whichever is less, is suggested
*
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Figure 1- Severe wind and rolling The angles in Figure 1 are defined as follows: = angle of heel under action of steady wind 0 = angle of roll to windward due to wave action 1 = angle of down flooding ( or 50 whichever is less, or c, 2 f) where; = angle of heel at which openings in the hull, superstructures or deckhouses which f cannot be closed weathertight immerse. In applying this criterion, small opening through which progressive flooding cannot take place need not be considered as open. = angle of second intercept between wind heeling lever (lw2) and GZ curve c (b) The wind heeling levers (lw1) and (lw2) referred to sub-paragraph (2)(a)(i) and (2)(a)(iii) are constant values at all angles of inclining and should be calculated as follows:
lw1 =
PAZ (m) and 1000 g
lw2 = 1.5lw1 ( m)
where; P = 504N/m 2. The value of P used for ships in restricted service may be reduced, subject to the approval of the Administration; A = projected lateral area of the portion of the ship and deck cargo above the waterline (m2); Z = vertical distance from the center of A to the center of underwater lateral area or approximately to a point at one half the draught (m); = displacement (t) g = 9.81 m/s2 (c) The angle of roll ()referred to sub-paragraph (2)(a)(ii) should be calculated as follows: 1
1 = 109kX 1 X 2 rs (degrees)
where; X1 = factor as shown in table 1 X2 = factor as shown in table 2 k k k k = = = = factor as follows: 1.0 for a round-bilged ship having no bilge or bar keels 0.7 for a ship having sharp bilges as shown in table 3 for a ship having bilge keels, a bar keel or both
The angle for roll of ships with antirolling devices should be determined without taking into account the operation of these devices.
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OG = distance between the centre of gravity and the waterline (m) (+ if the centre of gravity is above the waterline, - if it is below) d = mean moulded draught of the ship (m) s = factor as shown in table 4 Table 1- Values of factor X1 B/d 2.4 2.5 2.6 2.7 2.8 2.9 3.0 3.1 3.2 3.4 3.5 X1 1.00 0.98 0.96 0.95 0.93 0.91 0.90 0.88 0.86 0.82 0.80 Table 2- Values of factor X2
CB 0.45 0.50 0.55 0.60 0.65 0.70 X2 0.75 0.82 0.89 0.95 0.97 1.0
Table 3- Values of factor k

Akx100 LxB
Table 3- Values of factor s

T 6 7 8 12 14 16 18 20 s 0.100 0.098 0.093 0.065 0.053 0.044 0.038 0.035
0 1.0 1.5 2.0 2.5 3.0 3.5 4.0
k 1.00 0.98 0.95 0.88 0.79 0.74 0.72 0.70
(Intermediate values in these tables should be obtained by linear interpolation) Rolling Period T =
2CB GM
( s)
Where: C = 0.373 + 0.023( B / d ) 0.043( L / 100) The symbols in the above tables and formula for the rolling period are defined as follows: L B d CB Ak GM = waterline length of the ship (m) = moulded breadth of the ship (m) = mean moulded draught of the ship (m) = block coefficient = total overall area of bilge keels, or area of the lateral projection of the bar keel, or sum of these areas (m2) = metacentric height corrected for free surface effect (m)
Subdivision and Damage Stability 19. (1) General (a) Taking into account, as initial conditions before flooding, the standard loading conditions as referred to in Regulation 15(1)(c) and the damage assumptions in paragraph (2), the ship shall comply with the damage stability criteria as specified in paragraph (3).
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(2)
Damage Assumptions (a) (b) (c) Damage shall be assumed to occur anywhere in the ships length between transverse watertight bulkheads. The vertical extent of damage shall be assumed from the underside of the cargo deck, or the continuation thereof, for the full depth of the ship. The transverse extent of damage shall be assumed as 760 mm, measured inboard from the side of the vessel perpendicularly to the centreline at the level of the summer load waterline. A transverse watertight bulkhead extending from the ships side to a distance inboard of 760 mm or more at the level of the summer load line joining longitudinal watertight bulkheads may be considered as a transverse watertight bulkhead for the purpose of the damage calculations. If pipes, ducts or tunnels are situated within the assumed extent of damage, arrangements shall be made to ensure that progressive flooding cannot thereby extend to compartments other than those assumed to be floodable for each case of damage. If damage of a lesser extent than that specified in paragraph (2)(b) and/or paragraph (2) (c) results in a more severe condition, such lesser extent shall be assumed. Where a transverse watertight bulkhead is located within the transverse extent of assumed damage and is stepped in a way of a double bottom or side tank by more than 3.05 m, the double bottom or side tanks adjacent to the stepped portion of the transverse watertight bulkhead shall be considered as flooded simultaneously.
(d)
(e)
(f) (g)
(3)
Damage stability criteria (a) The final waterline, taking into account sinkage, heel and trim, shall be below the lower edge of any opening through which progressive flooding may take place. Such openings shall include air pipes and those which are capable of being closed by means of weathertight doors or hatch covers and may exclude those opening closed by means of watertight manhole covers and flush scuttles, small watertight cargo tank hatch covers which maintain the high integrity of the deck, remotely operated watertight sliding doors, and side scuttles of the non-opening type. In the final stage of flooding, the angle of heel due to unsymmetrical flooding shall not exceed 15. his This angle may be increased up to 17 if no deck immersion occurs. The stability in the final stage of flooding shall be investigated and may be regarded as sufficient if the righting lever curve has at least a range of 20 beyond the position of equilibrium in association with a maximum residual righting lever of at least 100 mm within this range. Unprotected openings shall not become immersed at an angle of heel within the prescribed minimum range of residual stability unless the space in question has been included as a floodable space in calculations for damage stability. Within this range, immersion of any of the openings referred to paragraph (a) and any other openings capable of being closed weathertight may be authorised. The margin line (76 mm below the bulkhead deck) is not to be submeged and the minimum intact GM is not to be less than 50 mm before remedial actions to increase the GM have been taken. The following side damages are to be assumed anywhere on the periphery of the craft; (i) (ii) the length of damages should be 0.1L or 3 meter + 0.03L, or 11 meter whichever is the least; the depth of penetration onto the craft should be 0.2B or 5 meter, whichever is less.
(b) (c)
(d)
(e)
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(f)
Bottom damages are to be assumed anywhere on the bottom of the craft as follows; (i) (ii) (iii) the length of damages in the fore
and aft direction should be 0.1L, or 3 meter + 0.03L, or 1 meter, whichever is the least. the width of damage should be 0.2B or 5 meter, whichever is less.
(g) (h) (4)
For the purpose of the sub-paragraph (e) and (f), L and B are the length and breadth respectively of the hull measured on the design waterline in the displacement mode. The Director General of Marine shall be satisfied that the stability is sufficient during intermediate stages of flooding.
Assumptions for calculating damage stability (a) Compliance with Regulation 19(3) shall be confirmed at calculations which take into consideration the design characteristics of the ship, the arrangements, configuration and permeability of the damaged compartments and the distribution, specific gravity and the free surface effect of liquids. The permeability of compartments assumed to be damaged shall be as follows : Spaces Appropriated to stores Occupied by accommodation Occupied by machinery Void spaces Intended for dry cargo (i) Permeability 60 95 85 95 95
(b)
The permeability of tanks shall be consistent with the amount of liquid carried, as shown in the loading conditions specified in Regulation 19(1). The permeability of empty tanks shall be assumed to be not less than 95.
(c)
The free surface effect shall be calculated at an angle of heel of 5 degrees for each individual compartment or the effect of free liquid in a tank shall be calculated over the range of residual righting arm. Free surface for each type of consumable liquid shall be assumed for at least one transverse pair of tanks or a single centreline tank. The tank or tanks to be taken into account shall be those where the effect of free surface is the greatest. Alternatively, the actual free surface effect may be used provided the methods of calculation are acceptable to the Director General of Marine.
(d)
(e) (5)
Construction of watertight bulkhead (a) A watertight subdivision bulkhead, whether transverse or longitudinal, of a ship shall be constructed in a such a manner that it shall be capable of supporting the pressure due to the maximum head of water which it might have to sustain in the event of damage to the ship. The construction of these bulkheads and their strength shall be to the satisfaction of the Director General of Marine.
(6)
Openings in watertight bulkheads (a) (i) Where pipes, scuppers, electrical cables, etc are carried through watertight subdivision bulkheads, arrangement shall be made to ensure the integrity of the watertightness of the bulkheads. Only a valve or cock forming part of a piping system shall be permitted in a watertight subdivision bulkhead.
(ii)
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(iii)
Lead or heat sensitive material shall not be used in a system, which penetrates any watertight subdivision bulkhead, where deterioration of such system in the event of fire would impair the watertight integrity of the bulkhead.
(b)
Collision bulkheads shall not pierced below the margin line by more than one pipe. Any pipe, which pierces the collision bulkhead shall be fitted with screw down valve capable of being operated from above the bulkhead deck, the valve chest being secured inside the forepeak. Efficient means shall be provided for closing all openings in the watertight bulkheads. Details of the means provided for closing these openings shall be submitted to the Director General of Marine for approval. Chapter 2 Structures
(c)
Structures 20. (1) This chapter covers those elements of hull and superstructure, which provide longitudinal and other primary and local strength of the ship as a whole and also other important components which are directly associated with the hull and superstructure. (2) Materials used for the hull and superstructure shall be adequate for the intended use of the ship. Due regard shall be paid to Regulation 33(1). (3) The structure shall be capable of withstanding the static and dynamic loads which can act on the ship under all operating conditions, without such loading resulting in inadmissible deformation and loss of watertightness or interfering with the safe operation of the ship. (4) Cyclic loads, including those from vibrations, which can occur on the ship shall not: (a) (b) (c) Impair the integrity of structure during the anticipated service life of the ship or the service life agreed with the Director General of Marine; Hinder normal functioning of machinery and equipment; and Impair the ability of the crew to carry out its duties.
(5) The Director General of Marine shall be satisfied that the choice of design conditions, design loads and accepted safety factors corresponds to the intended operating conditions for which certification is sought. Chapter 3 Accommodation and Escape Measures Passenger and Crew Accommodation 21. (1) Passenger and crew accommodation shall be designed and arranged so as to protect the occupants from unfavorable environmental conditions and to minimize the risk of injury to occupants during normal and emergency conditions. (2) (a) Spaces accessible to passengers shall not contain controls, electrical equipment, high temperature parts and pipelines, rotating assemblies or other items from which injury to passengers could result, unless such items are adequately shielded. isolated, or otherwise protected Passenger accommodation shall not contain operating controls unless the operating controls are so protected and located that their operation by a crew member is unlikely to be impeded by passengers during normal and emergency conditions of operation.
(b)
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(c)
Adequate means to notify passengers to be seated shall be provided
(3) Crew accommodation shall be to the satisfaction of the Director General of Marine having regard to the ships intended service. (4) Windows in passenger and crew accommodation shall be made of material which will not break into dangerous fragments if fractured. (5) (a) (b) (c) Any space for the use of passengers on a ship shall be adequately ventilated. Full details of the arrangements, with drawings of the system of ventilation shall be submitted to the Director General of Marine for approval. Each compartment shall preferably be ventilated independently of any other compartment.
Seats 22. (1) (a) A fixed or secured seat shall be provided for each passenger that the ship is certified to carry on a vessel engaged in runs of more than fifteen minutes. Fixed seats shall be so installed as to provide for ready escape. The seating distance from seat front to seat front shall not be less than 750mm if the seats are arranged in rows and each seat shall have a depth of at least 450mm and a width of not less than 475 mm. Seats shall be of a form and design such as to minimize the possibility of injury and to avoid trapping of the occupants particularly in emergency conditions. Dangerous projections and hard edges shall be eliminated.
(b)
(2)
The installation of seats shall be such as to allow adequate access to any part of the accommodation space. In particular, they shall not obstruct access to, or use of, any essential or emergency equipment or required means of escape. Safety belt shall be provided for all seats for which the ship may be operated unless it is demonstrated to the satisfaction of the Director General of Marine that they are unnecessary. Aisles shall not be less than 0.75 meter in width.
(3) (4)
Exits and Means of Escape 23. (1) The design of ship shall be such that all occupants may safely evacuate the ship into survival ship with the minimum practicable delay in a single operation under all reasonable emergency conditions by day or by night. The positions of all exits which may be used in an emergency, and of all life-saving appliances, the practicability of evacuation procedure, and the evacuation time representative for crew and passengers, shall be demonstrated to the satisfaction of the Director General of Marine. (2) Accommodation spaces, evacuation routes, exits, lifejacket stowage and survival craft stowage, and embarkation points, shall be clearly and permanently marked and illuminated. (3) (a) Each enclosed accommodation space shall be provided with at least two exits arranged, if possible, in the opposite ends of the space. One of the exits may be an emergency exit. Normal exit(s) shall be safely and easily accessible and shall provide a satisfactory route to a normal point of boarding or disembarking from the ship, and shall comply in any case with the requirements for an emergency exit. Normal exit door shall capable of being readily operated from side and outside the ship daylight and in darkness, where applicable. The means of operation shall be obvious, rapid and of adequate strength.
(b)
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(c)
The closing, latching and locking arrangement for normal exits shall be such that it is readily apparent to the appropriate crew member when the doors are closed and in a safe operational condition, either in direct view or by an indicator. All entrances to passenger compartment s on a ship shall be equal in width to the ladders or stairways leading to the passenger compartments. All entrances to the ship are to be fitted with steady handrails, or its equivalent. A ladder or stairways shall not be less than 0.75 meter in width. There shall be at least 1.80 meter clear space in vertical direction above each step. Where the vertical height of the ladder or stairway exceed 0.50 meter, steady handrails shall be fitted on each side. Ladders or stairways shall, as far as possible, be pitched fore and aft and shall not be too steep, the angle from the vertical being as near 37 degrees as the arrangement of the ship will permit. All ladders are to lined on the back. The depth of every step of every ship shall not be less than 0.20 meter. The ship shall have a sufficient number of emergency exits which are suitable to facilitate the quick and unimpeded escape in emergency conditions, such as collision damage or fire, of persons wearing approved life-jackets. The number of the emergency exit and normal exit provided for every 50 passengers or part thereof and in no case less than two (2). Emergency exit doors shall be capable of being opened from either side, even though persons may be crowding against the door. Exits shall not be unduly vulnerable to jamming in the event of minor structural deformation. Footholds, ladders, etc., provided to give access from the inside to emergency exits, shall be of rigid construction and permanently fixed in position, except that they may fold if they can be brought into use immediately in emergency conditions and the risk of their jamming is small. Permanent handholds shall be provided whenever necessary to assist persons using emergency exits, and shall be suitable for conditions when the ship has developed any possible angle of heel or pitch. The means of opening of all emergency exits shall be obvious, rapid, and of adequate strength. When the ship is in service the securing devices shall be self-contained without removable handles or keys. All emergency exits, together with their means of opening, shall be adequately marked for the guidance of passengers. Adequate marking shall also be provided for the guidance of rescue personnel outside the ship. An emergency exit shall be at least 600mm by 750mm and the lower edge of the emergency exit shall be above the gunwale.
(d) (e) (f) (g) (h)
(4)
(a)
(b)
(c)
(d)
(e)
(f)
(5) Provision shall be made on board for embarkation points properly equipped for evacuation of passengers into life-saving appliances. Evacuation Time 24. The provisions for evacuation, together with the proposed evacuation procedures, shall be submitted to the Director General of Marine for consideration at an early stage in the design of the ship.
Baggage, Store and Cargo Compartments
18
25.
(1) Provision shall be made to prevent shifting of baggage, store and cargo-compartment contents, having due regard to occupied compartments and accelerations likely to arise. If safeguarding by positioning is not practicable, an adequate means of restraint for the baggage, stores and cargo shall be provided. (2) The luggage compartment readily accessible to the passenger shall be provided at least 0.06 cubic meter for each passenger. The luggage compartments shall be located near the entrance used by the passenger and shall not obstruct the passageway leading to any exit. (3) Loading limits, if necessary, shall be marked in those compartments.
(4) Having regard to the purpose of the ship, the closures of the exterior openings of the luggage and cargo compartments shall be appropriately weathertight. Water Closets 26. Every ship operating on runs of more than 15 minutes are to be provided with one water closet and one hand basin for every 50 passengers in which she is certified to carry. Chapter 4 Directional Control Systems General 27. (1) Ship shall be provided with means for directional control of adequate strength and suitable design to enable the ships heading and direction of travel to be effectively controlled without undue physical effort at all speeds and in all conditions for which the ship is to be operated. (2) For the purpose of this chapter, a directional control system includes any steering device or devices, any mechanical linkages and all power or manual devices, controls and actuating systems. Emergency Means of Steering 28. Emergency means of directional control and effective means of communication between ships control position and emergency control position shall be provided to the satisfaction of the Director General of Marine. Chapter 5 Anchoring, Towing and Berthing Anchors 29. Ships shall be provided with approved ground tackle to the satisfaction of the Director General of Marine having regard to the intended service of the ship and its ability to maneuver in an emergency condition.
Towing 30. (1) Ship shall be capable of being towed and suitable arrangements shall be provided to effect this safely in the worst intended conditions. (2) A maximum towing speed shall be established by the Director General of Marine.
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(3) The towing arrangements and all eyebolts, fair leads and bitts shall be so constructed and attached to the hull that in the event of their damage, the watertight integrity of the ship is not impaired. Berthing 31. Suitable fair leads, bitts and mooring ropes shall be provided where necessary. Chapter 6 Fire Safety General 32. (1) The requirements in this chapter are based on the following conditions: (a) (b) The use of fuel with a flash point below 43C is not recommended Members of the crew are aware of the instructions approved by the Director General of Marine which specify the actions of the crew in the event of fire on the ship and that these instructions are permanently on board the ship and appropriate drills of the crew are arranged regularly. The repair and maintenance of the ship are carried out in accordance with methods to the satisfaction of the Director General of Marine.
(c) (2)
For the purpose of this chapter, unless expressly defined otherwise the following definitions apply: (a) Fire hazard areas are those compartments where the proximity to each other of combustible materials or flammable liquids and potential sources of ignition (electrical equipment, heat surfaces, etc.) may promote the initiation of fire (machinery spaces, etc.). Control stations are those spaces in which the primary and emergency controls or instruments, the ships radio or main navigating equipment or the emergency source of power is located or where the fire recording or fire control equipment is centralized. A Standard Fire Test is one in which specimens of the relevant bulkheads or decks are exposed in a test furnace to temperatures corresponding approximately to the standard time-temperature curve. The specimen shall have an exposed surface of not less than 4.65 square meters And height (or length of deck) of 2.44 meters resembling as closely as possible the intended construction and including where appropriate at least one joint. The standard time-temperature curve is defined by a smooth curve drawn through the following points: at the end of at the end of at the end of at the end of (e) the first the first the first the first 5 minutes - 538C. 10 minutes - 704C. 30 minutes - 843C. 60 minutes - 927C.
(b)
(c)
(d)
Special Category Spaces are those enclosed spaces intended for the carriage of motor vehicles with fuel in their tanks for their own propulsion, into and from which such vehicles can be driven and to which passengers have access. Non-combustible material means a material which neither burns nor gives off flammable vapors in sufficient quantity for self-ignition when heated to approximately
(f)
20
750C, this being determined to the satisfaction of the Director General of Marine by an established test procedures. Any other material is a combustible material. (g) Steel or other equivalent material. Where the words steel or other equivalent material occur, equivalent material means any material which, by itself or due to insulation provided, has structural and integrity properties equivalent to steel at the end of the applicable fire exposure to the standard fire test (e.g. aluminum alloy with appropriate insulation). Flashpoint means a flashpoint determined by an approved apparatus using the closed cup test. Low flame spread means that the surface which may be exposed to a fire will adequately restrict the spread of flame, this being determined to the satisfaction of the Director General of Marine by an established test procedure.
(h) (i)
Structural Fire Protection 33. (1) The hull shall be constructed of approved non-combustible materials having adequate structural properties. The Director General of Marine may permit the use of other materials provided that it is satisfied that the additional precautions taken are sufficient to ensure that an equivalent level of fire safety is achieved. (2) Fire hazard areas shall be enclosed by fire-resisting divisions complying with the requirements of paragraph (5) except where, in the opinion of the Director General of Marine, the omission of any such division would not affect the safety of the ship. These requirements need not apply to those parts of the structure in contact with water at the lightweight condition, but due regard shall be given to the effect of heat transfer from any uninsulated structure in contact with water to insulated structure above the water. (3) Control stations, life-saving appliances stowage positions, escape routes and places of embarkation into survival craft shall not, as far as practicable be located adjacent to any fire hazard areas. (4) Control stations shall be provided with appropriate structural protection to the satisfaction of the Director General of Marine, having due regard to the ships arrangements. (5) Fire-resisting divisions shall preferably be of non-combustible material but other material insulated as required may be accepted by the Director General of Marine. They shall prevent the passage of flame and smoke through them in the standard fire test for a period equal to 30 minutes plus an allowance of seven minutes for initial detection and extinguishing action. (6) The main structures within the fire hazard areas shall withstand the effect of flame during the Standard fire test for the period of time specified in paragraph (5) without serious risk of collapse. (7) If the structures specified paragraph (2), (5) and (6) are made of aluminum alloy, their insulation shall be such that the temperature of the core does not rise more than 200C above the ambient temperature during the first 30 minutes of the standard fire test. (8) Pipes, ducts, and controls penetrating a fire-resisting division shall not reduce its fire-resisting integrity. (9) In general, thermal and acoustic insulation shall be of non-combustible materials
(10) Where insulation is installed in areas in which it could come into contact with any flammable fluids or their vapor, its surface shall be impermeable to such flammable fluids or vapor. (11) All Furniture, ceilings and linings installed in the ship shall be of non-combustible materials. However, the materials used for upholstery and trim may be combustible but shall possess low flame-spread characteristics as is reasonable to the satisfaction of Director General of Marine. (12) Materials used in the ship, when exposed to local fire, shall not emit smoke or toxic gases in quantities that could be dangerous to the occupants of the ship.
21
(13) When combustible materials are installed to provide buoyancy, these materials shall be reliably protected against potential sources of ignition or contamination by flammable fluids. (14) In compartments where smoking is allowed, suitable ash containers shall be provided. In compartments where smoking is not allowed, adequate notices shall be displayed. (15) The exhaust gas pipes shall be arranged so that the risk of fire is kept to a minimum. To this effect, all the compartments and structures which are contiguous with the exhaust system, or those which may be affected by increased temperatures caused by waste gases in normal operation or in an emergency, shall be constructed of non-combustible material, or shielded with such material to the extent required by the Director General of Marine. (16) The design and arrangement of the exhaust manifolds or jet pipes shall be such as to ensure the safe discharge of exhaust gases. Fuel and other Flammable Fluid Tanks and Systems 34. (1) Tanks containing fuel and other flammable fluids shall be separated from passenger crew and baggage compartments by vapor-proof enclosures or cofferdams which are suitable ventilated and drained. (2) Wherever possible, such tanks shall not be located in, or contiguous to, fire hazard areas, but where they are so located they shall be made of steel or other equivalent material. (3) Means shall be provided to shut off the flow of flammable fluids into a fire hazard area. This means, and the control thereof, shall be located outside the fire hazard area. The quantity of oil remaining in pipes, filter, etc., in such areas shall be kept to a minimum. (4) Pipes, valves and couplings conveying flammable fluids shall be of steel or such alternative material satisfactory to the Director General of Marine in respect of strength and fire integrity having regard to the service pressure and the spaces in which they are installed. Wherever practicable, the use of flexible pipes shall be avoided but where such piping is used, it shall be approved by the Director General of Marine. (5) Pipes, valves and couplings conveying flammable fluids shall be arranged as far from hot surfaces or air intakes of engine installations, electrical appliances and other potential sources of ignition as is practicable and be located or shielded so that the likelihood of fluid leakage coming into contact with such sources of ignition is kept to a minimum. Ventilation 35. (1) Spaces in which flammable gases may accumulate shall be provided with effective ventilation to the satisfaction of the Director General of Marine. (2) (a) In general, the control and closure of ventilation openings to fire hazard areas shall be capable of being operated from outside the area and also from inside where necessary. The Director General of Marine shall, in addition, consider the need to have similar arrangements for other compartments.
(b) (3) serve.
All ventilation fans shall be capable of being stopped from outside the spaces which they
(4) Where a compartment is likely to be occupied, ventilation controls for that compartment shall also be operable from within. (5) Fire hazard areas shall have separate ventilation systems and ventilation ducts. Ventilation ducts for fire hazard areas shall not pass through other spaces, and ducts for ventilation of other
22
spaces shall not pass through fire hazard areas. The Survey General may permit regulations from these requirements, provided that the ducts have adequate fire integrity and insulation or automatic fire dampers are fitted close to the boundaries penetrated. (6) An effective ventilation system to give a minimum of 10 changes per hour shall be provided in special category spaces with means provided at the control station to indicate the loss or reduction in operation of the system. Fire Detection and Extinguishing Systems 36 (1) Fire Pumps (a) Ship of 24 meter and above in length shall be provided with one independent driven power pump and one pump together with its own source of power and sea connection situated outside machinery spaces. Ship above 10 meters but below 24 meters in length shall be provided with one pump which shall be available for fire extinguishing service wherever possible.
(b) (2)
Fire Hydrant, Hoses and Nozzles. (a) The number of fire hoses to be provided, each complete with couplings and nozzles, shall be one for each 24 meters length or part of it of the boat and one spare but in no case less than two in all. The quantity referred to in subparagraph (a) does not include any hoses required in any engine room or boiler room and the Director General of Marine may increase the number of hoses required to ensure that sufficient number hoses are available and accessible at all times The number and position of the hydrants shall be such that a supply of at least one jet of water having a throw of at least 12 meter, from a nozzle having a minimum diameter of 12 millimeters, is capable of reaching any part of the boat normally accessible to the crew while the ship is being navigated. In machinery spaces of ship fitted with oil-fired boilers or internal combustion type propelling machinery or in similar spaces where the risk of spillage of oil exits, the hose nozzles shall be suitable for spraying water on oil or alternatively shall be of dual purpose type.
(b)
(c)
(d)
(3)
Portable Fire Extinguishers (a) The accommodation spaces and service spaces of the ship shall be provided with such approved fire extinguishers as the Director General of Marine thinks appropriate and sufficient. Fire hazard area containing internal combustion type machinery shall be provided with at least one portable fire 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 should not be less than two and need not exceed six.
(b)
(4)
Fixed Fire Extinguishing Installation (a) Fire hazard areas containing internal combustion machinery having total power output of 750 kW and above shall be protected by an approved remotely controlled, fixed, quick acting, extinguishing system which is adequate for the fire hazard that may exist. Director General of Marine shall also consider the need for providing local manual control, having regard to the reliability of the remote control system.
(5)
Fire Detection System
23
(a)
The fire hazard areas shall be provided with an approved automatic fire detection system to indicate at the control station the location of outbreak of a fire in all normal operating conditions of the installations. Every fixed fire detection system and manual call point fitted shall be capable automatically indicating the presence of smoke or fire and its location. The indicators shall be centralized either on the navigation bridge or at the main control station which are provided with direct communication with the navigation bridge. Electrical equipment used in the operation of any fire detection and fire alarm system with manual call point shall be capable of being supplied from two source of electrical power, one of which shall be from an emergency source of power. Power supplies and electrical circuit necessary for the operation of the system mentioned under sub-paragraph (d) shall be monitored for loss of power or fault condition as appropriate and occurrence of the faulty condition shall be initiated with a visual and audible fault signal at the control panel which shall be distinct from a fire signal. Detectors and manually call operated call point shall be grouped together into sections and the activation of any detector or manually operated call point shall be initiated with a visual and audible fire alarm at the station referred to sub-paragraph (b). No section covering more than one deck within accommodation spaces, service space and control station shall be permitted except a section which covers enclosed stairways. A section of detectors shall not serve space on both sides of the ship nor on more than one deck and neither shall it be situated in more than one main vertical zone except that the Director General of Marine satisfied that the protection of the boat against fire will not be reduced, may permit such a section of detectors to serve both sides of the ship and more than one deck.
(b) (c)
(d)
(e)
(f)
(g)
(h)
Special Category Spaces 37 (1) Each special category shall be fitted to the satisfaction of the Director General of Marine fire extinguishing systems, taking into account the size of the space and the number of vehicles carried: (a) (b) (c) (d) (e) (2) An approved fixed water-spraying system for manual or automatic operation to protect all parts of the space; An approved fixed gas fire extinguishing system effective in dealing with petrol fuel; An approved system for providing high expansion foam in effective quantities to protect all parts of the space; Semi-portable fire extinguishers readily available for use in the space, but with a minimum of two such extinguishers to each such space. Systems required under sub-paragraphs (a), (b) and (c) of this paragraph shall be controlled from outside the space.
Equipment which may constitute a source of ignition of flammable vapors, and in particular electrical equipment and wiring in such spaces, shall be installed at least 0.45 meter above the deck. Special category spaces shall be structurally separated from the operating compartment, passenger accommodation and evacuation routes as effectively as practicable. If the Director General of Marine permits the adjacent arrangement of these spaces, provision shall be made
(3)
24
for easy evacuation from the passenger accommodation in the direction opposite to the special category space. (4) A continuous fire patrol shall be maintained, unless an automatic fire detection system is provided.
Miscellaneous 38. (1) The controls referred to in Regulations 34(3), 35(3), 36(1) and 36(2) shall be readily available and as far as possible, in close proximity to each other. In general, these controls shall be located in the control station. (2) The Director General of Marine shall consider which of the requirements of this chapter are appropriate to the protection of any cargo spaces.
Chapter 7 Life Saving Appliances General 39 (1) The survival system shall include life-saving appliances to permit abandonment of a damaged ship in accordance with the requirements of Regulation 20(3). (2) The life-saving appliances shall be of a type approved by the Director General of Marine.
(3) Evacuation routes, exits and embarkation points shall comply with the requirements of Regulation (23). Survival craft 40 (1) Survival craft shall be provided in sufficient quantity to accommodate at least 110 per cent of the total number of persons the ship is certified to carry. In addition, the ship shall carry at least one approved type rescue boat if:(a) (b) carrying more than 150 passenger, more than 20 meter in length
(2) Each survival craft and its life-saving equipment shall be to the satisfaction of the Director General of Marine. (3) Survival craft shall be securely stowed externally to passenger accommodation. The stowage shall be such that each survival craft may be safely launched In a simple manner and remain secured to the craft during and subsequent to the launching procedure. The length of the securing line shall be such as to maintain the survival craft suitably positioned for embarkation. (4) At the discretion of the Director General of Marine, inflatable survival craft may be stowed with a hydrostatic device so arranged as to release and inflate the survival craft from its container In the event of the ship sinking. (5) Each survival craft and its equipment shall be stowed in such a manner and position that all such craft may be launched rapidly without mutual interference. (6) In the case of inflatable survival craft the launching procedure shall initiate inflation.
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(7) All survival craft shall be capable of being launched in adverse roll and trim attitudes and for all emergency conditions. Lifejackets 41. (1) Life-jacket to the satisfaction of the Director General of Marine shall be provided to a total number of not less than 105 per cent of the total number of persons on board. A number of life jackets suitable for children shall be 10 per cent of the total number of the passenger. (2) Lifebuoys 42. (1) Every vessel to which this regulations applies carrying 150 passengers or less shall be provided with at least four lifebuoys where a minimum or two lifebuoys shall be fitted with self igniting light and the remainder of the lifebuoys fitted with buoyant line of minimum length 27.5 meters. For vessels carrying more than 150 passengers, shall be provided with at least eight lifebuoys where a minimum or four shall be provided with self igniting light, two with buoyant smoke markers and the remainder of the lifebuoys fitted with buoyant line of minimum length 27.5 meters. The stowage positions of all lifejackets shall be clearly identified and indicated to all occupants.
Communication 43. (1) At least two two-way VHF portable radiotelephone apparatus shall be provided.
(2) A general emergency alarm system shall be provided and shall be used for summoning passengers and crew to muster stations and to initiate actions included in the muster list. The system shall be supplemented by either a public address system or other suitable means of communication. (3) At least four (4) parachute flare capable of giving a high altitude red light and two orange smoke signals shall be provided in the control compartment. Chapter 8 Machinery General 44. (1) The ability of the propulsion system to alter the direction of thrust if this is necessary to bring the ship to rest from maximum ahead speed in a reasonable time and distance, to the satisfaction of the Director General of Marine. (2) The design construction of and materials used for the machinery of ship shall be to the satisfaction of the Director General of Marine. (3) In the design and installation of machinery containing high energy rotating parts, consideration shall be given to the likelihood of ejection of high-energy debris in the evens of failure. Where practicable, the debris shall be contained, either within the machinery or by the provision of external guards. Where this is not practicable, the probability of disruptive failure leading to the ejection of debris which would hazard the ship, its occupants or any other person shall be extremely remote. (4) The Director General of Marine shall be satisfied that the reliability of the machinery (i.e. its ability to continue to function), as installed in the ship, is adequate for its intended use. (5) Where only a small number of units of the particular type of machinery have been manufactured, the Director General of Marine shall ensure that the detailed design, test, and quality
26
control during manufacture provide at least comparable assurance to the operating experience obtainable from large numbers. (6) The Director General of Marine shall be satisfied that the procedure used to control the quality of the machinery is adequate for the particular product. (7) Each part of all machinery shall be protected against corrosion and deterioration with due regard to the maintenance it will receive, the environment in which will operate and the hazard arising if corrosion occurs. (8) All boilers and pressure vessels shall be of a design and construction adequate for the purpose intended and shall be so installed and protected as to minimize danger to persons on board. In particular, attention shall be paid to the materials used in the construction and the working pressures and temperatures at which the item will operate and the need to provide an adequate margin of safety over the stresses normally produced in service. Every boiler and pressure vessel shall be fitted with adequate means to prevent over-pressures in service and be subjected to a hydraulic test before being put into service, and where appropriate at specified intervals subsequently to a pressure suitably in excess of the working pressure. Engines 45. (1) The design of the engine shall be such that : (a) (b) c (2) The engine and its mountings shall be of adequate strength and stiffness to enable it to withstand, when suitably supported, the most adverse combination of loads without exceeding acceptable stress levels for the material concerned, which shall include: (a) (b) (3) Vibration loads likely to occur under normal and anticipated fault conditions agreed to by the Director General of Marine; and Inertia and gyroscopic loads. The power output can be controlled within the approved limits; Safety devices do not cause complete engine shutdown without prior warning, except where it is essential.
Each engine shall be provided with: (a) (b) An emergency over speed shut-down device connected, where possible, directly to the engine shaft; and At least two means for stopping the engine under any operating conditions.
(4) The major components of the engine shall have adequate strength to withstand both the thermal and dynamic conditions of normal operation and any excessive thermal and dynamic conditions that may result from malfunction of the engine. The engine shall not be damaged by a limited operation at a speed or at temperatures exceeding the normal values but within the range of the protective devices. Such operation shall be considered in determining the service life of the engine. (5) The design shall be such as to avoid the risk of major rupture of casings in the event of a local failure of, or consequent to, local damage to the casing. Particular consideration shall be given to those casings which are subjected to high stress due to internal procure. (6) The design of the engine shall be such as to minimize the risk of fire or explosion and to enable compliance with the fire precaution requirements of Chapter 6. (7) Provision shall be made to drain all excess fuel and oil to a safe position so as to avoid a fire hazard. (8) Whenever practical, the integrity of the engine shall not be unduly affected by the failure of components driven by it.
27
(9) Reasonable provision shall be made in engines for the connection of adequate instrumentation to enable the crew to monitor engine operation and assess trends towards unsafe conditions. (10) Ventilation arrangement to engine spaces shall ensure: (a) (b) An adequate supply of air to the engine: and Safety of personnel when machinery is operating at full power in any operating conditions.
(11) Measures shall be taken to reduce engine noise and vibration in machinery spaces so that they are kept within acceptable levels as determined by the Director General of Marine having regard to the need for entry to the space during operation. If this noise cannot be sufficiently reduced, the source of excessive noise shall be suitably insulated and isolated or a refuge from noise shall be provided if the space requires manned supervision. Ear protectors shall be provided for personnel required to enter such spaces. (12) Where two or more engines are employed, the systems servicing them shall be so designed that. As far as practicable, failure of or explosion in one engine shall not damage or impair the functioning of the others. Gas Turbines 46. (1) The gas turbine shall be free from surge or dangerous instability throughout its operating range up to the maximum steady speed approved for use. The Director General of Marine shall take measures to ensure that the turbine is not operated within any speed range where excessive vibration, stalling, or surging may be encountered. (2)The strength of turbine engines shall be such that any reasonably probable shedding of compressor or turbine blades will not lead to damage that would be likely to hazard the ship its occupants or any other persons. (3) Any turbine shall be so installed as to avoid excessive vibration within the ship.
(4) Regulation 45(7) shall apply to gas turbines in respect of fuel which might reach the interior of the jet pipe or exhaust system after a false start or after stopping. (5) Turbines shall be safeguarded as far as practicable against the possibility of damage by ingestion of contaminants from the operating environment. (6) In the event of a failure of a shaft or weak link, the broken end shall not hazard the occupants of the ship, either directly or by damaging the ship or its systems. Where necessary, guards may be fitted to achieve compliance with this requirement. Diesel Engines 47. (1) Any main propulsion diesel engine shall have torsional vibration and other vibrational characteristics acceptable to the Director General of Marine. Precautions-shall be taken to ensure that the engine is not operated within any speed range where excessive vibration may be encountered. (2) Fuel injector pipes shall be so positioned or screened as to avoid fuel impingement on hot surfaces in the event or Leakage or fracture of the pipe. Where this is not practicable, the Director General of Marine shall consider the need to install double-walled pipes and to ensure that any leakage is drained to a safe receptacle fitted with an alarm to indicate that leakage is taking place. In any case, unattended machinery spaces shall have such an arrangement installed. (3) Engines of a cylinder diameter of 200 millimeters or a crankcase volume of 0.6 cubic metro and above shall be provided with crankcase explosion relief valves of an approved type with sufficient
28
relief area. The relief valves shall be arranged with means to ensure that discharge from them is directed so as to minimize the possibility of injury to personnel. (4) The lubrication system and arrangements shall be efficient at all running speeds, due consideration being given to the need to maintain suction and avoid the spillage of oil in all conditions of list and trim and degree of motion of the ship. (5) Arrangements shall be provided to ensure that an alarm shall be provided or that the engine shall be stopped or slowed to a sate sped in the event of the lubricating oil pressure falling to a dangerously low level. Automatic shut-down of the engine shall only be activated by conditions which could lead to complete breakdown, fire or explosion. (6) Where diesel engines are arranged to be started, reversed or controlled by compressed air, the arrangement of the air compressor, air receiver, and air starting system is to be such as to minimize the risk of fire and explosion. (7) Arrangements shall be provided to ensure that, in the event of leakage in any liquid cooling system, ingress of coolant liquid into the ship may be minimized. Such arrangements shall include measures to minimize the effect of such leakage upon machinery serviced by the system. Transmission 48. (1) The transmission shall be of adequate strength and stiffness to enable it to withstand the most adverse combination of the loads expected in service without exceeding acceptable stress Ievel for the material concerned. (2) The design of shafting shall be such that hazardous whirling and do not occur at any speed up to 105 per cent of the maximum speed that it can attain, e.g. the speed attained at governor trip. (3) The strength and fabrication of the transmission shall be such that the probability of hazardous fatigue failure under the action of the repeated loads of variable magnitude expected in service is extremely remote throughout its operational life. Compliance shall be demonstrated either by suitably conducted teem, and/or by designing for sufficiently low stress levels, combined with the use of fatigue resistant materials and suitable detail design. (4) Where a clutch is fitted in the transmission, normal engagement of the clutch shall not cause excessive stresses in the transmission or driven items. Inadvertent operation of any clutch shall not produce dangerously high stresses in the transmission or driven item. (5) The transmission system shall be such that a failure in any part of the transmission, or of a driven component, will not apply a torque to the system which could cause damage which might hazard the ship or its occupants. This could be accomplished by the provision of weak links, as appropriate. (6) Where failure of lubricating fluid supply or loss of lubricating fluid pressure could lead to a hazardous condition, provision shall be made to enable such failure to be indicated to the operating crew in adequate time to enable them as far as practicable to take the appropriate action before the hazardous condition arises. Propulsion 49. (1) The propulsion system shall be at least of twin screw with adequate strength and stiffness to the satisfaction of the Director General of Marine. (2) The design of propulsion device shall pay due regard to the effects of allowable corrosion, electrolytic action between different metals, erosion or cavitation which may result from operation in environments in which it is subjected to spray, debris, salt, sand, etc. (3) The design data and testing of propulsion shall pay due regard, as appropriate, to any pressures which could be developed as a result of a duct blockage, to steady and cyclic loadings, to
29
loading due to external forces and to the use of the devices in manoeuvring and reversing and to the axial location of rotating parts. (4) The Director General of Marine shall be satisfied with the arrangements as appropriate to ensure that: (a) (b) (c) service. Ingestion of debris or foreign matter is minimized: The possibility of injury to personnel from shafting or rotating parts is minimized; and Where necessary, inspection and removal of debris can be carried out safely in
Chapter 9 Auxiliary Systems General 50. (1) Fluid systems shall be constructed and arranged so as to assure a safe and adequate flow of fluid at a prescribed flow rate and pressure under all conditions of ship operation. Attention shall be directed to the avoidance of fuel impingement on hot surface in the event of leakage or fracture of the pipe. (2) The maximum allowable working pressure in any part of the fluid system shall not be greater than the design pressure acceptable to the Director General of Marine having regard to the allowable stresses in the materials. Where the maximum allowable working pressure of a system component, such as a valve or a fitting, is less than that computed for the pipe or tubing, the system pressure shall be limited to the lowest of the component maximum allowable working pressures. Every system which may be exposed to pressures higher than the systems maximum allowable working pressure shall be safeguarded by appropriate relief devices. (3) Tanks and piping shall be pressure tested as required by the Director General of Marine to a pressure that will assure a safety margin in excess of the working pressure of the item. The test on any storage tank or reservoir shall take into account any possible static head in the overflow condition and the dynamic forces arising from ship motions. (4) Materials used in piping systems shall be compatible with the fluid conveyed and due regard given to the risk of fire. Non-metallic piping material may be permitted in certain systems at the discretion of the Director General of Marine provided precautions are taken to maintain the integrity of the hull and watertight decks and bulkheads where necessary. Concerning materials and the use of flexible hoses in flammable fluid systems, reference is made to the fire safety requirements in Regulation 34(3) and Regulation 34(5). Fuel Systems 51. (1) Fuel piping shall be accessible protected from mechanical damage be effectively secured against excessive movements and vibration, and so routed that it does not pass through passenger, cargo, or crew compartments. Flexible fuel pipes shall have suitable connections, be resistant to salt, water, oil and vibration, be visible, easily accessible and shall not penetrate watertight bulkheads. (2) Fuel tank filling, vent and drain lines shall be of adequate size and terminate in a manner that will not constitute a hazard. (3) Provision shall be provided for the management and control of the fuel system from a position readily accessible to the crew. Where gravity tanks are arranged, remote-controlled shut-off valves shall be provided at the tank. Hydraulic Systems
30
52.
(1) In addition to the requirements in Regulation 50(2), the additional pressure due to hydraulic shock and the rate of pressure rise caused by hydraulic shock shall be considered in the design of hydraulic piping systems. (2) The Director General of Marine shall be satisfied with the hydraulic fluid used and the procedure for installation testing.
Pneumatic Systems 53. The Director General of Marine shall be satisfied with the adequacy of any installed pneumatic system.
Lubrication Systems 54. Lubricating oil systems shall be designed, installed and tested to the satisfaction of the Director General of Marine.
Bilge Pumping and Drainage Systems 55. (1) Arrangements shall be made for draining any watertight compartment other than the compartments intended for permanent storage of liquid. Where in relation to particular compartments drainage is not considered necessary, drainage arrangements may be omitted but it is to be demonstrated that the safety of the ship will not be impaired. (2) Bilge pumping arrangements shall be provided to allow every watertight compartment other than those intended for permanent storage of liquid to be drained. The capacity or position of such compartments shall be such that flooding thereof could not effect the safety of the ship. (3) The bilge pumping system shall be capable of operation under all possible values of list and trim after sustaining the postulated damage in Regulation 19(3)(e) and Regulation 19(3)(f). The bilge pumping system shall be so designed as to prevent water flowing from one compartment to another. (4) (a) At least two pumps shall be available for bilge pumping of which at least one shall be reserved solely for bilge pumping duties. Any other pump of suitable output available on board, except for an oil pump may be used as the second bilge pump. The pumps may be fixed or portable and they shall be power driven unless the output of each pump is less than 1.5 tons per hour. The output of each pump shall in general meet the following formula: Q = 3.75(1+(L/36))2 where; Q L = output in tons per hour and = length of the ship in meters
(b) (c)
Provided that if, in the case of a particular type of ship, the Director General of Marine is satisfied that having regard to: (i) (ii) (iii) previous service experience with similar ship; the conditions of service; and the constructional features of the ship
31
a lesser bilge pump output can be permitted, the output of each bilge pump may be reduced, but in no case to less than: Q = 0.05 LW where; Q LW = output in tons per hour with a minimum of 1 tons per hour = lightweight of the ship in tons.
(5) Internal diameters of suction branches shall not be less than 25 millimeters. Suction branches shall be fitted with effective strainers. (6) Spaces situated above the water level in the worst anticipated damage conditions may be drained directly overboard through scuppers fitted with non-return valves. (7) Any space for which bilge pumping arrangements are required shall be provided with a method of establishing the presence of water in that space. In unattended machinery spaces this shall be by means of a bilge alarm. Ballast Systems 56. (1) Ballast pumping and piping systems, when necessary, shall be to the satisfaction of the Director General of Marine. (2) Where a fuel transfer system is used for ballast purposes, the system shall be isolated from any water ballast system and meet the requirements for fuel systems. Cooling Systems 57. The cooling arrangements provided shall be adequate to maintain all lubricating and hydraulic fluid temperatures within manufacturers recommended limits during all operations for which the ship is to be certificated.
Engine Air Intake Systems 58. Arrangements shall be provided sufficient air to the engine and shall give adequate protection against damage as distinct from deterioration, due to ingress of foreign matter.
Ventilation Systems 59. The ventilation arrangements shall be adequate to ensure that the safe operation of the ship is not put at hazard. Where appropriate, arrangements shall ensure that enclosed engine compartments are forcibly ventilated to atmosphere before the engine can be started.
Exhaust Systems 60. All engine exhaust systems shall be adequate to assure the correct functioning of the machinery and that safe operation of the ship is not hazarded. Exhaust systems shall be so arranged as to minimize the intake of exhaust gases into manned spaces, air conditioning systems, and engine intakes. Exhaust discharging through the hull in the vicinity of the waterline shall be fitted with shut-off valves on the shell unless alternative arrangements have been made to ensure that the risk of flooding of the space is minimized.
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Chapter 10 Remote Control and Warning Systems Remote Control 61. (1) All control and maneuvering functions of the ship shall be exercised from the ships control position. (2) An emergency device shall be provided independent of the main remote control systems to ensure that, in the event of any one control system failure, it shall be possible to remove the propulsive thrust safely. (3) If provision is made for a machinery control station outside the ships control position, means of communication shall be provided between these positions; transfer of control from one station to another shall be effected only from the ships control position. Warning System 62. (1) A warning system shall be provided to indicate a malfunction which requires immediate attention and which shall meet the following conditions: (a) It shall actuate a visual and audible warning signal which can be switched off at the ships control position. Where the visual warning will not be immediately evident to the operating crew member, there shall be individual light signals at an appropriate control station to indicate which warning signal is in action. It shall be designed so as to be protected against breakdown: in general for this purpose, any fault in the alarm circuit shall either activate the system or some appropriate signal. An appropriate test facility shall be incorporated. It shall have a permanent power supply and shall be fitted with a change-over switch so that it can be connected to an alternative source of power in case the normal source of power shall fail. An alarm signal shall be operated if the normal source of power for the warning system breaks down. The fire detection system shall be fitted with an automatic device and when the system comes into action shall activate, at the ships control position, a visual alarm signal which is different from all other devices. The fire detection system of the machinery installations shall be automatically fed by an emergency source of power in cause the main source of power shall fail.
(b)
(c)
(d)
Safety System 63. (1) The safety system shall automatically stop that part of the monitored installation which is in danger in cases of serious malfunction of the machinery or its auxiliaries. Propulsion shall only be stopped in cases where there is a risk of complete breakdown or explosion. The Director General of Marine may permit provision to be made to override the safety system provided it is sealed so as to prevent inadvertent operation. (2) The safety system shall be designed so as to be protected against breakdown. For this purpose, any fault in the safety circuit shall not result in untimely stoppage of the installation it protects. CHAPTER 11 Electrical Equipment
33
General 64. (1) The electrical system shall be designed and installed to the requirements of the Director General of Marine so that: (a) The probability of the ship being hazarded by failure of a service is extremely remote, taking into account; (i) (ii) (iii) (b) operation without fault; the occurrence of single failure; and the occurrence of conditions which could be imposed on it as a result of a single failure in another system in the ship
The safety of occupants (e.g. from electric shock) and of the ship (e.g. from fire) is assured.
Main Source of Electrical Power 65. (1) Every ship, the electrical power of which constitutes the only means of ensuring operation of auxiliary services, machinery and arrangements necessary for maintaining the ship in normal operational and habitable conditions, shall be provided with at least two main sources of electrical power. (2) The main sources of electrical power may be either: (a) (b) (c) Generator driven by independent prime movers: Generator driven by main engines; or Accumulator batteries.
The abovementioned main sources of electrical power may be used in any combination. The power sources shall be designed so that: (d) (e) (f) Power sources function properly when independent end when connected in combination, if such combination is possible. No failure or malfunction of any power source can create a hazard or impair the ability of remaining sources to supply all essential loads. The system voltage and frequency, as applicable, at the terminals of all essential Services can be maintained within the limits for which the equipment is designed, during any probable operating condition.
(3) The arrangement and design of main sources of electrical power as provided for paragraph (2) shall be such as to ensure a supply of power for the services required in any operational mode of the ship. (4) The power of these sources shall be such as to ensure, when operating simultaneously, the maintenance of all operational modes of the ship and the maintenance of habitable condition. (5) In the event of failure of any one of the sources, the remaining ones shall be capable of feeding all those services that are, in the opinion of the Director General of Marine, necessary for propulsion, steering, draining and fire-fighting essential internal communications and signaling and safe navigation of they starting the main propelling engines from a dead ship condition. (6) Where only accumulator batteries are used as main sources of power or in case of any combination thereof with generators, the capacity of each such accumulator battery shall be sufficient
34
to supply all services listed in paragraph (5) for a period to be specified by the Director General of Marine and having regard to the ships area of navigation. (7) Where accumulator batteries are used as main sources of electrical power, suitable charging facilities shall be on board for charging one accumulator battery in less than 8 hours. This shall be by means of a charging generator driven by either the main engine or an independent prime mover. For a ship engaged on particularly short voyages, the Director General of Marine may not require the charging facilities to be provided if the rated power of the accumulators provides a reasonable margin above the requirements between charging periods. (8) Where accumulator batteries other than those specified in paragraph (6) including the accumulator batteries mentioned in Regulation 66(6) are installed on board the ship to supply essential services, provision shall be made for a charging facility to alternately charge all the batteries from the main generators. (9) The charging facility shall be so designed as to permit the supply of services from the accumulator battery irrespective of whether the latter is on charge or not. Emergency Source of Electrical Power 66. (1) In any ship there shall be a self-contained emergency located above the waterline in the final condition of damage as referred to in Chapter 1. Automatic starting and switching devices shall ensure an emergency power supply as quickly as is practicable and in any case within 20 seconds. (2) The location of the emergency source of power shall be such as to ensure, to the satisfaction of the Director General of Marine, that a fire, or other serious failure in the space containing the main source of electrical power or in the propelling machinery space will not interfere with the supply or distribution of emergency power. (3) Provided that suitable measures are taken for safeguarding independent circuits under all circumstances, the emergency source of power may, in special cases, be used for short periods, to supply non-emergency circuits. (4) The emergency source of power shall be capable of supplying simultaneously the following services: (a) For a period of 2 hours, emergency lighting: (i) (ii) (iii) (iv) (v) (vi) (b) at the stowage positions of life-saving appliances: at all escape routes, such as alleyways, stairways, exit in the passenger compartments from accommodation and service spaces, embarkation points, etc.; in the machinery spaces and main emergency generating spaces including heir control positions; in control stations; and at the steering gear;
For a period of 2 hours: (i) (ii) (iii) main navigation lights, except for not under command lights; electrical internal communication equipment passengers and crew required during evacuation; for announcements for
fire detection and general alarm system and manual fire alarms: and
(iv)
remote control devices of fire extinguishing systems, if electrical;
35
(c) (d)
For a period of 4 hours of intermittent operation the ships whistle, if electrically driven; For a period of 4 hours: (i) (ii) ship radio facilities required by the Survey General to be available in an emergency unless they are supplied by an independent battery ; and essential electrically powered instruments and controls for propulsion machinery, if alternate sources of power are not available for such devices; and
(e)
For a period of 12 hours, the not under command lights.
(5) The emergency lighting system shall be such that a fire or other occurrence in the spaces containing the emergency source of electrical power will not render the main lighting system inoperative. (6) The emergency source of electrical power shall either be an accumulator battery or a generator driven by a suitable independent prime mover with supply of fuel from a separate tank (referred to Regulation 32(1)(a) for flash point limit). (7) The accumulator battery shall be capable of carrying the emergency load without recharging whilst maintaining the voltage throughout the discharge period within 12 per cent of its nominal voltage. (8) The emergency switchboard shall be installed as near as is practicable to the emergency source of power and shall be located in accordance with the requirements of Regulation 66(1) and Regulation 66(2). Where the emergency source of power is a generator the emergency switchboard shall generally be located in the same space. (9) Where the main and emergency sources are of the same voltage and frequency, the emergency switchboard shall be supplied: (a) In normal operation from the main switchboard by an interconnector feeder which is to be adequately protected at the main switchboard against overload and short circuits; and Automatically from the emergency source of power in the event of failure of the normal supply from the main switchboard.
(b)
Where the system is arranged for feed-back operation, the interconnector feeder is also to be protected at the emergency switchboard at least against short circuit. (10) An indicator shall be mounted in the ships control position to indicate when the emergency accumulator battery is being discharged, or when any emergency engine driven generator is in operation. (11) Arrangements shall be made so that the emergency system including the emergency source of power will function satisfactorily, when the ship has a list or trim up to the maximum angle anticipated, including any postulated damage cases considered in Chapter 1. (12) Provision shall be made for the periodic testing of the complete emergency system, including the testing of automatic arrangements. Permissible Voltages and Distribution of Electrical Power 67. (1) The electrical distribution voltages throughout the ship may be either direct current or alternating current and shall not exceed: (a) (b) 500 volt for power, cooking, heating, and other permanently connected equipment; and 250 volt for lighting, internal communications and receptacle outlets.
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The Director General of Marine may accept higher voltages for propulsion purposes. (2) For electrical power distribution, two-wire or three-wire insulated systems shall be used.
(3) In general hull return distribution systems shall not be used; however, for distribution systems with voltages under 55 volt, hull return systems maybe adopted where appropriate precautions are taken for earthing; these shall include: (a) (b) Consideration of galvanic corrosion under normal operation; and Consideration of the ability of the earthing points to accept fault currents without danger to the hull or from fire risk.
Such a system is permitted to be used only up to the section or distribution boards. The final sub-circuits shall in all cases have an insulated return to the earthing points. (4) The hull return system may be used for starters of main or auxiliary engines.
(5) When a distribution system for power, heating or lighting, with no connection to earth (hull) is used, a device to monitor insulation resistance shall be provided. Cables and Protective Device 68. (1) All electric cables shall be at least of flame-retardant type and shall be installed so as not to impair their original flame retarding properties. (2) Cables supplying the services listed in Regulation 66(4) shall not pass through high fire risk areas such as machinery spaces and their casings, etc. except for those supplying any such services installed in these spaces. Such cables shall not, so far as practicable, be run on bulkheads or deck where a fire in an adjacent space would render the cables up (3) Except as permitted by the Director General of Marine in exceptional circumstances, all metal sheaths and armor of cables shall be electrically continuous and shall be earthed (grounded). (4) All cables shall be efficiently supported in such a manner as to avoid chafing or other injury.
(5) Terminations of and joints in cables shall be made in junction boxes. The Director General of Marine may accept other arrangements provided that they retain the original mechanical, fire retarding and electrical properties of the cable. (6) Where cables are installed in fire- or explosion-hazardous areas, special precautions shall be taken to the satisfaction of the Director General of Marine to preclude the possibility of fire or explosion due to faults of cables. (7) Distribution systems shall be so arranged that the feeders from the main and emergency sources, passing through a fire hazard area. are separated both vertically and horizontally as widely as is practicable. (8) Cross-sectional areas of cables and wires shall be chosen according to permissible electrical loads and rated operating temperatures taking into account the ambient temperatures which may be experienced in the proposed areas of operation. The choice of the cross-sectional areas of low-loaded wires shall also take into account the necessary mechanical strength where materials other than copper are used for conductors. The Director General of Marine shall be satisfied as to their suitability having regard to the marine environment. (9) All essential services shall be supplied by separate and individually protected circuits.
(10) All circuits shall be protected against short-circuit and overload except as referred to in Regulation 69(1). So far as is practicable, the circuit protective devices shall be co-coordinated so that only the circuit affected by the overload or short circuit will be removed from service. Steering
37
69.
(1) Where steering of a vessel is essentially dependent on one device as with a single rudder or pylon, which is itself dependent on the continuous availability of electric power, it shall be served by at least two independent circuit fed from the main switchboard, one of which may be fed through the emergency switchboard. These circuits shall be provided with short circuit protection and an overload alarm. (2) Protection against excess current may be provided, in which case it shall be for not less than twice the full load current of the motor or circuit so protected, and shall be arranged to accept the appropriate starting current with a reasonable margin. Where three-phase supply is used an alarm shall be provided in a readily observed position in the control station that will indicate failure of any one of the phases. (3) Where such systems are not essentially dependent on the continuous availability of electric power but at least one alternative system, not dependent on the electric supply, is installed, then the electrically powered or controlled system may be fed by a single circuit protected as above. (4) The requirements of Chapters 4 for power supply of the directional control system of the vessel shall be met.
Main and Emergency Lighting 70. (1) A main electric lighting system which shall provide illumination throughout/hose spaces and parts of the ship normally accessible to and used by passengers or crew shall be supplied from the main source of power. (2) Arrangement of the main lighting system shall be such that a fire or other occurrences in the space containing the main source of power will not render the emergency lighting system inoperative. (3) The intensity of the main lighting system shall be adequate to provide: (a) (b) (c) (d) The control of all essential machinery and arrangements; Legibility of all identification inscriptions; Reading of all indicating and recording instruments; and Clear visibility inside all spaces used by passengers and crew.
(4) Emergency lighting shall come into operation automatically in the event of failure of the main supply and shall be adequate to facilitate the evacuation of the passengers and crew. The Director General of Marine shall take account of the fact that escape routes may have reduced visibility due to smoke, steam, etc. Installation of Electrical Equipment 71. (1) All electrical equipment shall be so designed, constructed and installed that it is suitable for any voltage which may be supplied to it and does not constitute any danger or cause injury to personnel under normal operation conditions. (2) Effective means shall be provided so that power may be shut from each and every circuit and sub-circuit as may be necessary to prevent danger. (3) Electrical equipment shall be so designed that the possibility of accidentally touching live parts, rotating or moving parts as well as heated surfaces which might cause burns or initiate fire is minimized.
38
(4) Electrical equipment shall be adequately secured. The probability of fire or dangerous consequences arising from damage to electrical equipment shall be reduced to an acceptable minimum. (5) All exposed metal parts of electrical equipment which are not intended to be live, but which are liable under fault conditions to become live shall be earthed (grounded) unless: (a) (b) The equipment is supplied at a voltage not exceeding 55 volt: or The equipment is constructed in accordance with the principle of double insulation.
The Director General of Marine may require the earthing of electrical equipment specified in sub-paragraphs (a) and (b) above as well as portable equipment, if it is installed or intended for use in exceptionally damp spaces. (6) Main and emergency switchboards shall be so designed and installed as to give easy access to apparatus and equipment arranged inside the switchboards. The sides, backs and fronts of switchboards shall be suitably guarded. Exposed live parts having voltages to earth (ground) exceeding 55 volt shall not be installed on the front of such switchboards. There shall be non-conducting mats or gratings at the switchboard fronts where necessary and practicable. Switchboards operating on voltages in excess of 55 volt shall have a suitable notice warning persons working on the equipment of the hazard. (7) The rating or appropriate setting of the overload protective device for each circuit shall be permanently indicated at the location of the protection device on the switchboard. (8) Lighting fittings shall be so arranged as to prevent the wiring and other surrounding materials from becoming excessively hot. (9) In all spaces where flammable mixtures are liable to collect, no electrical equipment shall be installed unless the Director General of Marine is satisfied that it is: (a) (b) (c) Essential for operational purposes; Appropriate to the space concerned: and Appropriately certified for safe usage in the dusts, vapors or gases likely to be encountered in the process of operation.
(10) Accumulator batteries shall be suitably housed, and compartments used for their accommodation shall be properly constructed and efficiently ventilated. Starting accumulator batteries of main and auxiliary engines may be arranged in machinery spaces in gas-tight boxes ventilated separately to the open air. Where the starting batteries are arranged according to Regulation 66(1) and Regulation 66(2) and have additional capacity satisfying the requirements of Regulation 66(4) and Regulation 66(5), the Director General of Marine may in special cases permit that these starting batteries be used as emergency power source required by Regulation 66(1). In these special cases arrangements shall be such that under normal operations the batteries cannot be discharged to a point where the load and time period requirements specified in Regulation 66 cannot be assured. (11) Electrical and other equipment which may constitute a source of ignition of flammable vapors shall not be permitted in the accumulator battery spaces. Chapter 12 Radio Communications General 72. Unless expressly provided otherwise, the application and definition in this chapter have the same implication and meaning as defined in Chapter IV of Malaysia Shipping (Convention) Safety Regulation 200X
39
Application 73. (1) This Chapter shall apply to:(a) (b) Radio Installation 74. (1) Area - Port Limit and Rivers (a) Those vessel operating in port limits and rivers area, shall be fitted with fixed VHF radiotelephone installation which capable of transmitting and receiving on frequencies 156.300 MHz (Channel 6), 156.650 MHz (Channel 13) and 156.800 (Channel 16). All Malaysian Ship of less than 300 gross tonnage, which is manned and used for navigation. All other non-convention ship when in waters of Malaysia
(2)
Area A1 (a) Every ship operating in sea area A1, shall be provided with general radio equipment: (i) A VHF radio installation capable of transmitting and receiving: (A) DSC on the frequency 156.525 MHz (Channel 70). The initiation of transnission of distress alerts shall be possible on Channel 70 from the position from which the ships is normally navigated; and Radiotelephony on the frequencies 156.300 MHz (Channel 6), 156.650 MHz (Channel 13) and 156.800 Mhz (Channel 16);
(B) (b)
A radio installation capable of maintaining a continuous DSC watch on VHF Channel 70 which may be, separate from, or combined with, that required by sub-paragraph (2) (a)(i); Chapter 13 Navigational Equipment
Navigation- General 75. Unless expressly stated otherwise, this chapter applies to all ships.
Compasses 76. (1) One compass suitable for the ship and the intended area of service shall be provided together with-such repeaters as may be necessary. (2) Where such a compass is operated by mechanical and electrical means, a suitable stand-by direct reading magnetic compass shall be provided. (3) The compass card or repeater shall be capable of being easily read from the position at which the ship is normally controlled. (4) A table of deviations shall be provided for each magnetic compass and this shall be checked annually, or whenever structural alterations or events have occurred which may cause large deviations.
40
(5) Care shall be taken in sitting the compass or sensing element so that magnetic interference is eliminated or minimized as much as is practicable. (6) Where intermittent operation of other instruments affects the compass. notice of the crew shall be drawn to the magnitude and sense of the deviations so caused. A Means for Measuring Speed 77. A means for establishing speed over the water with sufficient accuracy shall be provided. Such a means shall preferably be capable of giving speed along track.
Depth Sounder 78. Every ship shall be fitted with an echo sounding device giving an indication of depth of water. The Director General of Marine may exempt any ship from this requirement if the draft of the ship is less than two meters and on a regular route.
Radar 79. (1) At least one radar set shall be provided in each ship other than port limit vessel and unless the Director General of Marine determines otherwise. (2) The set shall be mounted so as to be as free from vibration as practicable.
(3) Any radar set provided in compliance with this section shall be acceptable to the Director General of Marine. (4) Adequate communication facilities shall be provided between the radar operator and the person in immediate charge of the ship. (5) (6) The radar set provided shall be suitable for the intended ship speed. The range scales provided shall be suitable for the intended operational service of the ship.
(7) Any crew member required to operate a radar set shall be suitably qualified to appropriate national requirements. Other Navigational Aids 80. Whenever navigational systems are employed, the information shall be so displayed that the probability of mix reading is reduced to a minimum and shall be capable of giving readings to accuracy deemed suitable by the Director General of Marine.
Display and Illumination 81. (1) Navigational instruments shall be so placed in a ship, and of such a design, that information from them is easily and readily available to the navigator or, where no navigator is carried, to the person in immediate charge of the ship without movement from the control station. (2) Suitable illumination shall be provided to permit reading of navigational instruments.
41
Masts 82. (1) Masts provided for the display of navigation lights and the deployment of antennae shall be constructed so as to withstand loads associated with the critical design conditions. (2) At least one mast shall be equipped with a hoist capable of displaying distress signals, shapes and signals flags, and such hoist shall be safely and readily accessible to crew members. Chapter 14 Operating Compartment Layout General 83. The design and layout of the compartments from which the crew operate the ship shall be such as to permit operating crew members to perform the duties for which they are responsible in a correct manner without unreasonable difficulty, fatigue or concentration, and minimize the likelihood of injury to operating crew members in both normal and emergency conditions.
Control Position 84. (1) The Director General of Marine shall be satisfied that the view from the control position is adequate for the safe operation of the ship in all operating conditions. (2) On ship with an enclosed operating compartment, it shall be demonstrated to the satisfaction of the Director General of Marine that an adequate portion of the windscreen and windows serving the operating station can be maintained in a clear condition during operation in conditions of spray or precipitation. The cleared portion of the windscreen and windows shall be adequate for the field of vision necessary for normal operations, approach to and coming to rest at all operating speeds. (3) The means provided for maintaining the windscreen and windows in a clear condition shall be so arranged that no reasonably probable single failure can result in a reduction of the cleared field of vision such as to interfere seriously with the ability of the operating crew to continue the operation and bring the ship to rest. (4) At least two exits shall be provided from the control position, one of the exits must lead to the weather deck. Operating Compartment 85. (1) The design and arrangement of the compartment from which the crew operate the ship, and the relative positions of the primary and emergency controls and the seats shall be such that each operating crew member, with his seat and any adjustable controls suitably adjusted, and without prejudicing compliance with Regulation 84(1) can: (a) Without interference, produce full and unrestricted movement of each control which he is responsible for operating, both separately and with all practical combinations of movement of other controls; and At all control positions exert adequate control forces for the operation to be performed.
(b)
(2) When a seat at a station from which the ship may be driven has been adjusted so as to suit the occupant, subsequent change of seat position to operate any controls needed for driving shall not be acceptable. (3) In ship where the Director General of Marine considers the provision of a safety belt is necessary for use by the operating crew, it shall be possible for those operating crew members, with
42
their safety belts correctly worn, to comply with Regulation 85(1), except in respect of controls which it can be shown will only be required on very rare occasions dissociated from the safety restraint. Instruments 86. (1) Instruments required for use by any member of the operating crew shall be plainly visible and easily read: (a) (b) With the minimum practicable deviation from his normal seating position and line of vision; and With the minimum risk of confusion under all likely operating conditions.
(2) Instruments essential for the safe operation of the ship shall be clearly marked with any limitation if this information is not otherwise clearly presented to the operating crew. Lighting 87. (1) Operating crew compartment lighting shall be arranged to ensure: (a) (b) (c) A general intensity of illumination under normal conditions which allows the efficient performance of duties; That only a limited reduction in the illumination of essential instruments and controls will occur under likely system fault conditions; and The absence of glittering and reflections on window glass of the operating compartment which could result in navigational errors.
(2) The intensity and uniformity of illumination for all instruments, controls, indicators, switches and placards shall alit there are no reflections or direct rays which could be objectionable to any member of the operating crew. (3) Windows 88. Windows in operating crew compartments, the breakage of which might injure the operating crew, shall be made of material which will not break into dangerous fragments if fractured. Reference is made to additional requirements on lighting in Regulation 70.
Communication Facilities 89. (1) Such means as are necessary shall be provided to enable the operating crew to communicate between and have access to each other and with other occupants of the ship in both normal and emergency conditions. (2) Provision shall be made for means of communication between the position from which the ship is navigated and spaces where essential machinery and arrangements are accommodated, irrespective of whether they are remotely or only locally controlled.
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SCHEDULE 1
IPL/PSC/1/328454/2003
MALAYSIA SHIPPING ACT 200X
PASSENGER SAFETY CERTIFICATE

Issued in compliance with the provisions of the Malaysia Shipping Passenger Ships (Domestic Voyages) Safety Regulations 200X For A Ship Plying Within Malaysian Waters Not Exceeding Fifty Miles from the Nearest Land Name of Ship Official Number Port of Registry Gross Tonnage IMO Number
Plying Limit : Name and Address of Owner/Agent : THIS IS TO CERTIFY THAT :1. The provisions of the Malaysia Shipping Passenger Ships (Domestic Voyages) Safety Regulations 200X relating to the survey of passenger ships have been complied with and that the above-mentioned ship is fit to ply within the limits stated with . Passengers . Crew 2. That the survey referred to above showed that the ship complied with the requirements of the said Regulations as regards to: 2.1 2.2 The hull and machinery Fire-extinguishing appliances and accommodation and provided with navigation lights and shapes and means of making sound signals and distress signals in accordance with the provisions of the Regulations and the International Prevention of Collision at Sea Regulation as amended. The life-saving appliances, which are provided as follows : .. .. .. .. .. 2.4 liferaft(s) sufficient for .. persons; buoyant apparatus sufficient for . persons; lifebuoy(s); lifejackets for adults; lifejackets for children;
2.3
The radio installations.
This Passenger Safety Certificate is issued under the authority of the Government of Malaysia. It will remain in force, unless previously cancelled, until dd/mm/yyyy Issued at . on the day of .. 200X
(Place of issue of certificate) (date) (month)
[seal] ( Director General Of Ships Malaysia )
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SCHEDULE 2
IPL/PSC/1/328454/2003
MALAYSIA SHIPPING ACT 200X
PASSENGER SAFETY EXEMPTION CERTIFICATE

Issued in compliance with the provisions of the Malaysia Shipping Passenger Ships (Domestic Voyages) Safety Regulations 200X For A Ship Plying Within Malaysian Waters Not Exceeding Fifty Miles from the Nearest Land Name of Ship Official Number Port of Registry Gross Tonnage IMO Number
THIS IS TO CERTIFY :that under the Malaysia Shipping Passenger Ships (Domestic Voyages) Safety Regulations 200X the abovementioned ship is exempted from the requirements of regulation(s) ..
(provisions)
of the regulations subject to the following conditions: ..

(conditions if any)
This Passenger Ship Safety Exemption Certificate is issued under the authority of the Government of Malaysia. It will remain in force, unless previously cancelled, until dd/mm/yyyy Issued at . on the day of .. 200X
(Place of issue of certificate) (date) (month)
[seal] ( Director General Of Ships Malaysia )
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Mso - Domestic Voyages Passenger Ships Safety Regulations 200x

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ED.

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Chapter 13 Navigational Equipments Navigation General Compasses

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(ii) (iii) (iv) (v) (d)

(ii) (iii) (iv) (e)

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(iii) (iv) (v)

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PAZ (m) and 1000 g

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Table 3- Values of factor k

Table 3- Values of factor s

0 1.0 1.5 2.0 2.5 3.0 3.5 4.0

k 1.00 0.98 0.95 0.88 0.79 0.74 0.72 0.70

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(g) (h) (4)

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Adequate means to notify passengers to be seated shall be provided

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(d) (e) (f) (g) (h)

Baggage, Store and Cargo Compartments

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(b) (3) serve.

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Fire Detection System

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remote control devices of fire extinguishing systems, if electrical;

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For a period of 12 hours, the not under command lights.

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