|
|
|
|
3. |
Ships of 1600 gross tonnage and above shall be constructed to reduce on-board noise and to protect personnel from the noise in accordance with the IMO Code on noise levels on-board ships, adopted by the Maritime Safety Committee by resolution MSC.337(91), as may be amended by the IMO. |
|
|
|
| --- |
--- |
--- |
|
3a |
For ships not covered under previous paragraph, measures shall be taken to reduce machinery noise to acceptable levels in machinery spaces and, as defined in Ch. II-2, in ro-ro cargo and special category spaces. If this noise cannot be sufficiently reduced, the source of excessive noise shall be suitably insulated or isolated or a refuge from noise shall be provided if the space is required to be manned. Ear protectors shall be provided for personnel required to enter such spaces. |
PART B
INTACT STABILITY, SUBDIVISION AND DAMAGE STABILITY
Ships shall apply the requirements in the appropriate provisions of SOLAS Chapter II-I, parts B to B-4, as amended.
PART C
MACHINERY
Regulation II-1/C/26: General
|
|
|
|
1. |
The machinery, boilers and other pressure vessels, associated piping systems and fittings shall be so installed and protected as to reduce to a minimum any danger to persons on board, due regard being paid to moving parts, hot surfaces and other hazards. |
|
|
|
| --- |
--- |
--- |
|
3. |
Means shall be provided whereby normal operation of propulsion machinery can be sustained or restored even though one of the essential auxiliaries becomes inoperative. |
|
|
|
| --- |
--- |
--- |
|
4. |
Means shall be provided to ensure that the machinery can be brought into operation from the dead ship condition without external aid. |
|
|
|
| --- |
--- |
--- |
|
6. |
For class B and C ships, main propulsion machinery and all auxiliary machinery essential to the propulsion and the safety of the ship shall, as fitted in the ship, be designed to operate when the ship is upright and when inclined at any angle of list up to and including 15° either way under static conditions and 22,5° under dynamic conditions (rolling) either way and simultaneously inclined dynamically (pitching) 7,5° by bow or stern. |
|
|
|
| --- |
--- |
--- |
|
11. |
Location and arrangement of vent pipes for fuel oil service, settling and lubricating oil tanks shall be such that in the event of a broken vent pipe this shall not directly lead to the risk of ingress of seawater splashes or rainwater. Two fuel oil service tanks for each type of fuel used on board necessary for propulsion and vital systems or equivalent arrangements shall be provided on each ship, with a capacity of at least 8 hours for class B ships and at least 4 hours for class C and D ships, at maximum continuous rating of the propulsion plant and normal operating load at sea of the generator plant. |
Regulation II-1/C/27: Internal combustion engines
|
|
|
|
4. |
Internal combustion engines of a cylinder diameter of 200 mm, or a crankcase volume of 0,6 m3 and above shall be provided with crankcase explosion relief valves of a suitable type with sufficient relief area. The relief valves shall be arranged or provided with means to ensure that discharge from them is so directed as to minimise the possibility of injury to personnel. |
Regulation II-1/C/28: Means of going astern
|
|
|
|
1. |
Sufficient power for going astern shall be provided to secure proper control of the ship in all normal circumstances. |
|
|
|
| --- |
--- |
--- |
|
2. |
The ability of the machinery to reverse the direction of thrust of the propeller in sufficient time, and so to bring the ship to rest within a reasonable distance from maximum ahead service speed, shall be demonstrated and recorded. |
|
|
|
| --- |
--- |
--- |
|
3. |
The stopping times, ship headings and distances recorded on trials, together with the results of trials to determine the ability of ships having multiple propellers to navigate and manoeuvre with one or more propellers inoperative, shall be available on board for use of the master or designated personnel. |
Regulation II-1/C/29: Steering gear
|
|
|
|
1. |
Every ship shall be provided with an efficient main and auxiliary steering system. The main steering system and the auxiliary steering system shall be so arranged that the failure of one of them will not render the other one inoperative. |
|
|
|
| --- |
--- |
--- |
|
3. |
The main steering gear and rudder stock where fitted shall be: .1 of adequate strength, and capable to steer the ship at maximum service speed ahead, and so designed that they will not be damaged at maximum speed astern; .2 capable of putting the rudder over from 35° on one side to 35° on the other side with the ship at its deepest seagoing draught and running ahead at maximum ahead service speed and, under the same conditions from 35° on either side to 30° on the other side in not more than 28 seconds. Where it is impractical to demonstrate compliance with this requirement during sea trials with the ship at its deepest seagoing draught and running ahead at the speed corresponding to the number of maximum continuous revolutions of the main engine and maximum design pitch, ships, regardless of their date of construction, may demonstrate compliance with this requirement by one of the following methods: .1 during sea trials the ship is at even keel and the rudder fully submerged whilst running ahead at the speed corresponding to the number of maximum continuous revolutions of the main engine and maximum design pitch; or .2 where full rudder immersion during sea trials cannot be achieved, an appropriate ahead speed shall be calculated using the submerged rudder blade area in the proposed sea trial loading condition. The calculated ahead speed shall result in a force and torque applied to the main steering gear which is at least as great as if it was being tested with the ship at its deepest seagoing draught and running ahead at the speed corresponding to the number of maximum continuous revolutions of the main engine and maximum design pitch; or .3 the rudder force and torque at the sea trial loading condition have been reliably predicted and extrapolated to the full load condition. The speed of the ship shall correspond to the number of maximum continuous revolutions of the main engine and maximum design pitch of the propeller; .3 operated by power where necessary to meet the requirements of paragraph 3.2 and in any case when a rudder stock over 120 mm in diameter in way of the tiller, excluding strengthening for navigation in ice, is required in order to comply with paragraph 3.1. |
|
|
|
| --- |
--- |
--- |
|
4. |
If fitted, the auxiliary steering gear shall be: .1 of adequate strength and capable of steering the ship at navigable speed and of being brought speedily into action in an emergency; .2 capable of putting the rudder over from 15° on one side to 15° on the other side in not more than 60 seconds with the ship at its deepest seagoing draught and running ahead at one half of the maximum ahead service speed or 7 knots, whichever is the greater. Where it is impractical to demonstrate compliance with this requirement during sea trials with the ship at its deepest seagoing draught and running ahead at one half of the speed corresponding to the number of maximum continuous revolutions of the main engine and maximum design pitch or 7 knots, whichever is greater, ships regardless of their date of construction may demonstrate compliance with this requirement by one of the following methods: .1 during sea trials the ship is at even keel and the rudder fully submerged whilst running ahead at one half of the speed corresponding to the number of maximum continuous revolutions of the main engine and maximum design pitch or 7 knots, whichever is greater; or .2 where full rudder immersion during sea trials cannot be achieved, an appropriate ahead speed shall be calculated using the submerged rudder blade area in the proposed sea trial loading condition. The calculated ahead speed shall result in a force and torque applied to the auxiliary steering gear which is at least as great as if it was being tested with the ship at its deepest seagoing draught and running ahead at one half of the speed corresponding to the number of maximum continuous revolutions of the main engine and maximum design pitch or 7 knots, whichever is greater; or .3 the rudder force and torque at the sea trial loading condition have been reliably predicted and extrapolated to the full load condition; .3 operated by power where necessary to meet the requirements of paragraph.4.2 and in any case where a rudder stock is more than 230 mm in diameter in way of the tiller, excluding strengthening for navigation in ice. |
|
|
|
| --- |
--- |
--- |
|
5. |
Steering power units shall be: .1 arranged to restart automatically when power is restored after a power failure; and .2 capable of being brought into operation from a position on the navigating bridge. In the event of a power failure to any of the steering power units, an audible and visual alarm shall be given on the navigating bridge. |
|
|
|
| --- |
--- |
--- |
|
6.1. |
Where the main steering gear comprises two or more identical power units, an auxiliary steering gear need not be fitted, provided that: .1 the main steering gear is capable of operating the rudder as required by paragraph 3.2 while any one of the power unit is out of operation; .3 the main steering gear is so arranged that after a single failure in its piping system or in one of the power units the defect can be isolated so that the steering capability can be maintained or speedily regained. |
|
|
|
| --- |
--- |
--- |
|
7. |
Steering gear control shall be provided: .1 for the main steering gear, both on the navigating bridge and in the steering compartment; .2 when the main steering gear is arranged in accordance with paragraph.6, by two independent control systems, both operable from the navigating bridge. This does not require duplication of the steering wheel or steering lever. Where the control system consists of a hydraulic telemotor, a second independent system need not be fitted; .3 for the auxiliary steering gear, in the steering gear compartment and, if power operated, it shall also be operable from the navigating bridge and shall be independent of the control system for the main steering gear. |
|
|
|
| --- |
--- |
--- |
|
8. |
Any main and auxiliary steering gear control system operable from the navigating bridge shall comply with the following: .1 if electric, it shall be served by its own separate circuit supplied from a steering gear power circuit from a point within the steering gear compartment, or directly from switchboard busbars supplying that steering gear power circuit at a point on the switchboard adjacent to the supply to the steering gear power circuit; .2 means shall be provided in the steering gear compartment for disconnecting any control system operable from the navigating bridge from the steering gear it serves; .3 the system shall be capable of being brought into operation from a position on the navigating bridge; .4 in the event of a failure in the electrical power supply to the control system, an audible and visual alarm shall be given in the navigating bridge; and .5 short circuit protection only shall be provided for steering gear control supply circuits. |
|
|
|
| --- |
--- |
--- |
|
9. |
The electrical power circuits and the steering gear control systems with their associated components, cables and pipes required by this Regulation II-1/C/29 and by Regulation II-1/C/30 shall be separated as far as is practicable throughout their length. |
|
|
|
| --- |
--- |
--- |
|
10. |
A means of communication shall be provided between the navigating bridge and the steering gear compartment or alternative steering position. |
|
|
|
| --- |
--- |
--- |
|
11. |
The angular position of the rudder(s) shall: .1 if the main steering gear is power operated, be indicated on the navigating bridge. The rudder angle indication shall be independent of the steering gear control system; .2 be recognisable in the steering gear compartment. |
|
|
|
| --- |
--- |
--- |
|
12. |
Hydraulic power-operated steering gear shall be provided with the following: .1 arrangements to maintain the cleanliness of the hydraulic fluid taking into consideration the type and design of the hydraulic system; .2 a low-level alarm for each hydraulic fluid reservoir to give the earliest practical indication of hydraulic fluid leakage. Audible and visual alarms shall be given on the navigating bridge and in the machinery space where they can be readily observed; and .3 a fixed storage tank having sufficient capacity to recharge at least one power actuating system including the reservoir, where the main steering gear is required to be power-operated. The storage tank shall be permanently connected by piping in such manner that the hydraulic systems can be readily recharged from a position within the steering gear compartment and shall be provided with a contents gauge. |
|
|
|
| --- |
--- |
--- |
|
13. |
The steering gear compartments shall be: .1 readily accessible and, as far as practicable, separated from machinery spaces; and .2 provided with suitable arrangements to ensure working access to steering gear machinery and controls. These arrangements shall include handrails and gratings or other nonslip surfaces to ensure suitable working conditions in the event of hydraulic fluid leakage. |
Regulation II-1/C/30: Additional requirements for electric and electro-hydraulic steering gear
|
|
|
|
1. |
Means for indicating that the motors of electric and electro-hydraulic steering gears are running shall be installed on the navigating bridge and at a suitable main machinery control position. |
|
|
|
| --- |
--- |
--- |
|
2. |
Each electric or electro-hydraulic steering system comprising one or more power units shall be served by at least two exclusive circuits fed directly from the main switchboard; however, one of the circuits may be supplied through the emergency switchboard. An auxiliary electric or electro-hydraulic steering system associated with a main electric or electro-hydraulic steering system may be connected to one of the circuits supplying this main steering system. The circuits supplying an electric or electro-hydraulic steering system shall have adequate rating for supplying all motors which can be simultaneously connected to them and may be required to operate simultaneously. |
|
|
|
| --- |
--- |
--- |
|
3. |
Short circuit protection and an overload alarm shall be provided for steering gear electric and electro-hydraulic circuits and motors. Protection against excess current, including starting current, if provided, shall be for not less than twice the full load current of the motor or circuit so protected, and shall be arranged to permit the passage of the appropriate starting currents. The alarms required in this paragraph shall be both audible and visual and shall be situated in a conspicuous position in the main machinery space or control room from which the main machinery is normally controlled and as may be required by Regulation II-1/E/51. |
|
|
|
| --- |
--- |
--- |
|
4. |
When an auxiliary steering gear required by Regulation II-1/C/29, subparagraph.4.3 to be operated by power is not electrically powered or is powered by an electric motor primarily intended for other services, the main steering system may be fed by one circuit from the main switchboard. Where such an electric motor primarily intended for other services is arranged to power such an auxiliary steering system, the requirements of paragraph 3 may be waived by the Administration of the flag State, if satisfied with the protection arrangement together with the requirements of Regulation II-1/C/29, paragraph 5 and subparagraph 7.3 applicable to auxiliary steering systems. |
Regulation II-1/C/31: Machinery controls
|
|
|
|
1. |
Main and auxiliary machinery essential for the propulsion, control and safety shall be provided with effective means for its operation and control. All control systems essential for the propulsion, control and safety of the ship shall be independent or designed such that failure of one system does not degrade the performance of another system. |
|
|
|
| --- |
--- |
--- |
|
2. |
Where remote control of propulsion machinery from the navigating bridge is provided, the following shall apply: .1 the speed, direction of thrust and, if applicable, the pitch of the propeller shall be fully controllable from the navigating bridge under all sailing conditions, including manoeuvring; .2 the control shall be performed by a single control device for each independent propeller with automatic performance of all associated services including, where necessary, means of preventing overload of the propulsion machinery. Where multiple propellers are designed to operate simultaneously, they may be controlled by one control device; .3 the main propulsion machinery shall be provided with an emergency stopping device on the navigating bridge which shall be independent of the navigating bridge control system; .4 propulsion machinery orders from the navigation bridge shall be indicated in the main machinery control room and at the manoeuvring platform; .5 remote control of the propulsion machinery shall be possible only from one location at a time; at such locations interconnected control positions are permitted. At each location there shall be an indicator showing which location is in control of the propulsion machinery. The transfer of control between the navigating bridge and machinery spaces shall be possible only in the main machinery space or the main machinery control room. This system shall include means to prevent the propelling thrust from altering significantly when transferring control from one location to another; .6 it shall be possible to control the propulsion machinery locally, even in the case of failure in any part of the remote control system. It shall also be possible to control the auxiliary machinery, essential for the propulsion and safety of the ship, at or near the machinery concerned; .7 the design of the remote control system shall be such that in case of its failure an alarm will be given. The pre-set speed and direction of thrust of the propellers shall be maintained until local control is in operation; .8 indicators shall be fitted in the navigation bridge, the main machinery control room and at the manoeuvring platform for: .8.1 propeller speed and direction of rotation in the case of fixed pitch propellers, and .8.2 propeller speed and pitch position in the case of controllable pitch propellers; .9 an alarm shall be provided on the navigating bridge and in the machinery space to indicate low starting air pressure which shall be set at a level to permit further main engine starting operations. If the remote control system of the propulsion machinery is designed for automatic starting, the number of automatic consecutive attempts which fail to produce a start shall be limited in order to safeguard sufficient starting air pressure for starting locally. 10. The automation systems shall be designed in a manner which ensures that threshold warning of impending or imminent slowdown or shutdown of the propulsion system is given to the officer in charge of the navigational watch in time to assess navigational circumstances in an emergency. In particular, the systems shall control, monitor, report, alert and take safety action to slow down or stop propulsion while providing the officer in charge of the navigational watch an opportunity to manually intervene, except for those cases where manual intervention will result in total failure of the engine and/or propulsion equipment within a short time, for example in the case of overspeed. |
|
|
|
| --- |
--- |
--- |
|
3. |
Where the main propulsion and associated machinery, including sources of main electrical power supply, are provided with various degrees of automatic and remote control and are under continuous manual supervision from a control room the arrangements and controls shall be so designed, equipped and installed that the machinery operation will be as safe and effective as if it were under direct supervision; for this purpose Regulations from II-1/E/46 to II-1/E/50 shall apply as appropriate. Particular consideration shall be given to protect such spaces against fire and flooding. |
|
|
|
| --- |
--- |
--- |
|
4. |
In general, automatic starting, operational and control systems shall include provisions for manually overriding the automatic controls. Failure of any part of such systems shall not prevent the use of the manual override. |
|
|
|
| --- |
--- |
--- |
|
100. |
Means shall be provided for the propulsion machinery and the propeller to be stopped in cases of emergencies from relevant positions outside of the engine room/engine control room, e.g. open deck or the wheel house. |
Regulation II-1/C/33: Steam pipe systems
|
|
|
|
1. |
Every steam pipe and every fitting connected thereto through which steam may pass shall be so designed, constructed and installed as to withstand the maximum working stresses to which it may be subjected. |
|
|
|
| --- |
--- |
--- |
|
2. |
Means shall be provided for draining every steam pipe in which dangerous water hammer action might otherwise occur. |
|
|
|
| --- |
--- |
--- |
|
3. |
If a steam pipe or fitting may receive steam from any source at a higher pressure than that for which it is designed a suitable reducing valve, relief valve and pressure gauge shall be fitted. |
Regulation II-1/C/34: Air pressure systems
|
|
|
|
1. |
Means shall be provided to prevent overpressure in any part of compressed air systems and wherever water jackets or casings of air compressors and coolers might be subjected to dangerous overpressure due to leakage into them from air pressure parts. Suitable pressure relief arrangements shall be provided for all systems. |
|
|
|
| --- |
--- |
--- |
|
2. |
The main starting air arrangements for main propulsion internal combustion engines shall be adequately protected against the effects of backfiring and internal explosion in the starting air pipes. |
|
|
|
| --- |
--- |
--- |
|
3. |
All discharge pipes from starting air compressors shall lead directly to the starting air receivers, and all starting pipes from the air receivers to main and auxiliary engines shall be entirely separate from the compressor discharge pipe system. |
|
|
|
| --- |
--- |
--- |
|
4. |
Provisions shall be made to reduce to a minimum the entry of oil into the air pressure systems and to drain these systems. |
Regulation II-1/C/35: Ventilating systems in machinery spaces
Machinery spaces of category A shall be adequately ventilated so as to ensure that when machinery or boilers therein are operating at full power in all weather conditions including heavy weather, an adequate supply of air is maintained to the spaces for the safety and comfort of personnel and the operation of the machinery.
Regulation II-1/C/35-1: Bilge pumping arrangement
|
|
|
|
2.1. |
An efficient bilge pumping system shall be provided, capable of pumping from and draining any watertight compartment other than a space permanently appropriated for the carriage of fresh water, water ballast, oil fuel or liquid cargo and for which other efficient means of pumping are provided, under all practical conditions. Efficient means shall be provided for draining water from insulated holds. |
|
|
|
| --- |
--- |
--- |
|
2.2. |
Sanitary, ballast and general service pumps may be accepted as independent power bilge pumps if fitted with the necessary connections to the bilge pumping system. |
|
|
|
| --- |
--- |
--- |
|
2.3. |
All bilge pipes used in or under fuel storage tanks or in boiler or machinery spaces, including spaces in which oil-settling tanks or oil fuel pumping units are situated, shall be of steel or other suitable material. |
|
|
|
| --- |
--- |
--- |
|
2.4. |
The arrangement of the bilge and ballast pumping system shall be such as to prevent the possibility of water passing from the sea and from water ballast spaces into the cargo and machinery spaces, or from one compartment to another. Provision shall be made to prevent any deep tank having bilge and ballast connections being inadvertently flooded from the sea when containing cargo, or being discharged through a bilge pump when containing water ballast. |
|
|
|
| --- |
--- |
--- |
|
2.5. |
All distribution boxes and manually operated valves in connection with the bilge pumping arrangements shall be in positions which are accessible under ordinary circumstances. |
|
|
|
| --- |
--- |
--- |
|
2.6. |
Provision shall be made for the drainage of enclosed cargo spaces situated on the bulkhead deck. 2.6.1. Where the freeboard to the bulkhead deck is such that the deck edge is immersed when the ship heels more than 5°, the drainage shall be by means of a sufficient number of scuppers of suitable size discharging directly overboard, fitted in accordance with the requirements of Regulation II-1/B-2/15 of Section 1 or Regulation 15 of SOLAS II-1, as appropriate. 2.6.2. Where the freeboard is such that the edge of the bulkhead deck is immersed when the ship heels 5° or less, the drainage of the enclosed cargo spaces on the bulkhead deck shall be led to a suitable space, or spaces, of adequate capacity, having a high water level alarm and provided with suitable arrangements for discharge overboard. In addition, it will be ensured that: .1 the number, size and disposition of the scuppers are such as to prevent unreasonable accumulation of free water; .2 the pumping arrangements required by this Regulation II-1/C/35-1 take account of the requirements for any fixed pressure water spraying fire-extinguishing system; .3 water contaminated with petrol or other dangerous substances is not drained to machinery spaces or other spaces where sources of ignition may be present; and .4 where the enclosed cargo space is protected by a carbon dioxide fire-extinguishing system, the deck scuppers are fitted with means to prevent the escape of the smothering gas. 2.6.3. Provisions for the drainage of closed ro-ro cargo spaces and special category spaces shall also comply with subparagraphs 6.1.4 and 6.1.5 of Regulation II-2/G/20. 2.6.3a When provided with sprinkler installations and hydrants, passenger and crew lounges shall have an adequate number of scuppers, sufficient to cope with the quantity of water originating from fire extinguishing by the room’s sprinkler heads and from two fire hoses with jets. The scuppers shall be located in the most effective positions, e.g. in each corner. |
|
|
|
| --- |
--- |
--- |
|
3.1. |
The bilge pumping system required by paragraph 2.1 shall be capable of operation under all practicable conditions after a casualty whether the ship is upright or listed. For this purpose, wing suctions shall generally be fitted except in narrow compartments at the end of the ship where one suction may be sufficient. In compartments of unusual form, additional suctions may be required. Arrangements shall be made whereby water in the compartment may find its way to the suction pipes. |
|
|
|
| --- |
--- |
--- |
|
3.2. |
At least three power pumps shall be fitted connected to the bilge main, one of which may be driven by the propulsion machinery. Where the bilge pump numeral is 30 or more, one additional independent power pump shall be provided. The bilge pump numeral shall be calculated as follows: when P1 is greater than P: Image omitted; see official source in other cases: Image omitted; see official source where: L = the length of the ship (metres), as defined in SOLAS II-1/2; M = the volume of the machinery space (cubic metres), as defined in SOLAS II-1/2, that is below the bulkhead deck; with the addition thereto of the volume of any permanent oil fuel bunkers which may be situated above the inner bottom and forward of, or abaft, the machinery space; P = the whole volume of the passenger and crew spaces below the bulkhead deck (cubic metres), which are provided for the accommodation and use of passengers and crew, excluding baggage, store and provision rooms; V = the whole volume of the ship below the bulkhead deck (cubic metres); P1 = KN, where: N = the number of passengers for which the ship is to be certified; and K = 0.056L However, where the value of KN is greater than the sum of P and the whole volume of the actual passenger spaces above the bulkhead deck, the figure to be taken as P1 is that sum or two-thirds KN, whichever is the greater. |
|
|
|
| --- |
--- |
--- |
|
3.3. |
Where practicable, the power bilge pumps shall be placed in separate watertight compartments and so arranged or situated that these compartments will not be flooded by the same damage. If the main propulsion machinery, auxiliary machinery and boilers are in two or more watertight compartments, the pumps available for bilge service shall be distributed as far as is possible throughout these compartments. |
|
|
|
| --- |
--- |
--- |
|
3.4. |
On a ship of 91.5 m in length L and upwards or having a bilge pump numeral, calculated in accordance with paragraph 3.2, of 30 or more, the arrangements shall be such that at least one power bilge pump shall be available for use in all flooding conditions which the ship is required to withstand, and, for ships designed in line with SOLAS Chapter II-I, parts B to B-4, as amended, in all flooding conditions derived from consideration of minor damages as specified in SOLAS Chapter II-1 Regulation 8 as follows: .1 one of the required bilge pumps shall be an emergency pump of a reliable submersible type having a source of power situated above the bulkhead deck; or .2 the bilge pumps and their sources of power shall be so distributed throughout the length of the ship that at least one pump in an undamaged compartment will be available. |
|
|
|
| --- |
--- |
--- |
|
3.5. |
With the exception of additional pumps which may be provided for peak compartments only, each required bilge pump shall be so arranged as to draw water from any space required to be drained by paragraph 2.1. |
|
|
|
| --- |
--- |
--- |
|
3.6. |
Each power bilge pump shall be capable of pumping water through the required main bilge pipe at a speed of not less than 2 m/sec. Independent power bilge pumps situated in machinery spaces shall have direct suctions from these spaces, except that not more than two such suctions shall be required in any one space. Where two or more such suctions are provided there shall be at least one on each side of the ship. Direct suctions shall be suitably arranged and those in a machinery space shall be of a diameter not less than that required for the bilge main. |
|
|
|
| --- |
--- |
--- |
|
3.7.1. |
In addition to the direct bilge suction or suctions required by paragraph 3.6, a direct emergency bilge suction fitted with a non-return valve shall be led from the largest available independent power driven pump to the drainage level of the machinery space; the suction shall be of the same diameter as the main inlet to the pumps used. |
|
|
|
| --- |
--- |
--- |
|
3.7.3. |
The spindles of the sea inlet and direct suction valves shall extend well above the engine-room platform. |
|
|
|
| --- |
--- |
--- |
|
3.8. |
All bilge suction piping up to the connection to the pumps shall be independent of other piping. |
|
|
|
| --- |
--- |
--- |
|
3.9. |
The diameter ‘d’ of the main and branch bilge suction pipes shall be calculated according to the following formulae. However, the actual internal diameter may be rounded off to the nearest standard size acceptable to the Administration of the flag State: main bilge suction pipe: |
Image omitted; see official source
branch bilge suction pipes between collecting boxes and suctions:
Image omitted; see official source
where:
|
|
| d |
refers to internal diameter in millimetres, |
| L and B |
are the length and the breadth of the ship (metres), |
| L1 |
is the length of the compartment, and |
| D |
is the moulded depth of the ship to bulkhead deck (metres) provided that, in a ship having an enclosed cargo space on the bulkhead deck which is internally drained in accordance with the requirements of paragraph 2.6.2 and which extends for the full length of the ship, D shall be measured to the next deck above the bulkhead deck. Where the enclosed cargo spaces cover a lesser length, D shall be taken as the moulded depth to the bulkhead deck plus lh/L where l and h are the aggregate length and height respectively of the enclosed cargo spaces. |
|
|
| --- |
--- |
|
3.10. |
|
|
| --- |
--- |
|
3.11. |
|
|
| --- |
--- |
|
3.12. |
Regulation II-1/C/37: Communication between the navigating bridge and machinery space
At least two independent means of communication shall be provided for communication orders from the navigating bridge to the position in the machinery space or in the control room from which the speed and direction of thrust of the propellers are normally controlled: one of these shall be an engine-room telegraph which provides visual indication of the orders and responses both in the machinery space and on the navigating bridge. Appropriate means of communication shall be provided from the navigation bridge and the engine-room to any other position from which the speed or direction of thrust of the propellers may be controlled.
Regulation II-1/C/38: Engineers' alarm
An engineers' alarm shall be provided to be operated from the engine control room or at a manoeuvring platform as appropriate, and shall be clearly audible in the engineers' accommodation, and/or navigating bridge as appropriate.
Regulation II-1/C/39: Location of emergency installations
Emergency sources of electrical power, fire pumps, bilge pumps except those specifically serving the spaces forward of the collision bulkhead, and fixed fire-extinguishing system required by Chapter II-2 and other emergency installations which are essential for the safety of the ship, except anchor windlasses, shall not be installed forward of the collision bulkhead.
PART D
ELECTRICAL INSTALLATIONS
Regulation II-1/D/40: General
|
|
|
|
1. |
Electrical installations shall be such that: .1 all electrical auxiliary services necessary for maintaining the ship in normal operational and habitable conditions will be ensured without recourse to the emergency source of electrical power; .2 electrical services essential for safety will be ensured under various emergency conditions; and .3 the safety of passengers, crew and ship from electrical hazards will be ensured. |
|
|
|
| --- |
--- |
--- |
|
2. |
The Administration of the flag State shall take appropriate steps to ensure uniformity of implementation and application of the provision of this part in respect of electrical installations 21. |
Regulation II-1/D/41: Main source of electrical power and lighting
|
|
|
|
1. |
Ships of class C and D in which the electrical power is the only power for maintaining the auxiliary services essential for the safety of the ship, and ships of class B in which the electrical power is the only power for maintaining the auxiliary services essential for the safety and the propulsion of the ship, shall be provided with two or more main generating sets of such power that the aforesaid services can be operated when any one sets is out of service. |
|
|
|
| --- |
--- |
--- |
|
2.1. |
A main electric lighting system which shall provide illumination throughout those parts of the ship normally accessible to and used by passengers or crew shall be supplied from the main source of electrical power. |
|
|
|
| --- |
--- |
--- |
|
2.2. |
The arrangement of the main electric lighting system shall be such that a fire or other casualty in spaces containing the main source of electrical power, associated transforming equipment, if any, the main switchboard and the main lighting switchboard will not render the emergency lighting system required by Regulation II-1/D/42 inoperative. |
|
|
|
| --- |
--- |
--- |
|
2.3. |
The arrangement of the emergency electric lighting system shall be such that a fire or other casualty in spaces containing the emergency source of electrical power, associated transforming equipment, if any, the emergency switchboard and the emergency lighting switchboard will not render the main electric lighting system required by this Regulation II-1/D/41 inoperative. |
|
|
|
| --- |
--- |
--- |
|
3. |
The main switchboard shall be so placed relative to one main generating station that, as far as is practicable, the integrity of the normal electrical supply may be affected only by a fire or other casualty in the space where the generating set and the switchboard are installed. |
|
|
|
| --- |
--- |
--- |
|
6. |
Supplementary lighting shall be provided in all cabins to clearly indicate the exit so that occupants will be able to find their way to the door. Such lighting, which may be connected to an emergency source of power or have a self-contained source of electrical power in each cabin, shall automatically illuminate when power to the normal cabin lighting is lost and remain on for a minimum of 30 min. |
Regulation II-1/D/42: Emergency source of electrical power
|
|
|
|
1. |
Every ship shall be provided with a self-contained emergency source of electrical power with emergency switchboard located above the bulkhead deck, in a readily accessible space which shall not be contiguous to the boundaries of machinery spaces of category A or of those spaces containing the main source of electrical power or main switchboard. |
|
|
|
| --- |
--- |
--- |
|
1a |
The requirement in paragraph 1 is not required provided that ships are designed with two fully redundant machinery spaces, separated by at least one watertight and fire-safe compartment and two bulkheads or an alternative construction giving the same level of safety, and that there is at least one generator with an associated switchboard, etc. in each machinery space. |
|
|
|
| --- |
--- |
--- |
|
2. |
The emergency source of power required by paragraph 1 shall: .1 be capable of operating in general for a period of: 12 hours for class B ships 6 hours for class C ships 3 hours for class D ships; .2 in particular, be capable to operate simultaneously the consumers as identified within the following services as required for the class of ships for the times indicated above: (a) one independent bilge power pump and one of the fire pumps; (b) emergency lighting: 1. at every assembly or embarkation station and over the sides as provided in Regulation III/5, paragraph.3; 2. in all alleyways, stairways and exits giving access to the assembly or embarkation stations; 3. in the machinery spaces, and in the place where the emergency generator is situated; 4. in the control stations where radio and main navigating equipment are situated; 5. as required in Regulation II-2/D/13, subparagraph 3.2.5.1; 6. at all stowage positions for firefighter’s outfits; 7. at one independent bilge power pump and one of the fire pumps, referred to in subparagraph (a) and at the starting position of their motors; (c) the ship’s navigation lights; (d) 1. all communication equipment, 2. the general alarm system, 3. the fire detecting system, and 4. all signals which may be required in an emergency, if they are electrically operated from the ship’s main generating sets; (e) the ship’s sprinkler pump, if any and if it is electrically operated; and (f) the ship’s daylight signalling lamp, if it is operated by the ship’s main source of electric power; .3 be capable to operate, for a period of half an hour, the power-operated watertight doors together with the associated control, indication and alarm circuits. |
|
|
|
| --- |
--- |
--- |
|
3. |
The emergency source of electric power may be either an accumulator battery capable of complying with the requirements of paragraph 2, without being recharged or suffering an excessive voltage drop, or a generator, capable of complying with the requirements of paragraph 2, driven by internal combustion type of machinery with an independent supply of fuel having a flashpoint of not less than 43 °C, with automatic starting arrangements, and provided with a transitional source of emergency electrical power according to paragraph 4. |
|
|
|
| --- |
--- |
--- |
|
3.4. |
Where electrical power is necessary to restore propulsion, the capacity shall be sufficient to restore propulsion to the ship in conjunction with other machinery, as appropriate, from a dead ship condition within 30 min. after blackout. |
|
|
|
| --- |
--- |
--- |
|
4. |
The transitional source of emergency electrical power required by paragraph 3 shall consist of an accumulator battery suitably located for the use in an emergency which shall operate without recharging or suffering an excessive voltage drop for half an hour: (a) the services required by paragraph 2.2(b) and 2.2(c) of this Regulation II-1/D/42; (b) the watertight doors, as required by subparagraphs.7.2 and.7.3 of Regulation II-1/B/13 of Section 1 or by Regulation 13.7.3.3 of SOLAS II-1, as appropriate, but not necessarily all of them simultaneously, unless an independent temporary source of stored energy is provided; and (c) the control, indication and alarm circuits as required by subparagraph.7.2 of Regulation II-1/B-2/13 of Section 1 or by Regulation 13.7.2 of SOLAS II-1, as appropriate. |
|
|
|
| --- |
--- |
--- |
|
5.1. |
The emergency switchboard shall be situated as near as practicable to the emergency source of power. |
|
|
|
| --- |
--- |
--- |
|
6. |
The emergency source of electric power shall be so arranged that it will operate efficiently when the ship is listed to 22,5° and when the trim of the ship is 10° from an even keel. Emergency generator set(s) shall be capable of being started automatically in any cold condition likely to be encountered. |
Regulation II-1/D/42-1: Supplementary emergency lighting for ro-ro ships
|
|
|
|
1. |
In addition to the emergency lighting required in Regulation II-1/D/42, subparagraph 2.2(b), on every ship with ro-ro cargo spaces or special category spaces: .1 all passenger public spaces and alleyways shall be provided with supplementary electric lighting that can operate for at least three hours when all other sources of electrical power have failed and under any condition of heel. The illumination provided shall be such that the approach to the means of escape can be readily seen. The source of power for the supplementary lighting shall consist of accumulator batteries located within the lighting units that are continuously charged, where practicable, from the emergency switchboard. Alternatively, any other means of lighting which is at least as effective may be accepted by the Administration of the flag State. The supplementary lighting shall be such that any failure of the lamp will be immediately apparent. Any accumulator battery provided shall be replaced at intervals having regards to the specific service life in the ambient conditions that they are subject to in service; and .2 a portable rechargeable battery operated lamp shall be provided in every crew space alleyway, recreational space and every working space which is normally occupied unless supplementary emergency lighting, as required by paragraph.1 is provided. |
Regulation II-1/D/44: Starting arrangements for emergency generating sets
|
|
|
|
1. |
Emergency generating sets shall be capable of being readily started in their cold condition at a temperature of 0 °C. If this is impracticable, or if lower temperatures are likely to be encountered, provision acceptable to the Administration shall be made for the maintenance of heating arrangements, to ensure ready starting of the generating sets. |
|
|
|
| --- |
--- |
--- |
|
2. |
The source of stored energy shall be protected to preclude critical depletion by the automatic starting system, unless a second independent means of starting is provided. In addition, a second source of energy shall be provided for an additional three starts within 30 minutes unless manual starting can be demonstrated to be effective. |
|
|
|
| --- |
--- |
--- |
|
3. |
The stored energy shall be maintained at all times, as follows: .1 electrical and hydraulic starting systems shall be maintained from the emergency switchboard; .2 compressed air starting systems may be maintained by the main or auxiliary compressed air receivers through a suitable non-return valve or by an emergency air compressor which, if electrically driven, is supplied from the emergency switchboard; .3 all of these starting, charging and energy storing devices shall be located in the emergency generator space; these devices are not to be used for any purpose other than the operation of the emergency generating set. This does not preclude the supply to the air receiver of the emergency generating set from the main or auxiliary compressed air system through the non-return valve fitted in the emergency generator space. |
|
|
|
| --- |
--- |
--- |
|
4.1. |
Where automatic starting is not required, manual starting is permissible, such as manual cranking, inertia starters, manually charged hydraulic accumulators, or powder charge cartridges, where they can be demonstrated as being effective. |
|
|
|
| --- |
--- |
--- |
|
4.2. |
When manual starting is not practicable, the requirements of paragraphs 2 and 3 shall be complied with except that starting may be manually initiated. |
Regulation II-1/D/45: Precautions against shock, fire and other hazards of electrical origin
|
|
|
|
1.1. |
Exposed metal parts of electrical machines or equipment which are not intended to be live but which are liable under fault conditions to become live shall be earthed unless the machines or equipment are: .1 supplied at a voltage not exceeding 50 V direct current or 50 V, root mean square, between conductors; auto-transformers shall not be used for the purpose of achieving this voltage; or .2 supplied at a voltage not exceeding 250 V by safety isolating transformers supplying only one consuming device; or .3 constructed in accordance with the principle of double insulation. |
|
|
|
| --- |
--- |
--- |
|
1.3. |
All electrical apparatus shall be so constructed and so installed as not to cause injury when handled or touched in the normal manner. |
|
|
|
| --- |
--- |
--- |
|
2. |
The sides and the rear and, where necessary, the front of switchboards shall be suitably guarded. Exposed live parts having voltages to earth exceeding the voltage specified under 1.1 shall not be installed on the front of such switchboards. Where necessary, non-conducting mats or gratings shall be provided at the front and rear of the switchboard. |
|
|
|
| --- |
--- |
--- |
|
4.2. |
In distribution systems with no connection to earth, a device capable of monitoring the insulation level to earth and giving an audible or visual indication of abnormally low insulation values shall be provided. |
|
|
|
| --- |
--- |
--- |
|
5.1. |
All metal sheaths and armour of cables shall be electrically continuous and shall be earthed. |
|
|
|
| --- |
--- |
--- |
|
5.2. |
All electrical cables and wiring external to equipment shall be at least of a flame-retarding type and shall be so installed as not to impair their original flame-retarding properties. Where necessary for particular application, the Administration of the flag State may permit the use of special type of cables such as radio frequency cables, which do not comply with the foregoing. |
|
|
|
| --- |
--- |
--- |
|
5.3. |
Cables and wiring serving essential or emergency power, lighting, internal communications or signals shall so far as practicable be routed clear of galleys, laundries, machinery spaces of category A and their casings and other high fire risk areas. Cabling for emergency alarms and public address systems installed shall be approved by the Administration of the flag State having regard to the recommendations in IMO MSC/Circ.808. Cables connecting fire pumps to the emergency switchboard shall be of a fire-resistant type where they pass through high fire risk areas. Where practicable all such cables should be run in such a manner as to preclude their being rendered unserviceable by heating of the bulkheads that may be caused by a fire in an adjacent space. |
|
|
|
| --- |
--- |
--- |
|
5.5. |
Cables and wiring shall be installed and supported in such a manner as to avoid chafing or other damage. |
|
|
|
| --- |
--- |
--- |
|
5.6. |
Terminations and joints in all conductors shall be so made as to retain the original electrical, mechanical flame-retarding and, where necessary, fire resisting properties. |
|
|
|
| --- |
--- |
--- |
|
6.1. |
Each separate circuit shall be protected against short circuit and against overload, except as permitted in Regulations II-1/C/29 and II-1/C/30. |
|
|
|
| --- |
--- |
--- |
|
7. |
Lighting fittings shall be so arranged as to prevent temperature rises which could damage the cables and wiring, and to prevent surrounding material from becoming excessively hot. |
|
|
|
| --- |
--- |
--- |
|
9.1. |
Accumulator batteries shall be suitably housed, and compartments used primarily for their accommodation shall be properly constructed and efficiently ventilated. |
|
|
|
| --- |
--- |
--- |
|
9.2. |
Electrical or other equipment which may constitute a source of ignition of flammable vapours shall not be permitted in these compartments. |
|
|
|
| --- |
--- |
--- |
|
10. |
No electrical equipment shall be installed in any space where flammable mixtures are liable to collect, e.g. in compartments assigned principally to accumulator batteries, in paint lockers, acetylene stores or similar spaces, unless the Administration is satisfied that such equipment is: .1 essential for operational purposes; .2 of a type which will not ignite the mixture concerned; .3 appropriate to the space concerned; and .4 appropriately certified for safe usage in the dusts, vapours or gases likely to be encountered. |
|
|
|
| --- |
--- |
--- |
|
12. |
Distribution systems shall be so arranged that fire in any main vertical zone, as is defined in Regulation II-2/A/3, paragraph 32, will not interfere with services essential for safety in any other such zone. This requirement will be met if main and emergency feeders passing through any such zone are separated both vertically and horizontally as wide as is practicable. |
PART E
ADDITIONAL REQUIREMENTS FOR SHIPS CONSTRUCTED WITH PERIODICALLY UNATTENDED MACHINERY SPACES
Regulation II-1/E/46: General
|
|
|
|
1. |
The arrangements provided shall be such as to ensure that the safety of the ship in all sailing conditions, including manoeuvring, is equivalent to that of a ship having the machinery spaces manned. |
|
|
|
| --- |
--- |
--- |
|
2. |
Measures shall be taken to ensure that the equipment is functioning in a reliable manner and that satisfactory arrangements are made for regular inspections and routine tests to ensure continuous reliable operation. |
|
|
|
| --- |
--- |
--- |
|
3. |
Every ship shall be provided with documentary evidence of its fitness to operate with periodically unattended machinery spaces. |
Regulation II-1/E/47: Fire precautions
|
|
|
|
1. |
Means shall be provided to detect and give alarms at an early stage in case of fires: .1 in boiler air supply casings and exhausts (uptakes); and .2 in scavenging air belts of propulsion machinery, unless it is considered to be unnecessary in a particular case. |
|
|
|
| --- |
--- |
--- |
|
2. |
Internal combustion engines of 2 250 kW and above or having cylinders of more than 300 mm bore shall be provided with crankcase oil mist detectors or engine bearing temperature monitors or equivalent devices. |
Regulation II-1/E/48: Protection against flooding
|
|
|
|
1. |
Bilge wells in periodically unattended machinery spaces shall be located and monitored in such a way that the accumulation of liquids is detected at normal angles of trim and heel, and shall be large enough to accommodate easily the normal drainage during the unattended period. |
|
|
|
| --- |
--- |
--- |
|
2. |
Where the bilge pumps are capable of being started automatically, means shall be provided to indicate when the influx of liquid is greater than the pump capacity or when the pump is operating more frequently than would normally be expected. In these cases, smaller bilge wells to cover a reasonable period of time may be permitted. Where automatically controlled bilge pumps are provided, special attention shall be given to oil pollution prevention requirements. |
|
|
|
| --- |
--- |
--- |
|
3. |
The location of the controls of any valve serving a sea inlet, a discharge below the waterline or a bilge injection system shall be so sited as to allow adequate time for operation in case of influx of water to the space, having regard to the time likely to be required in order to reach and operate such controls. If the level to which the space could become flooded with the ship in the fully loaded condition so requires, arrangements shall be made to operate the controls from a position above such level. |
Regulation II-1/E/49: Control of propulsion machinery from the navigating bridge
|
|
|
|
1. |
Under all sailing conditions, including manoeuvring, the speed, direction of thrust and, if applicable, the pitch of the propeller shall be fully controllable from the navigating bridge. 1.1. Such remote control shall be performed by a separate control device for each independent propeller, with automatic performance of all associated services, including, where necessary, means of preventing overload of the propulsion machinery. 1.2. The main propulsion machinery shall be provided with an emergency stopping device on the navigating bridge which shall be independent of the navigating bridge control system. |
|
|
|
| --- |
--- |
--- |
|
2. |
Propulsion machinery orders from the navigating bridge shall be indicated in the main machinery control room or at the propulsion machinery control position as appropriate. |
|
|
|
| --- |
--- |
--- |
|
3. |
Remote control of the propulsion machinery shall be possible only from one location at a time; at such locations interconnected control positions are permitted. At each location there shall be an indicator showing which location is in control of the propulsion machinery. The transfer of control between the navigating bridge and machinery spaces shall be possible only in the main machinery space or in the main machinery control room. The system shall include means to prevent the propelling thrust from altering significantly when transferring control from one location to another. |
|
|
|
| --- |
--- |
--- |
|
4. |
It shall be possible for all machinery essential for the safe operation of the ship to be controlled from a local position, even in the case of failure in any part of the automatic or remote control systems. |
|
|
|
| --- |
--- |
--- |
|
5. |
The design of the remote automatic control system shall be such that in case of its failure an alarm will be given. Unless it is considered impracticable, the preset speed and direction of thrust of the propeller shall be maintained until local control is in operation. |
|
|
|
| --- |
--- |
--- |
|
6. |
Indicators shall be fitted on the navigating bridge for: .1 propeller speed and direction of rotation in the case of fixed pitch propellers; or .2 propeller speed and pitch position in the case of controllable pitch propellers. |
|
|
|
| --- |
--- |
--- |
|
7. |
The number of consecutive automatic attempts which fail to produce a start shall be limited to safeguard sufficient starting air pressure. An alarm shall be provided to indicate low starting air pressure set at a level which still permits starting operations of the propulsion machinery. |
Regulation II-1/E/50: Communication
A reliable means of vocal communication shall be provided between the main machinery control room or the propulsion machinery control position as appropriate, the navigating bridge and the engineer officers' accommodation.
Regulation II-1/E/51: Alarm system
|
|
|
|
1. |
An alarm system shall be provided indicating any fault requiring attention and shall: .1 be capable of sounding an audible alarm in the main machinery control room or at the propulsion machinery control position, and indicate visually each separate alarm function at a suitable position; .2 have a connection to the engineers' public rooms and to each of the engineers' cabins through a selector switch, to ensure connection to at least one of those cabins. Alternative arrangements may be permitted if they are considered to be equivalents; .3 activate an audible and visual alarm on the navigating bridge for any situation which requires action by or attention of the officer on watch; .4 as far as is practicable be designed on the fail-to-safety principle; and .5 activate the engineers' alarm required by Regulation II-1/C/38, if an alarm function has not received attention locally within a limited time. |
|
|
|
| --- |
--- |
--- |
|
2.1. |
The alarm system shall be continuously powered and shall have an automatic changeover to a stand-by power supply in case of loss of normal power supply. |
|
|
|
| --- |
--- |
--- |
|
2.2. |
Failure of the normal power supply of the alarm system shall be indicated by an alarm. |
|
|
|
| --- |
--- |
--- |
|
3.1. |
The alarm system shall be able to indicate at the same time more than one fault and the acceptance of any alarm shall not inhibit another alarm. |
|
|
|
| --- |
--- |
--- |
|
3.2. |
Acceptance at the position referred to in paragraph 1 of any alarm condition shall be indicated at the positions where it was shown. Alarms shall be maintained until they are accepted and the visual indications of individual alarms shall remain until the fault has been corrected, when the alarm system shall automatically reset to the normal operating condition. |
Regulation II-1/E/52: Safety systems
A safety system shall be provided to ensure that serious malfunction in machinery or boiler operations, which presents an immediate danger, shall initiate the automatic shutdown of that part of the plant and that an alarm shall be given. Shutdown of the propulsion system shall not be automatically activated except in cases which could lead to serious damage, complete breakdown, or explosion. Where arrangements for overriding the shutdown of the main propelling machinery are fitted, these shall be such as to preclude inadvertent operation. Visual means shall be provided to indicate when the override has been activated. Automatic machinery safety shut down and slow down controls should be separated from the alarm installation.
Regulation II-1/E/53: Special requirements for machinery, boiler and electrical installations
|
|
|
|
2. |
The main source of electrical power shall comply with the following: 2.1. where the electrical power can normally be supplied by one generator, suitable load-shedding arrangements shall be provided to ensure the integrity of supplies to services required for propulsion and steering as well as the safety of the ship. In the case of loss of the generator in operation, adequate provision shall be made for automatic starting and connecting to the main switchboard of a stand-by generator of sufficient capacity to permit propulsion and steering and to ensure the safety of the ship with automatic restarting of the essential auxiliaries including, where necessary, sequential operations; 2.2. if the electrical power is normally supplied by more than one generator simultaneously in parallel operation, provision shall be made, for instance by load shedding, to ensure that, in case of loss of one of these generating sets, the remaining ones are kept in operation without overload to permit propulsion and steering, and to ensure the safety of the ship. |
|
|
|
| --- |
--- |
--- |
|
3. |
Where stand-by machines are required for other auxiliary machinery essential to propulsion, automatic changeover devices shall be provided. |
|
|
|
| --- |
--- |
--- |
|
4. |
Automatic control and alarm system 4.1. The control system shall be such that the services needed for the operation of the main propulsion machinery and its auxiliaries are ensured through the necessary automatic arrangements. 4.2. An alarm shall be given on the automatic changeover. 4.3. An alarm system complying with Regulation II-1/E/51 shall be provided for all important pressures, temperatures and fluid levels and other essential parameters. 4.4. A centralised control position shall be arranged with the necessary alarm panels and instrumentation indicating any alarm. |
|
|
|
| --- |
--- |
--- |
|
5. |
Means shall be provided to keep the starting air pressure at the required level where internal combustion engines essential for main propulsion are started by compressed air. |
Regulation II-1/E/54: Special consideration
Ships shall be specially considered by the Administration of the flag State as to whether or not their machinery spaces may be periodically unattended and, if so, whether additional requirements to those stipulated in the relevant Regulations are necessary to achieve equivalent safety to that of normally attended machinery spaces.
PART G
SHIPS USING LOW-FLASHPOINT FUELS
Regulation II-1/G/57: Requirements for ships using low-flashpoint fuels
Ships using gaseous or liquid fuel having a flashpoint lower than otherwise permitted under Regulation II-2/4.2.1.1 shall comply with the requirements of the IGF Code, as defined in SOLAS II-1/2.28.
PART Z
SPECIFIC REQUIREMENTS OF DIRECTIVE 2009/45/EC
On ships fitted with suspended decks for transport of passenger vehicles, the construction, installation and operation shall be carried out in accordance with measures imposed by the Administration of the flag State. With regard to the construction, the relevant rules of a recognised organisation shall be used.
Regulation II-1/Z/101: Railings
|
|
|
|
1. |
On external decks to which passengers are permitted access, and where there is no bulwark of adequate height provided, railings shall be provided of a height of minimum 1 100 mm above the deck and of such design and construction as to prevent any passenger from climbing on these railings and from accidentally falling from that deck. |
|
|
|
| --- |
--- |
--- |
|
2. |
Stairs and landings on such external decks shall be provided with railings of equivalent construction. |
Regulation II-1/Z/102: Lifts
|
|
|
|
1. |
Passenger and goods lifts shall, in respect of dimensioning, layout, number of passengers and/or quantity of goods, comply with the provisions laid down by the Administration of the flag State in each individual case or for each type of plant. |
|
|
|
| --- |
--- |
--- |
|
2. |
Installation drawings and maintenance instructions, including provisions governing periodical inspections, shall be approved by the Administration of the flag State, which shall inspect and approve the plant before it is taken into use. |
|
|
|
| --- |
--- |
--- |
|
3. |
Following approval, the Administration of the flag State will issue a certificate which is to be kept on board. |
|
|
|
| --- |
--- |
--- |
|
4. |
The Administration of the flag State may permit the periodical inspections to be carried out by an expert authorised by the Administration, or by a recognised organisation. |
CHAPTER II-2
FIRE PROTECTION, FIRE DETECTION AND FIRE EXTINCTION
PART A
GENERAL
Regulation II-2/A/1 Application
3. Repairs, alterations, modifications and outfitting
|
|
|
|
3.1. |
All ships which undergo repairs, alterations, modifications and outfitting related thereto not falling under the definition of a major character included in the article 2(zh) of Directive 2009/45/EC shall continue to comply with at least the requirements previously applicable to these ships. |
Regulation II-2/A/2: Fire safety objectives and functional requirements
1. Fire safety objectives
|
|
|
|
1.1. |
The fire safety objectives of this chapter are to: .1 prevent the occurrence of fire and explosion; .2 reduce the risk to life caused by fire; .3 reduce the risk of damage caused by fire to the ship, its cargo and the environment; .4 contain, control and suppress fire and explosion in the compartment of origin; and .5 provide adequate and readily accessible means of escape for passengers and crew. |
2. Functional requirements
|
|
|
|
2.1. |
In order to achieve the fire objectives set out in paragraph 1, the following basic principles underlie the Regulations in this chapter and are embodied in the Regulations as appropriate, having regard to the type of ships and the potential fire hazard involved: .1 division of ship into main vertical zones by thermal and structural boundaries; .2 separation of accommodation spaces from the remainder of the ship by thermal and structural boundaries; .3 restricted use of combustible materials; .4 detection of any fire in the zone of origin; .5 containment and extinction of any fire in the space of origin; .6 protection of means of escape and access for fire-fighting; .7 ready availability of fire-extinguishing appliances; .8 minimisation of possible ignition of flammable cargo vapour. |
3. Achievement of the fire safety objectives
The fire safety objectives set out in paragraph 1 shall be achieved by ensuring compliance with the prescriptive requirements specified in this chapter or by alternative design and arrangements which comply with Part F of the revised Chapter II-2 of SOLAS 1974, as amended. A ship shall be considered to meet the functional requirements set out in paragraph 2 and to achieve the fire safety objectives set out in paragraph 1 when either:
Legalize