Full Text
REGD. No. D. L.-33004/99
The Gazette of India
EXTRAORDINARY
PART II—Section 3—Sub-section (i)
PUBLISHED BY AUTHORITY
No. 566] NEW DELHI, MONDAY, JULY 13, 2026/ASHADHA 22, 1948
CG-DL-E-23072026-274725
MINISTRY OF PORTS, SHIPPING AND WATERWAYS
NOTIFICATION
New Delhi, the 13th July, 2026
G.S.R. 624(E).— In exercise of the powers conferred by section 116, sub-section (2) of
section 121 and sub-section (2) of section 130 of the Merchant Shipping Act, 2025 (24 of 2025),
the Central Government hereby makes the following rules, namely:—
1. Short title and commencement.— (1) These rules may be called the Merchant
Shipping (Passenger Ship Construction, Fire Appliances and Survey) Rules, 2026.
(2) They shall come into force on the date of their publication in the Official Gazette.
2. Application.— (1) Unless expressly otherwise provided, these rules shall apply to the
following ships registered in India : -
(a) every seagoing passenger ship, being a new ship, of such classes as specified in
the Schedule, which is registered in India, wherever it may be;
(b) every special trade passenger ship, being a new ship, of such classes as specified
in the Schedule, which is registered in India, wherever it may be;
(c) every seagoing passenger ship of such classes as specified in the Schedule,
registered in a country outside India, while such ship is at a port or place in India or
within the coastal waters of India; and
(d) every special trade passenger ship of such classes as specified in any of the
Schedules annex to these rules, registered in a country outside India, while such ship
is at a port or place in India or within the coastal waters of India.
(2) The types of ships referred to in sub-rule(1) to which the specific requirements provided in these
rules apply and the extent of such application are as provided under the Schedule:
Provided these rules shall apply to such ships, the keel of which are laid or which are at
a similar stage of construction on or after the date of notification of these rules:
Provided further that such ships, the keel of which was laid or was at a similar stage of
construction before the date of coming into force of these rules, shall comply with the
requirements specified in the Merchant Shipping (Construction and Survey of Passenger Ships)
Rules, 1981 and the Merchant Shipping (Fire Appliances) Rules, 1990 made under Merchant
Shipping Act,1958 (44 of 1958), as it existed prior to its repeal.
Explanation — For the purposes of this sub-rule, “similar stage of construction” means the
stage at which -
(a)construction identifiable with a specific ship begins; and
(b)assembly of that ship has commenced, comprising—
(i) at least 50 tons of the estimated mass of all structural material; or
(ii) one per cent. of the estimated mass of all structural material, whichever is the
lesser.
3. Definitions - In these rules, unless the context otherwise requires; —
(1) ‘A' class divisions” means those divisions formed by bulkheads and decks and;
(a) are constructed of steel or other equivalent material;
(b) are suitably stiffened;
(c) are so constructed so as to be capable of preventing the passage of smoke and
flame to the end of the one-hour standard fire test;
(d) are insulated with approved non-combustible materials such that the average
temperature of the unexposed side shall not rise more than 140ºC above the
original temperature, nor shall the temperature, at any one point, including any joint,
rise more than 180º C above the original temperature within the time specified in
column(2) of the table below in relation to the classes specified in the corresponding
entry in column (1) of the said table:
+---------------+------------+
| (1) | (2) |
+===============+============+
| class "A-60" | 60 minutes |
+---------------+------------+
| class "A-30" | 30 minutes |
+---------------+------------+
| class "A-15" | 15 minutes |
+---------------+------------+
| class "A-0" | 0 minutes; |
+---------------+------------+
(e) the Director-General has required a test of a prototype bulkhead or deck in
accordance with the Fire Test Procedures Code to ensure that it meets the above
requirements for integrity and temperature rise;
(2) "accommodation space" means the space used for public spaces, corridors, lavatories,
cabins, offices hospitals, games and hobbies rooms, pantries containing no cooking
appliances and similar spaces;
(3) "Act" means the Merchant Shipping Act, 2025 (24 of 2025);
(4) “anchor handling” winch means any winch for the purpose of deploying, recovering and
repositioning anchors and mooring lines in sub-sea operations; and
(5) "approved" means approved by the Director-General;.
(6) “atriums” are public spaces within a single main vertical zone spanning to three or more
open decks;
(7) "auxiliary steering gear" means the equipment, not being any part of the main steering
gear, necessary to steer a ship in the event of failure of the main general of shipping;
steering gear but does not include the tiller, quadrant or components serving the same
purpose;
(8) “aft terminal” is the aft limit of the sub-division length;
(9) "B class divisions" mean those divisions formed by bulkheads, decks ceilings or lining,
which—
(a) are so constructed as to be capable of preventing by passage of flame at the end
of the first half-hour of the standard fire test;
(b) have an insulation value so that if the division is exposed to a standard fire test, the
average temperature on the unexposed side does not rise more than 140ºC above
the original temperature, or does the temperature at any one point including any
joint, wrist more than 225ºC above the original temperature, within the time listed
below:
+---------------+------------+
| class "B-15" | 15 minutes |
+---------------+------------+
| class "B-0" | 0 minute; |
+---------------+------------+
(c) are constructed of approved non-combustible materials and all materials used in
their construction and erection are non- combustible, with the exception that
combustible veneers may be permitted if they meet other appropriate requirements;
and
(d) the Director-General has required a test of a prototype bulkhead or deck in
accordance with the Fire Test Procedures Code to ensure that it meets the above
requirements for integrity and temperature rise;
(10)“Breadth (B)” of a ship is the greatest moulded breadth of the ship at or below the
deepest sub-division draught;
(11) "bulkhead deck" in relation to a passenger ship, means the uppermost deck —
(a) to which the main bulkheads and the ship's shell are carried watertight, for ships,
subject to the provisions of regulation II-1/1.1.1.1 of International Convention for the
Safety of Life at Sea (SOLAS); and
(b) at any point in the sub-division length (Ls) to which the main bulkheads and the ship's
shell are carried watertight and the lowermost deck from which passenger and crew
evacuation shall not be impeded by water in any stage of flooding for damage cases
defined in paragraph 20 of schedule 1, for ships not subject to the provisions of
regulation II-1/1.1.1.1 of International Convention for the Safety of Life at Sea but
constructed on or after the1st January, 2009;
Provided that in a cargo ship not subject to the provisions of regulation II-1/1.1.1.1
of International Convention for the Safety of Life at Sea but constructed on or after the
1st January, 2009, the freeboard deck may be taken as the bulkhead deck;
(12) "cargo area" mean the part of a ship which contains cargo spaces, slop tanks
and cargo pump rooms, cofferdams, ballast and void spaces adjacent to cargo
tanks and also deck areas throughout the length and breadth of the part of the
ship over such spaces;
(13) "C class divisions" mean those divisions constructed, having approved non
combustible materials. Which need not meet the either requirement relating to
the passage of smoke and flame or limitations to the temperature rise and are
permitted with combustible veneers, if they meet other requirements of these
rules;
(14) "cargo control station" means a space from which the loading, discharging or
transferring of any cargo may be controlled;
(15) “cargo ship “means a ship which is not a passenger ship;
(16) "cargo pump room" means the room in which pumps used for loading, discharge
or transferring oil cargoes are located;
(17) "cargo spaces" means all spaces used for cargo (including cargo oil tanks) and
trunks to such spaces;
(18) “central control station” is a control station in which the following control and
indicator functions are centralised namely:-
(a) fixed fire detection and alarm systems;
(b) automatic sprinkler, fire detection and fire alarm systems;
(c) fire door indicator panels;
(d) fire door closure;
(e) watertight door indicator panels;
(f) watertight door closures;
(g) ventilation fans;
(h) general/fire alarms;
(i) communication systems including telephones; and
(j) microphones to public address system;
(19) "closed RO/RO" means RO/RO cargo spaces which are neither open RO/RO
spaces nor weather deck;
(20) “closed vehicle spaces” are vehicle spaces which are neither open vehicle spaces
nor weather decks;
(21) "control stations” are those spaces in which the ship's radio or main navigating
equipment or the emergency source of power is located or where the fire recording
or fire control equipment is centralised;
(22) “continuous B class ceilings or lining’s” are those B class ceilings or linings which
terminate at an "A" or "B" class division;
(23) "Crew spaces" means accommodation provided exclusively for the use of crew;
(24) "dangerous goods" means those goods referred to in the International Maritime
Dangerous Goods Code, as amended from time to time;
(25) "dead ship condition" means the condition under which the main propulsion and
the boilers and auxiliaries are not in operation due to the absence of power;
(26) "dead weight" means the difference in metric tons between the displacement of a
ship in water of a specific gravity of 1.025 at the load water line corresponding to
the assigned summer free-board and the lightweight of the ship;
(27) “deepest sub-division draught (ds)” is the summer load line draught of the ship;
(28) “design pressure” means the hydrostatic pressure for which each structure or
appliance assumed watertight in the intact and damage stability calculations is
designed to withstand;
(29) “draught (d)” is the vertical distance from the keel line —
(a) at amidships, for ships which are subject to the provisions of regulation II-1/1.1.1.1 of
International Convention for the Safety of Life at Sea; and
(b) at the mid-point of the sub-division length (Ls), for ships which are not subject to the
provisions of regulation II-1/1.1.1.1 of International Convention for the Safety of Life
at Sea but constructed on or after the 1st January, 2009, to the waterline in question.
(30)"emergency condition" means the condition under which any services needed for
normal operational and habitable conditions are not in working order due to failure
of the main source of electrical power;
(31)"emergency source of electrical power" means the source of electrical power
intended to supply the emergency switch board in the event of failure of the supply
from the main source of electrical power;
(32)"emergency switch board" means the switch board which, in the event of failure of
the main electrical power supply system, is directly supplied by the emergency
source of electrical power or the transitional source of emergency power and is
intended to distribute electrical energy to the emergency services;
(33) "flammable" means substances capable of being ignited and of burning in air;
(34) “forward perpendicular" means the perpendicular taken at the forward end of the
length(L);
(35) “forward terminal” means the forward limit of the sub-division length;
(36) "freeboard deck" shall have the same meaning as assigned to it in the applicable rules
made under the Act dealing with load line.
(37) “flashpoint” is the temperature in degree celsius (closed cup test) at which a
product shall give off enough flammable vapour to be ignited, as determined by an
approved flashpoint apparatus;
(38) “Fire Test Procedures Code” or “FTP Code” means the International Code for
Application of Fire Test Procedures, 2010 (2010 FTP Code), as adopted by the
Maritime Safety Committee of the organisation by resolution MSC.307(88), as may
be amended by the International Maritime Organisation .
(39) "hazardous area" means an area in which explosive gas-air mixture are, or may
be, expected to be present in quantities such as, to require special precaution for
the construction and use of electrical apparatus or other apparatus, which
otherwise would constitute a source of ignition;
(40) "hazardous zone or space" means-
(a)spaces containing flammable cargo or spaces adjacent to cargo tanks;
(b)all enclosed and semi-enclosed space with direct access to such spaces:
Provided that an enclosed space situated in a hazardous zone or space may
be regarded as non-hazardous, if it is separated from liquid cargo spaces by at least two
gas tight steel bullheads or decks, with no direct opening into such hazardous zone or
space and is mechanically ventilated;
(41) “helideck” means a purpose-built helicopter landing area located on a ship
including all structures, fire-fighting appliances and other equipment necessary
for the safe operation of helicopters.
(42) “helicopter facility” means a helideck including any refueling and hangar facilities.
(43) “helicopter landing area” means an area on a ship designated for occasional or
emergency landing of helicopters but not designed for routine helicopter
operations;
(44) “IMO” means the International Maritime Organisation;
(45) “international voyage” means a voyage from any port in India to any other port
outside India; or as the case may be conversely;
(46) "length (L)" shall have the same meaning as assigned to it in the applicable rules made
under the Act dealing with load line;
(47) "light weight" means the displacement of the ship in metric tons without cargo,
fuel, lubricating oil, ballast water, fresh water and feed water in tanks, consumable
stores, and passengers and crew and their effects;
(48) “light service draught (dl)” means the service draught corresponding to the lightest
anticipated loading and associated tankage, including, such ballast as may be
necessary for stability or immersion and Passenger ships shall include the full
complement of passengers and crew on board;
(49) “loose gear” means an article of ships equipment by means of which a load can
be attached to a lifting appliance or an anchor handling winch but which does not
form an integral part of the appliance or load.
(50) “low flame spread” means that the surface thus described shall adequately restrict
the spread of flame, which shall be determined in accordance with the Fire Test
Procedures Code;
(51) "machinery control room" means a room from which the propelling machinery and
boiler serving the needs of propulsion may be controlled;
(52) "machinery space" means all machinery spaces of category "A" and all other
spaces containing propelling machinery, boiler, oil fuel units, steam or internal
combustion engines, generators, and major electrical machinery oil filling stations,
refrigerating, stabilising, ventilation and air conditioning machinery and similar
spaces and trunks to such spaces;
(53) “machinery spaces of category A” means those spaces and trunks to such spaces
which contain: —
(a) internal combustion machinery used for main propulsion; or
(b) internal combustion machinery used for purposes other than main propulsion, where
such machinery has in the aggregate a total power output of not less than 375 kW;
or
(c) any oil-fired boiler or oil fuel unit;
(54) "main source of electrical power" means a source intended to supply electrical
power to the main switchboard for distribution to all services necessary for
maintaining the ship in normal operational and habitable conditions;
(55) "main steering gear" means the machinery, rudder actuators, steering gear power
units, if any, and ancillary equipment and the means of applying torque to the
rudder for the purpose of steering the ship under normal service conditions;
(56) "main switch board" means the switch board which is directly supplied by the main
source of electrical power and is intended to distribute electrical energy to the
ships service;
(57) “main vertical zones” are those sections into which the hull, superstructure and
deckhouses are divided by ‘A’ class divisions, the mean length and width of which
on any deck, does not in general exceed 40m;
(58) “MARPOL” means MARPOL 73/78 Convention of IMO along with its Protocols
and Amendments, as applicable;
(59) "maximum ahead service speed" means the greatest speed, the ship is designed
to maintain at sea at her deepest seagoing draft;
(60) "maximum astern speed" means the speed, which it is estimated, the ship can
attain at the design maximum astern power at the deepest sea-going draught;
(61) “mile” means 6080 feet or 1852 meters;
(62) "motor ship" means a ship propelled by internal combustion engine;
(63) “notice” means any notice issued by the Director-General under section 301 of
the Act.
(64) "navigable speed" means the minimum speed at which the ship can be effectively
steered in the ahead direction;
(65) "non-combustible material" means a material which neither burns nor gives off
flammable vapors in sufficient quantity for self-ignition when heated to
approximately 750ºC, which shall be determined by an established test procedure
to the satisfaction of the Director-General. of maritime administration;
(66) "normal operational and habitable condition" means a condition under which the
ship as a whole, the machinery, services, means and aids ensuring propulsion,
ability to steer, safe navigation, fire and flooding safety, internal and external
communications and signals, means of escape, and emergency boat winches, as
well as, the designed comfortable conditions of habitability are in working order
and functioning normally;
(67) "oil fuel unit" means the equipment used for the operation of oil fuel for delivery to
an oil fired boiler, or equipment used for the preparation for delivery of heated oil
to internal combustion engines, and includes any oil at pressure pumps, filters
and heaters, dealing with oil at pressure of more than 1.8 kilograms/cm;
(68) "open RO/RO” means RO/RO cargo spaces either open at both ends or open at
one end and provided with adequate natural ventilation effective over their entire
length through permanent openings in the side plating or open deck having a total
area of at least 10% of the total area of the space sides.
(69) “open vehicle spaces” means those vehicle spaces either open at both ends, or
have an opening at one end and are provided with adequate natural ventilation
effective over their entire length through permanent openings distributed in the
side plating or deckhead or from above, having a total area of at least 10% of the
total area of the space sides.
(70) “organisation” means the International Maritime Organisation(IMO);
(71) “passenger ship” means a ship which carries more than twelve passengers;
(72) “partial subdivision draught (dp)” means the light service draught plus sixty
percentage of the difference between the light service draught and the deepest
sub-division draught;
(73) "Power actuating system" means a hydraulic equipment provided for supplying
power to turn the rudderstock comprising a steering gear unit or units together
with the associated pipes and fittings and a rudder actuator. which may share
common mechanical components serving the same purpose;
(74) “principal officer" means an officer referred to in sub-section (2) of section 8 of the
Act;
(75) "public spaces" means those portions of the accommodation spaces which are
used for halls, dining rooms, lounges and similar permanently enclosed spaces;
(76) “permeability (μ)” of a space means the proportion of the immersed volume of that
space which can be occupied by water;
(77) “prescriptive requirements” means the construction characteristics, limiting
dimensions, or fire safety systems specified in any of the Schedules annexed to
these rules;
(78) "reid vapour pressure" means the vapour pressure of a liquid, as determined by
laboratory testing in a standard manner in the reid apparatus;
(79) “rooms containing furniture and furnishings of restricted fire risk for the purpose
of regulation 9 of International Convention for the Safety of Life at Sea (SOLAS)”
means those rooms containing furniture and furnishings of restricted fire risk
(whether cabins, public spaces, offices or other types of accommodation) in
which, —
(a) furniture such as desks, wardrobes, dressing tables, bureaux, or dressers are
constructed entirely of approved non-combustible materials, except that a
combustible veneer not exceeding 2 mm that may be used on the working surface
of such articles;
(b) free-standing furniture such as chairs, sofas, or tables are constructed with frames
of non-combustible materials;
(c) draperies, curtains and other suspended textile materials having resistance
qualities to the propagation of flame not inferior to those of wool having a mass of
0.8 kg/m2, which shall be determined in accordance with the Fire Test Procedures
Code;
(d) floor coverings have low flame-spread characteristics;
(e) exposed surfaces of bulkheads, linings and ceilings have low flame-spread
characteristics;
(f) upholstered furniture having resistance qualities of resistance to the ignition and
propagation of flame, which shall be determined in accordance with the Fire Test
Procedures Code; and
(g) bedding components having resistance qualities to the ignition and propagation of
flame, which shall be determined in accordance with the Fire Test Procedures
Code;
(80) "RO/RO cargo spaces" mean those spaces not normally sub-divided in anyway
and extending to either a substantial length or the entire length of the ship in which
goods (package or in bulk) in or on rail or road cars, vehicles (including road and
rail tankers, trailers, containers, pallets dismountable tanks or in or on similar
stowage units or other receptacles) can be loaded and unloaded normally in a
horizontal direction;
(81) “RO/RO spaces” means those spaces not normally sub-divided in any way and
normally extending to either a substantial length or the entire length of the ship in
which motor vehicles with fuel in their tanks for their own propulsion or goods
(packaged or in bulk, in or on rail or road cars, vehicles (including road or rail
tankers), trailers, containers, pallets, demountable tanks or in or on similar stowage
units or other receptacles) can be loaded and unloaded normally in a horizontal
direction;
(82) “sauna” is a hot room with temperatures normally varying between 800ºC and
1200ºC, where the heat is provided by a hot surface (e.g., by an electrically heated
oven), which may also include the space where the oven is located and adjacent
bathrooms ;
(83) "Schedule" a Schedule annexed to these rules specifying the various requirements
of Chapter VI of SOLAS, as amended from time to time (ambulatory incorporation),
together with the necessary flexibilities afforded to the Indian administration.
(84) "service spaces" mean those spaces used for galleys, pantries containing cooking
appliances, lockers, main and specie room, store room, workshops other than
those forming part of the machinery spaces and similar spaces and trunks to such
spaces;
(85) "settling tank" means an oil storage tank having a heating surface of not less than
0.183 m/tone of oil capacity;
(86) "special category spaces" mean those enclosed vehicle spaces above and below
the bulkhead deck, into and from which vehicles can be driven and to which
passengers have access, and such spaces may be accommodated on more than
one deck provided that the overall clear height for vehicles does not exceed 10m;
(87) "standard fire test" means a test in which specimens of the relevant bulkheads or
decks are exposed in a test furnace to temperatures corresponding to the standard
time- temperature curve in accordance with the test method specified in the Fire
Test Procedure Code;
(88) "steel or other equivalent material" means any non combustible material which, by
itself or due to insulation provided, has structural and integrity properties equivalent
to steel at the end of the applicable fire exposure to the standard fire test;
(89) "steering gear control system" means the equipment by which orders are
transmitted from the navigating bridge to the steering gear power units, steering
gear control system comprise transmitters, receivers, hydraulic control pumps and
their associated motors, motor controllers, piping and cables;
(90) "steering gear power unit" means, —
(a) in the case of electrical steering gear, the electric motor and its associated
equipment;
(b) in the case electro-hydraulic steering gear, the electric motor, its associated
electrical equipment and connected pumps; and
(c) in the case of steam hydraulic or pneumatic hydraulic steering gear, the driving
engine and connected pump;
(91)“SOLAS” means the International Convention for the Safety of Life at Sea,1974 of
the International Maritime Organisation with its Protocols and Amendments, as
applicable;
(92)"surveyor" means a person appointed or authorised in this behalf by the Central
Government under section 8 of the Act;
(93)“Subdivision length (Ls)” is the greatest projected moulded length of that part of
the ship at or below deck or decks limiting the vertical extent of flooding with the
ship at the deepest sub-division draught;
(94) "ton" means gross ton;
(95)“trim” means the difference between the draught forward and the draught aft, where
the draughts are measured at the forward and aft: —
(a) perpendiculars respectively, as defined in the International Convention on Load
Lines in force, for ships subject to the provisions of regulation II-1/1.1.1.1 of the
International Convention for the Safety of Life at Sea; and
(b) terminals respectively, for ships not subject to the provisions of regulation II-1/1.1.1.1
of the International Convention for the Safety of Life at Sea but constructed on or
after the 1st January 2009; disregarding any rake of keel;
(96) “vehicle spaces” means cargo spaces intended for carriage of motor vehicles
with fuel in their tanks for their own propulsion;
(97) “vehicle carrier” means a cargo ship, which only carries cargo in Ro/Ro spaces
or vehicle spaces, and which is designed for the carriage of unoccupied motor
vehicles without cargo, as cargo;
(98) "watertight” means having scantling and arrangements capable of preventing
the passage of water in any direction under the head of water likely to occur in
intact and damaged conditions and in damaged condition, the head of water is
to be considered in the worst situation at equilibrium, including intermediate
stages of flooding;
(99) "weather deck" means the deck which is completely exposed to the weather
from above and from at least two sides;
(100) “winching” area means a pick-up area provided for the transfer by personnel or
stores to or from the ship, while the helicopter hovers above the deck;
(101) “weathertight” means that in any sea conditions water shall not penetrate into
the ship;
(2) Words and expressions used in these rules but not defined herein shall have the
meanings respectively assigned to them in the Act, and in the applicable Codes and
Conventions, as the case maybe.
CHAPTER-II
STRUCTURE OF SHIPS
2. Structural, mechanical and electrical requirements for ships. - In addition to the
requirements contained elsewhere in the present rules, ships shall be designed,
constructed and maintained in compliance with the structural, mechanical and
electrical requirements of a classification society which is recognized by the Central
Government or with applicable national standards prescribed by the Central
Government which provide an equivalent level of safety.
3. Corrosion prevention of seawater ballast tanks.- (1) Sub-paragraph (2) and (4) of this
paragraph apply to ships of not less than 500 gross tonnage.
(2) All dedicated seawater ballast tanks and double-side skin spaces shall be coated
during construction in accordance with the Performance standard for protective
coatings for dedicated seawater ballast tanks in all types of ships and double-side skin
spaces, adopted by the Maritime Safety Committee by resolution MSC.215(82), as
may be amended by the IMO, provided that such amendments are adopted, brought
into force and take effect in accordance with the provisions of article VIII of
International Convention for the Safety of Life at Sea 1974 concerning the amendment
procedures applicable to the Annex other than Chapter I of the International
Convention for the Safety of Life at Sea.
(3) All dedicated seawater ballast tanks constructed on or after the 1st July, 1998, for
which sub-paragraph (2) is not applicable, shall comply with the requirements of
regulation II-1/3-2 adopted by resolution MSC. 47(66).
(4) Maintenance of the protective coating system shall be included in the overall ship’s
maintenance scheme. The effectiveness of the protective coating system shall be
verified during the life of a ship by the Director-General or an organisation recognised
by the Central Government, based on the guidelines developed by The Director
General.
4. Emergency towing arrangements on ships- (1) Emergency towing arrangements
shall be fitted on ships, of not less than 20,000 gross tonnage, constructed on or after
the 1st January 2028.
(2) For ships, other than tankers, constructed on or after the 1st January, 2028 -
(a) the arrangements shall be, at all times, be capable of rapid deployment in the
absence of main power on the ship to be towed and easy connection to the towing
ship; and
(b) emergency towing arrangements shall have to be of adequate strength taking into
account the size of the ship, and the expected forces during bad weather
conditions. The design and construction and prototype testing of emergency
towing arrangements shall be approved by the Director-General based on the
guidelines developed by the IMO.
5. Emergency Towing Procedure on Ships – (1) This paragraph applies to all passenger
ships, not later than the 1st January 2010.
(2) Ships shall be provided with a ship-specific emergency towing procedure. Such a
procedure shall be carried aboard the ship for use in emergency situations and shall
be based on existing arrangements and equipment available on board the ship. The
procedure shall include -
(a) drawings of fore and aft deck showing possible emergency towing arrangements;
(b) inventory of equipment on board that can be used for emergency towing;
(c) means and methods of communication; and
(d) sample procedures to facilitate the preparation for and conducting of emergency
towing operations.
6. New installation of materials containing asbestos. – (1) This paragraph shall apply
to materials used for the structure, machinery, electrical installations and equipment
covered by the present rules.
7. Installation of materials containing asbestos Restrictions – (1) For all ships, new
installation of materials which contain asbestos shall be prohibited.
8. Construction drawings maintained on board and ashore. – (1) A set of as-built
construction drawings and other plans showing any subsequent structural alterations
shall be kept on board a ship constructed on or after the 1st January, 2007
(2) An additional set of such drawings shall be kept ashore by the Company, as defined in
regulation IX/1.2 of International Convention for the Safety of Life at Sea.
9. Towing and mooring equipment. — (1)Sub-paragraphs (4) to (6) applies to ships
constructed on or after 1st January 2007
(2) Sub-paragraphs (7) and (8) of this paragraph only apply to ships:
(a) for which the building contract is placed on or after the 1st January, 2024; or
(b) in the absence of a building contract, the keel of which is laid or which is at a similar
stage of construction on or after the 1st July, 2024; or
(c) the delivery of which is on or after the 1st January, 2027.
(3) This paragraph does not apply to towing arrangement provided in accordance with sub
paragraphs (5), (6) and (7) of this paragraph.
(4) Ships shall be provided with arrangements, equipment and fittings of sufficient safe
working load to enable the safe conduct of all towing and mooring operations
associated with the normal operation of the ship.
(5) Arrangements, equipment and fittings provided in accordance with sub-paragraph (4)
shall meet the appropriate requirements of the Director- General or an organisation
recognized by The Director -General.
(6) Each fitting or item of equipment provided under this paragraph shall be clearly marked
with any restrictions associated with its safe operation, taking into account the strength
of its attachment to the ship's structure.
(7) For ships of 3,000 gross tonnage and above, the mooring arrangement shall be
designed, and the mooring equipment including lines shall be selected, in order to
ensure occupational safety and safe mooring of the ship, based on the guidelines
developed by The Director General Ship-specific information shall be provided and
kept on board.
(8) Ships of less than 3,000 gross tonnage should comply with the requirement in
paragraph (7) above as far as reasonably practicable, or with applicable national
standards of The Director-General.
(9) For all ships, mooring equipment, including lines, shall be inspected and maintained
in a suitable condition for their intended purposes.
10.Means of embarkation on and disembarkation from ship. — (1) Ships constructed
on or after the 1st January, 2010 shall be provided with means of embarkation on and
disembarkation from ships for use in port and in port related operations, such as
gangways and accommodation ladders, in accordance with sub paragraph (2), unless
the Director- General deems that compliance with a particular provision is
unreasonable or impractical.
Circumstances where compliance may be deemed unreasonable or impractical may
include where the ship: —
(a) has small freeboards and is provided with boarding ramps; or
(b) is engaged in voyages between designated ports where appropriate shore
accommodation/embarkation ladders (platforms) are provided.
(2) The means of embarkation and disembarkation required in sub-paragraph (1) shall be
constructed and installed based on the guidelines developed by the International
Maritime Organization.
(3) For all ships the means of embarkation and disembarkation shall be inspected and
maintained in suitable condition for their intended purpose, taking into account any
restrictions related to safe loading. All wires used to support the means of embarkation
and disembarkation shall be maintained as specified in regulation III/20.4 of
International Convention for the Safety of Life at Sea.
11.Protection against noise – (1) This paragraph shall be applicable to ships of 1,600
gross tonnage and above -
(a) for which the building contract is placed on or after the 1st July ,2014; or
(b) in the absence of a building contract, the keels of which are laid or which are at a
similar stage of construction on or after the 1st January, 2015; or
(c) the delivery of which is on or after the 1st July, 2018, unless The Director- General
deems that compliance with a particular provision is unreasonable or impractical.
(2) On ships delivered before the 1st July, 2018 and -
(a) contracted for construction before the 1st July, 2014 and the keels of which are laid
or which are at a similar stage of construction on or after the 1st January, 2009; or
(b) in the absence of a building contract, the keels of which are laid or which are at a
similar stage of construction on or after the 1st January, 2009 but before the 1st
January, 2015, measures shall be taken to reduce machinery noise in machinery
spaces to acceptable levels as determined by the Director-General. If this noise
cannot be sufficiently reduced the source of excessive noise shall be 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, if necessary.
(3) Ships shall be constructed to reduce onboard noise and to protect personnel from the
noise in accordance with the code on noise levels on board ships, adopted by the
Maritime Safety Committee by resolution MSC.337(91), as may be amended by the
International Maritime Organization, provided that such amendments are adopted,
brought into force and take effect in accordance with the provisions of article VIII of the
present Convention concerning the amendment procedures applicable to the annex
other than Chapter I. For the purpose of this rule, although the Code on noise levels on
board ships is treated as a mandatory instrument, recommendatory parts as specified
in Chapter I of the code shall be treated as non-mandatory, provided that amendments
to such recommendatory parts are adopted by the Maritime Safety Committee in
accordance with its rules of procedure.
(4) Notwithstanding the requirements of sub-paragraph (1), this paragraph does not apply
to types of ships listed in paragraph 1.3.4 of the code on noise levels on board ships.
CHAPTER -III
SUB-DIVISION AND STABILITY
12.General. — (1) Unless expressly provided otherwise, the requirements in this paragraph
shall be applicable to Classes I to VI.
(2) The Director-General may, for a particular ship or group of ships, accept alternative
methodologies if it is satisfied that at least the same degree of safety as represented by these
regulations is achieved. Any administration which allows such alternative methodologies
shall communicate to the IMO particulars thereof.
(3) Passenger Ships shall be as efficiently subdivided as is possible having regard to the nature
of the service for which they are intended. The degree of subdivision shall vary with the
subdivision length (Ls) of the ship and with the service, in such manner that the highest
degree of subdivision corresponds with the ships of greatest subdivision length (Ls), primarily
engaged in the carriage of passengers.
(4) Where it is proposed to fit decks, inner skins or longitudinal bulkheads of sufficient tightness
to seriously restrict the flow of water, the Director- General Shall be satisfied that proper
consideration is given to beneficial or adverse effects of such structures in the calculations.
13.Intact Stability. — (1) Every passenger ship, regardless of size, shall be inclined upon its
completion. The lightship displacement and the longitudinal, transverse and vertical position
of its centre of gravity shall be determined. In addition to any other applicable requirements
of the present regulations, ships having a length of 24 meter and upwards shall as a minimum
comply with the requirements of part A of the 2008 Intact Stability code of International
Maritime Organization.
(2) The Director General may allow the inclining test of an individual ship to be dispensed with
provided basic stability data are available from the inclining test of a sister ship and it is
shown to the satisfaction of the Director-General that reliable stability information for the
exempted ship can be obtained from such basic data, as required by rule 14. A lightweight
survey shall be carried out upon completion and the ship shall be inclined whenever in
comparison with the data derived from the sister ship, a deviation from the lightship
displacement exceeding 1 per cent. for ships of 160 m or more in length and two per cent.
for ships of 50 m or less in length and as determined by linear interpolation for intermediate
lengths or a deviation from the lightship longitudinal center of gravity exceeding 0.5 per cent.
of L is found.
(3) The Director-General may also allow the inclining test of an individual ship or class of ships
when reference to existing data for similar ships clearly indicates that due to the ship’s
proportions and arrangements more than sufficient metacentric height shall be available in
all probable loading conditions.
(4) Where any alterations are made to a ship so as to materially affect the stability information
supplied to the master, amended stability information shall be provided. If necessary, the
ship shall be re-inclined. The ship shall be re-inclined if anticipated deviations exceed one of
the values specified in sub-paragraph (5)
(5) At periodical intervals not exceeding five years, a lightweight survey shall be carried out on
all passenger ships to verify any changes in lightship displacement and longitudinal center
of gravity. The ship shall be re-inclined whenever, in comparison with the approved stability
information, a deviation from the lightship displacement exceeding two per cent. or a
deviation of the longitudinal center of gravity exceeding one per cent. of L is found or
anticipated.
(6) Every ship shall have scales of draughts marked clearly at the bow and stern. In the case
where the draught marks are not located, where they are easily readable, or operational
constraints for a particular trade make it difficult to read the draught marks, then the ship
shall also be fitted with a reliable draught indicating system by which the bow and stern
draughts can be determined.
14.Stability information to be supplied to the master. — (1) The master shall be supplied
with such information satisfactory to the Director-General as is necessary to enable him
by rapid and simple processes to obtain accurate guidance as to the stability of the ship
under varying conditions of service. A copy of the stability information shall be furnished
to the Director-General.
(2) The information should include -
(a) curves or tables of minimum operational metacentric height (GM) and maximum
permissible trim versus draught which assures compliance with the intact and
damage stability requirements, alternatively corresponding curves or tables of the
maximum allowable vertical centre of gravity (KG) versus draught, or with the
equivalents of either of these curves or table;
(b) instructions concerning the operation of cross-flooding arrangements; and
(c) all other data and aids which might be necessary to maintain the required intact stability
and stability after damage.
(3) The intact and damage stability information required by sub-paragraph (2) shall be
presented as consolidated data and encompass the full operating range of draught and
trim. Applied trim values will coincide in all stability information intended for use on board.
Information not required for determination of stability and trim limits should be excluded
from this information.
(4) If the damage stability is calculated in accordance with paragraphs 15 to 19 and, if
applicable, with paragraph 20, a stability limit curve is to be determined using linear
interpolation between the minimum required metacentric height (GM) assumed for each
of the three draughts ds, dp and dl. When additional subdivision indices are calculated
for different trims, a single envelope curve based on the minimum values from these
calculations shall be presented. When it is intended to develop curves of maximum
permissible (KG) it shall be ensured that the resulting maximum vertical center of gravity
(KG) curves correspond with a metacentric height (GM).
(5) As an alternative to a single envelope curve, the calculations for additional trims may be
carried out with one common metacentric height (GM) for all of the trims assumed at each
subdivision draught. The lowest values of each partial index As, Ap and Al across these
trims shall then be used in the summation of the attained subdivision index A according
to paragraph 17. This shall result in one metacentric height (GM) limit curve based on the
metacentric height (GM) used at each draught. A trim limit diagram showing the assumed
trim range shall be developed.
(6) When curves or tables of minimum operational metacentric height (GM) versus draught
are not appropriate, the master should ensure that the operating condition does not
deviate from a studied loading condition or verify by calculation that the stability criteria
are satisfied for this loading condition.
15.Required subdivision index R.- (1)The subdivision of a ship is considered sufficient if the
attained subdivision index A, determined in accordance with paragraph 16 , is not less than
the required subdivision index R calculated in accordance with this paragraph and if, in
addition, the partial indices As, Ap and Al are not less than 0.9R for passenger ships.
(2) For ships to which the damage stability requirements of this part apply, the degree of
subdivision to be provided shall be determined by the required subdivision index R, as
follows:(replaced by Res. Maritime Safety Committee.421(98))
(3) In the case of passenger ships:
+-------------------+---------------------------------------------+
| Persons on board | R |
+===================+=============================================+
| N < 400 | R = 0.722 |
+-------------------+---------------------------------------------+
| 400 ≤ N ≤ 1,350 | R = N / 7,580 + 0.66923 |
+-------------------+---------------------------------------------+
| 1,350 < N ≤ 6,000 | R = 0.0369 × Ln (N + 89.048) + 0.579 |
+-------------------+---------------------------------------------+
| N > 6,000 | R = 1 - (852.5 + 0.03875 × N) / (N + 5,000) |
+-------------------+---------------------------------------------+
Where:
N = total number of persons on board.
16.Attained subdivision index A – (1) The attained subdivision index A is obtained by the
summation of the partial indices As, Ap and Al, (weighted as shown) calculated for the
draughts ds, dp and dl defined in rule 2 in accordance with the following formula:
A = 0.4AS + 0.4AP + 0.2AI
Each partial index is a summation of contributions from all damage cases taken in
consideration, using the following formula:
A = ∑(pi × si)
where:
i represents each compartment or group of compartments under consideration,
pi accounts for the probability that only the compartment or group of
compartments under consideration may be flooded, disregarding any horizontal
subdivision, as defined in paragraph 17,
si accounts for the probability of survival after flooding the compartment or group of
compartments under consideration, and includes the effect of any horizontal subdivision,
as defined in paragraph 18.
(2) As a minimum, the calculation of A shall be carried out at the level trim for the deepest
subdivision draught ds and the partial subdivision draught dp. The estimated service trim
may be used for the light service draught dl. If, in any anticipated service condition within
the draught range from ds to dl, the trim variation in comparison with the calculated trims
is greater than 0.5% of L, one or more additional calculations of A are to be performed
for the same draughts but including sufficient trims to ensure that, for all intended service
conditions, the difference in trim in comparison with the reference trim used for one
calculation shall be not more than 0.5% of L. Each additional calculation of A shall comply
with paragraph 15 sub-paragraph (1).
(3) When determining the positive righting lever (GZ) of the residual stability curve in the
intermediate and final equilibrium stages of flooding, the displacement used should be that
of the intact loading condition. All calculations should be done with the ship freely trimming.
(4) The summation indicated by the above formula shall be taken over the ship’s subdivision
length (Ls) for all cases of flooding in which a single compartment or two or more adjacent
compartments are involved. In the case of unsymmetrical arrangements, the calculated A
value should be the mean value obtained from calculations involving both sides.
Alternatively, it should be taken as that corresponding to the side which evidently gives the
least favourable result.
(5) Wherever wing compartments are fitted, contribution to the summation indicated by the
formula shall be taken for all cases of flooding in which wing compartments are involved.
Additionally, cases of simultaneous flooding of a wing compartment or group of
compartments and the adjacent inboard compartment or group of compartments, but
excluding damage of transverse extent greater than one half of the ship breadth B, may be
added. For the purpose of this paragraph, transverse extent is measured inboard from ship’s
side, at right angle to the centreline at the level of the deepest subdivision draught.
(6) In the flooding calculations carried out according to the regulations, only one breach of the
hull and only one free surface need to be assumed. The assumed vertical extent of damage
is to extend from the baseline upwards to any watertight horizontal subdivision above the
waterline or higher. However, if a lesser extent of damage shall give a more severe result,
such extent is to be assumed.
(7) If pipes, ducts or tunnels are situated within the assumed extent of damage, arrangements
are to be made to ensure that progressive flooding cannot thereby extend to compartments
other than those assumed flooded. However, The Director General. may permit minor
progressive flooding if it is demonstrated that its effects can be easily controlled and the
safety of the ship is not impaired.
17. Calculation of the factor pi – (1) The factor pi for a compartment or group of
compartments shall be calculated in accordance with this sub-paragraph (1) and sub
paragraphs (2) and (3) of this paragraph using the following notations:
j = the aftmost damage zone number involved in the damage starting with No.1 at the
stern;
n = the number of adjacent damage zones involved in the damage;
k = is the number of a particular longitudinal bulkhead as barrier or transverse
penetration in a damage zone counted from shell towards the centre line. The shell has
k = 0;
x1 = the distance from the aft terminal of Ls to the aft end of the zone in question;
x2 = the distance from the aft terminal of Ls to the forward end of the zone in question
b = the mean transverse distance in metres measured at right angles to the centreline at the
deepest subdivision draught between the shell and an assumed vertical plane extended
between the longitudinal limits used in calculating the factor pi and which is a tangent to, or
common with, all or part of the outermost portion of the longitudinal bulkhead under
consideration. This vertical plane shall be so orientated that the mean transverse distance
to the shell is a maximum, but not more than twice the least distance between the plane and
the shell. If the upper part of a longitudinal bulkhead is below the deepest subdivision draught
the vertical plane used for determination of b is assumed to extend upwards to the deepest
subdivision waterline. In any case, b is not to be taken greater than B/2.
If the damage involves a single zone only:
pi = p(x1j, x2j) · [r(x1j, x2j, bk) - r(x1j, x2j, b k-1)]
If the damage involves two adjacent zones:
pi = p(x1j, x2j+1) · [r(x1j, x2j+1, bk) - r(x1j, x2j+1, bk-1)]
- p(x1, x2j) · [r(x1jx2j, bk) - r(x1j, x2j, bk-1)]
- p(x1j+1, x2j+1)·[r(x1j+1, x2j+1, bk) - r(x1j+1, x2j+1, bk-1)]
If the damage involves three or more adjacent zones:
pi= p(x1j, x2j+n-1)·[r(x1j, x2j+n-1, bk) - r(x1j, x2j+n-1, bk-1)]
- p(x1jx2j+n-2)·[r(x1j, x2j+n-2, bk) - r(x1j, x2j+n-2, bk-1)]
- p(x1 j+1, x2j+n-1)·[r(x1 j+1, x2j+n-1, bk) - r(x1 j+1, x2j+n-1, b k-1)]
+ p(xj+1, x2j+n-2)·[r(x1j+1, x2j+n-2, bk) - r(x1 j+1, x2 j+n-2, bk-1)]
and where r(x1, x2, b0) = 0
(2) The factor p(x1, x2) is to be calculated according to the following formulae:
Overall normalised max damage length: J max = 10/33
Knuckle point in the distribution: Jkn = 5/33
Cumulative probability at Jkn : pk = 11/12
Maximum absolute damage length: l max = 60 m
Length where normalized distribution ends: L* = 260 m
Probability density at J = 0:
b0 = 2 (pk / Jkn - (1 - pk) / (Jmax - Jkn))
When Ls ≤ L*:
Jm = min{Jmax, Lmax/Ls}
Jk = Jm/2 + (1 - sqrt(1 + (1 - 2pk)b0Jm + 1/4 * b0^2 * Jm^2)) / b0
b12 = b0
When Ls > L*:
Jm* = min{Jmax, Lmax/L*}
Jk* = Jm*/2 + (1 - sqrt(1 + (1 - 2pk)b0Jm* + 1/4 * b0^2 * Jm*^2)) / b0
Jm = Jm* * L* / Ls
Jk = Jk* * L* / Ls
b12 = 2(pk / Jk - (1 - pk) / (Jm - Jk))
b11 = 4((1 - pk) / ((Jm - Jk)Jk) - 2pk / Jk^2)
b21 = -2((1-pk) / (Jm-Jk)^2)
b22 = -b21Jm
The non-dimensional damage length:
J = (x2 - x1) / Ls
The normalized length of a compartment or group of compartments:
Jn is to be taken as the lesser of J and Jm.
(3) Where neither limit of the compartment or group of compartments under consideration
coincides with the aft or forward terminals:
J ≤ Jk:
p(x1, x2) = p1 = 1/6 * J^2 * (b11J + 3b12)
J > Jk:
p(x1, x2) = p2 = -1/3 * b11Jk^3 + 1/2 * (b11J - b12)Jk^2 + b12J Jk - 1/3 * b21(Jn^3 - Jk^3) + 1/2 * (b21J - b22)(Jn^2 - Jk^2) + b22J(Jn - Jk)
(4) Where the aft limit of the compartment or group of compartments under consideration
coincides with the aft terminal or the forward limit of the compartment or group of
compartments under consideration coincides with the forward terminal:
J ≤ Jk:
p(x1, x2) = 1/2 * (p1 + J)
J ≤ Jk:
p(x1, x2) = 1/2 * (p2 + J)
(5) Where the compartment or groups of compartments considered extends over the entire
subdivision length (Ls):
p(x1, x2) = 1
The factor r(x1, x2, b) shall be determined by the following formulae:
r(x1, x2, b) = 1 - (1 - C)[1 - G / p(x1, x2)]
Where,
C = 12Jb(-45Jb + 4)
Where,
Jb = b / 15B
(6) Where the compartment or groups of compartments considered extends over the entire
subdivision length (Ls):
G = G1 = 1/2 * b11Jb^2 + b12Jb
(7) Where neither limits of the compartment or group of compartments under consideration
coincides with the aft or forward terminals:
G = G2 = -1/3 * b11J0^3 + 1/2 * (b11J - b12)J0^2 + b12J J0
Where J0 = min(J, Jb)
(8) Where the aft limit of the compartment or group of compartments under consideration
coincides with the aft terminal or the forward limit of the compartment or group of
compartments under consideration coincides with the forward terminal:
G = 1/2 * (G2 + G1J)
18.Calculation of the factor sub-division index (si) – (1) The factor si shall be determined for
each case of assumed flooding, involving a compartment or group of compartments, in
accordance with the following notations and the provisions in this paragraph. θe is the
equilibrium heel angle in any stage of flooding, in degrees;
θv is the angle, in any stage of flooding, where the righting lever becomes negative, or the
angle at which an opening incapable of being closed weathertight becomes submerged;
GZmax is the maximum positive righting lever, in metres, up to the angle θv; Range is the
range of positive righting levers, in degrees, measured from the angle θe. The positive range
is to be taken up to the angle θv;
Flooding stage is any discrete step during the flooding process, including the stage before
equalisation (if any) until final equilibrium has been reached.
The factor si, for any damage case at any initial loading condition, di, shall be obtained
from the formula:
si = minimum {Sintermediate, i or sfinal , i smom, i}
where:
Sintermediate,i is the probability to survive all intermediate flooding stages until the final
equilibrium stage, and is calculated in accordance with sub-paragraph (2)
Sfinall,i is the probability to survive in the final equilibrium stage of flooding. It is
calculated in accordance with Sub-paragraph (4)
smom,i is the probability to survive heeling moments, and is calculated in
accordance with sub-paragraph (3).
(2) For passenger ships fitted with cross-flooding devices, the factor sintermediate, is taken
as the least of the s-factors obtained from all flooding stages including the stage before
equalisation, if any, and is to be calculated as follows:
Sintermediate,i = [GZmax / 0.05 × Range / 7]^1/4
Where, GZmax is not to be taken as more than 0.05 m and Range as not more than 7°. sintermediate,i = 0,
if the intermediate heel angle exceeds 15º for passenger ships.
For passenger Ships, where cross-flooding devices are fitted, the time for equalisation shall not exceed
10 min.
3 The factor sfinal,ishall be obtained from the formula:
sfinal,i = k [GZmax / TGZmax × Range / TRange]^1/4
Where,
GZmax is not to be taken as more than TGZmax;
Range is not to be taken as more than TRange;
TGZmax = 0.20 m, for Ro/Ro passenger ships each damage case that involves a Ro/Ro space,
TGZmax = 0.12 m, otherwise;
TRange = 20º, for Ro/Ro passenger ships each damage case that involves a Ro/Ro space,
TRange = 16º, otherwise;
k = 1 if θe ≤ θmin
k = 0 if θe ≥ θmax
k = sqrt((θmax - θe) / (θmax - θmin)) otherwise,
Where:
θmin 7° for Passenger ships; and
θmax 15° for passenegr ships.
(3) The factor smom,i is applicable only to passenger ships
and shall be calculated at the final equilibrium from the formula:
smom,i = (GZmax - 0.04) × Displacement / Mheel
where:
Displacement is the intact displacement at the respective draught (ds, dp
or dl).
Mheel is the maximum assumed heeling moment as calculated in
accordance with sub-paragraph 3 of paragraph 3; and
smom,i ≤ 1
Mheel is the maximum assumed heeling moment as calculated in accordance with Sub
paragraph (3) clause (a) and,
smom,i ≤ 1
(a) The heeling moment Mheel is to be calculated as follows:
Mheel = maximum { Mwind or MSurvivalcraft}
(i) Mpassenger is the maximum assumed heeling moment resulting from movement of
passengers, and is to be obtained as follows wind is the maximum assumed wind force acting
in a damage situation:
Mpassenger = (0.075 × Np) × (0.45 × B) (tm)
where:
Np is the maximum number of passengers permitted to be on board in the service condition
corresponding to the deepest subdivision draught under consideration; and
B is the breadth of the ship as defined in sub-rule (9) of rule 3 .
Alternatively, the heeling moment may be calculated assuming the passengers are distributed
with 4 persons per square metre on available deck areas towards one side of the ship on the
decks where muster stations are located and in such a way that they produce the most
adverse heeling moment. In doing so, a weight of 75 kg per passenger is to be assumed
(ii) Mwind is the maximum assumed wind moment acting in a damage situation:
Mwind = (P × A × Z) / 9806 (tm)
where:
P = 120 N/ m2;
A = projected lateral area above waterline;
Z = distance from centre of lateral projected area above waterline to T/2; and
T = ship’s draught,( ds, dp or dl)
(b) MSurvivalcraft is the maximum assumed heeling moment due to the launching of all fully
loaded davit-launched survival craft on one side of the ship. It shall be calculated using
the following assumptions:-
(i) all lifeboats and rescue boats fitted on the side to which the ship has heeled after having
sustained damage shall be assumed to be swung out fully loaded and ready for
lowering;
(ii) for lifeboats which are arranged to be launched fully loaded from the stowed position,
the maximum heeling moment during launching shall be taken;
(iii) a fully loaded davit-launched liferaft attached to each davit on the side to which the
ship has heeled after having sustained damage shall be assumed to be swung out ready
for lowering;
(iv) persons not in the life-saving appliances which are swung out shall not provide either
additional heeling or righting moment; and
(v) life-saving appliances on the side of the ship opposite to the side to which the ship has
heeled shall be assumed to be in a stowed position.
(4) Unsymmetrical flooding is to be kept to a minimum consistent with the efficient
arrangements. Where it is necessary to correct large angles of heel, the means adopted
shall, where practicable, be self-acting, but in any case where controls to equalisation
devices are provided they shall be operable from above the Freeboard deck. These fittings
together with their controls shall be acceptable to the Director-General. Suitable
information concerning the use of equalisation devices shall be supplied to the master of
the ship.
(a) tanks and compartments taking part in such equalisation shall be fitted with air pipes or
equivalent means of sufficient cross-section to ensure that the flow of water into the
equalisation compartments is not delayed;
(b) in all cases, si is to be taken as zero in those cases where the final waterline, taking
into account sinkage, heel and trim, immerses:
(i) the lower edge of openings through which progressive flooding may take
place and such flooding is not accounted for in the calculation of factor
si. Such openings shall include air-pipes, ventilators and openings which
are closed by means of weathertight doors or hatch covers; and
(ii) any part of the bulkhead deck in passenger ships considered horizontal
evacuation route for compliance with chapter X.
(c) the factor si is to be taken as zero if, taking into account sinkage, heel and trim, any of
the following occur in any intermediate stage or in the final stage of flooding:
(i)immersion of any vertical escape hatch in the freeboard deck intended for compliance
with part III;
(ii) any controls intended for the operation of watertight doors, equalisation devices,
valves on piping or on ventilation ducts intended to maintain the integrity of
watertight bulkheads from above the freeboard deck become inaccessible or
inoperable;
(iii) immersion of any part of piping or ventilation ducts located within the assumed
extent of damage and carried through a watertight boundary if this can lead to the
progressive flooding of compartments not assumed as flooded; and
(d) for passenger ships constructed on or after the 1st January 2024, immersion of the lower
edge of openings through which progressive flooding may take place and such flooding
is not accounted for in the calculation of factor si. Such openings shall include air pipes,
ventilators and openings which are closed by means of weathertight doors or hatch
covers.
(5) where horizontal watertight boundaries are fitted above the waterline under consideration
the s-value calculated for the lower compartment or group of compartments shall be
obtained by multiplying the value as determined in sub-paragraph (1) of paragraph 1 by the
reduction factor vm according to Sub- paragraph (6), which represents the probability that
the spaces above the horizontal subdivision shall not be flooded.
(a) the factor vm shall be obtained from the formula:
vm = v(Hj,n,m,d) – v(Hj,n,m–1,d)
where:
Hj, n, m is the least height above the baseline, in metres, within the longitudinal range of
x1(j)...x2(j+n-1) of the mth horizontal boundary which is assumed to limit the vertical extent
of flooding for the damaged compartments under consideration;
Hj, n, m-1 is the least height above the baseline, in metres, within the longitudinal range of
x1(j)...x2(j+n-1) of the (m-1)th horizontal boundary which is assumed to limit the vertical extent
of flooding for the damaged compartments under consideration;
j signifies the aft terminal of the damaged compartments under consideration;
m represents each horizontal boundary counted upwards from the waterline under
consideration;
d is the draught in question as defined in the sub-rule(28) of rule 3 ; and
x1 and x2 represent the terminals of the compartment or group of compartments
considered in paragraph 17.
(6) The factors v(Hj,n,m,d) and v(Hj,n,m–1,d)shall be obtained from the formulae:
v(H, d) = 0.8 * (H - D) / 7.8 if (Hm - d) is less than, or equal to, 7.8 m;
v(H, d) = 0.8 + 0.2 * ((H - D) - 7.8) / 4.7 in all other cases,
where:
v(Hj, n, m, d) is to be taken as 1, if Hm coincides with the uppermost watertight boundary of
the ship within the range (x1(j)...x2(j+n-1)), and
v(Hj, n, 0, d) is to be taken as 0.
In no case is vm to be taken as less than zero or more than 1.
(7) In general, each contribution dA to the index A in the case of horizontal subdivisions is
obtained from the formula:
dA = pi . [v1 . smin1 + (v2 – v1) . smin2 + …. + /(1-vm-1) . sminm]
where:
vm = the v-value calculated in accordance with sub -paragraph (6);
Smin = the least s-factor for all combinations of damages obtained when the assumed
damage extends from the assumed damage height Hm downwards.
19.Permeability. - (1) For the purpose of the subdivision and damage stability calculations
of the rules, the permeability of each general compartment or part of a compartment shall
be as follows :
+--------------------------+--------------+
| Spaces | Permeability |
+==========================+==============+
| Appropriated to stores | 0.60 |
+--------------------------+--------------+
| Occupied by accommodation| 0.95 |
+--------------------------+--------------+
| Occupied by machinery | 0.85 |
+--------------------------+--------------+
| Void spaces | 0.95 |
+--------------------------+--------------+
| Intended for liquids | 0 or 0.95* |
+--------------------------+--------------+
[*Whichever results in the more severe requirement.]
(2) For the purpose of the subdivision and damage stability calculations of the rules, the
permeability of each cargo compartment or part of a compartment shall l be as follows:
+-----------------+---------------------+--------------------+--------------------+
| Spaces | Permeability | Permeability | Permeability |
| | at draught ds | at draught dp | at draught dl |
+=================+=====================+====================+====================+
| Dry Cargo spaces| 0.70 | 0.80 | 0.95 |
+-----------------+---------------------+--------------------+--------------------+
| Container spaces| 0.70 | 0.80 | 0.95 |
+-----------------+---------------------+--------------------+--------------------+
| Ro/Ro spaces | 0.90 | 0.90 | 0.95 |
+-----------------+---------------------+--------------------+--------------------+
| Cargo liquids | 0.70 | 0.80 | 0.95 |
+-----------------+---------------------+--------------------+--------------------+
(3) Other figures for permeability may be used if substantiated by calculations.
20.Special requirements concerning passenger ship stability – (1) A passenger ship
intended to carry 400 or more persons shall have watertight subdivision abaft the collision
bulkhead so that si= 1 for a damage involving all the compartments within 0.08L measured
from the forward perpendicular for the three loading conditions used to calculate the attained
subdivision index A. If the attained subdivision index A is calculated for different trims, this
requirement shall also be satisfied for those loading conditions
.
(2) A passenger ship intended to carry 36 or more persons is to be capable of withstanding
damage along the side shell to an extent specified compliance with this sub-paragraph 3 is to
be achieved by demonstrating that si, as defined in paragraph 18, is not less than 0.9 for the
three loading conditions used to calculate the attained subdivision index A. If the attained
subdivision index A is calculated for different trims, this requirement shall also be satisfied for
those loading conditions.
(3) The damage extent to be assumed when demonstrating compliance with sub-paragraph 2 ,
is to be dependent on the total number of persons carried, and L, such that.
(4) The vertical extent of damage is to extend from the ship’s moulded baseline to a position up
to 12.5 m above the position of the deepest subdivision draught as defined in the in sub-rule
(28) of rule 3, unless a lesser vertical extent of damage were to give a lower value of si, in
which case this reduced extent is to be used.
(5) 400 or more persons are to be carried, a damage length of 0.03L, but not less than 3 m is to
be assumed at any position along the side shell, in conjunction with a penetration inboard of
0.1B but not less than 0.75 m measured inboard from the ship side, at right angles to the
centerline at the level of the deepest subdivision draught.
(6) Where less than 400 persons are carried, damage length is to be assumed at any position
along the shell side between transverse watertight bulkheads provided that the distance
between two adjacent transverse watertight bulkheads is not less than the assumed damage
length. If the distance between adjacent transverse watertight bulkheads is less than the
assumed damage length, only one of these bulkheads shall be considered effective for the
purpose of demonstrating compliance of sub – paragraph (2).
(7) where 36 persons are carried, a damage length of 0.015L but not less than 3 m is to be
assumed, in conjunction with a penetration inboard of 0.05B but not less than 0.75 m.
(8) where more than 36, but fewer than 400 persons are carried the values of damage length and
penetration inboard, used in the determination of the assumed extent of damage, are to be
obtained by linear interpolation between the values of damage length and penetration which
apply for ships carrying 36 persons and 400 persons as specified in sub-paragraph (5)
and (7).
21.System capabilities and operational information after a flooding casualty on passenger
ships – (1) Application: passenger ships having length, as defined in schedule 1, of 120
meter or more or having three or more main vertical zones shall comply with the provisions of
this schedule.
(2) Availability of essential systems in case of flooding damage, a passenger ship shall be
designed so that the systems specified in paragraph 38 remain operational when the ship is
subject to flooding of any single watertight compartment.
(3) Operational information after a flooding casualty -
(a) for the purpose of providing operational information to the master for safe return to port
after a flooding casualty, passenger ships, as specified in sub- paragraph (1) of
paragraph 21
(i)an onboard stability computer; or
(ii) shore-based support, based on the guidelines developed
based on the guidelines developed by the organisation
(b) passenger ships constructed before the 1st January, 2014 shall comply with the
provisions in the clause of clause (a) of sub-paragraph (3) of paragraph (21) not later
than the first renewal survey after the 1st January, 2025.
(c) In addition to the requirements specified in this paragraph, vessels classified under type
I to IV shall also comply with the requirements specified under Paragraph 96.
22.Double bottoms in passenger ships – (1) A double bottom shall be fitted extending from
the collision bulkhead to the after peak bulkhead as far as this is practicable and compatible
with the design and proper working of the ship.
(2) Where a double bottom is required to be fitted the inner bottom shall be continued out to the
ship's sides in such a manner as to protect the bottom to the turn of the bilge. Such protection
shall be deemed satisfactory if the inner bottom is not lower at any part than a plane parallel
with the keel line and which is located not less than a vertical distance h measured from the
keel line, as calculated by the formula:
h = B/20
However, in no case is the value of h to be less than 760 mm, and need not be taken as
more than 2,000 mm.
(3) Small wells constructed in the double bottom in connection with drainage arrangements shall
not extend downward more than necessary. The vertical distance from the bottom of such a
well to a plane coinciding with the keel line shall not be less than h/2 or 500 mm, whichever
is greater, or compliance with paragraph (8) of this paragraph all be shown for that part of the
ship. The vertical distance from the bottom of such a well to a plane coinciding with the keel
line shall not be less than h/2 or 500 mm, whichever is greater, or compliance with the
paragraph that shall be shown for that part of the ship.
(4) Other wells (e.g. for lubricating oil under main engines) may be permitted by the Director -
General if satisfied that the arrangements give protection equivalent to that afforded by a
double bottom complying with this paragraph.
(5) A double bottom need not be fitted in way of watertight tanks, including dry tanks of moderate
size, provided the safety of the ship is not impaired in the event of bottom or side damage.
(6) In the case of passenger ships of classes V, VI , the Director-General may permit a double
bottom to be dispensed with if satisfied that the fitting of a double bottom in that part would
not be compatible with the design and proper working of the ship.
(7) In the case of unusual bottom arrangements in a passenger ship, it shall be demonstrated
that the ship is capable of withstanding bottom damages as specified in the paragraph.
(8) Compliance with sub-paragraphs (3),(6) and (7) is to be achieved by demonstrating that si,
when calculated in accordance with rule 18, is not less than one for all service conditions
when subject to bottom damage with an extent specified below for any position in the affected
part of the ship-
(a) flooding of such spaces shall not render emergency power and lighting, internal
communication, signals or other emergency devices inoperable in other parts of the ship;
(b) assumed extent of damage shall be as follows:
+-----------------------+-----------------------------------+--------------------+
| | For 0.3 L from the | Any other part of |
| | forward | the ship |
| | perpendicular of | |
| | the ship | |
+=======================+===================================+====================+
| Longitudinal extent | L^(2/3) or 14.5 m, | 1/3 L^(2/3) or 14.5 m,|
| | whichever is less | Whichever is less |
+-----------------------+-----------------------------------+--------------------+
| Transverse extent | B/6 or 10 m, | B/6 or 5 m, |
| | whichever is less | whichever is less |
+-----------------------+-----------------------------------+--------------------+
Vertical extent,
measured from the
keel line
B/20, to be taken
not less
than 0.76 m and
not more
than 2 m
B/20, to be taken
not less
than 0.76 m and
not more
than 2 m
(9) In case of large lower holds in passenger ships, the Director-General may require an
increased double bottom height of not more than B/10 or 3 m, whichever is less, measured
from the keel line. Alternatively, bottom damages may be calculated for these areas.
23.Construction of watertight bulkheads - (1) Each watertight subdivision bulkhead, whether
transverse or longitudinal, shall be constructed having scantlings as specified in the rule. In
all cases, watertight subdivision bulkheads shall be capable of supporting at least the
pressure due to a head of water up to the bulkhead deck of passenger ships
(2) In all cases, watertight subdivision bulkheads shall be capable of supporting at least the
pressure due to a head of water up to the bulkhead deck of passenger ships.
24.Initial testing of watertight bulkheads, etc – (1) Testing watertight spaces not intended to
hold liquids and cargo holds intended to hold ballast by filling them with water is not
compulsory. When testing by filling with water is not carried out, a hose test shall be carried
out where practicable. This test shall be carried out in the most advanced stage of fitting out
of the ship. Where a hose test is not practicable because of possible damage to machinery,
electrical equipment insulation or outfitting items, it may be replaced by a careful visual
examination of welded connections, supported where deemed necessary by means such as
a dye penetrant test or an ultrasonic leak test or an equivalent test. In any case a thorough
inspection of the watertight bulkheads shall be carried out.
(2) The forepeak, double bottom (including duct keels) and inner skins shall be tested with water
to a head corresponding to the requirements of sub-paragraphs (1) of paragraph 23.
(3) Tanks which are intended to hold liquids, and which form part of the watertight subdivision of
the ship, shall be tested for tightness and structural strength with water to a head
corresponding to its design pressure. The water head is in no case to be less than the top of
the air pipes or to a level of 2.4 m above the top of the tank, whichever is the greater.
(4) The tests referred to sub-paragraphs (2) and (3) of paragraph 24 are for the purpose of
ensuring that the subdivision structural arrangements are watertight and are not to be
regarded as a test of the fitness of any compartment for the storage of oil fuel or for other
special purposes for which a test of a superior character may be required depending on the
height to which the liquid has access in the tank or its connections.
25.Peak and machinery space bulkheads, shaft tunnels, etc.- (1) A collision bulkhead shall
be fitted which shall be watertight up to the bulkhead deck. This bulkhead shall be located
at a distance from the forward perpendicular of not less than 0.05L or 10 m, whichever is
the less, and, except as may be permitted by the Director-General, not more than 0.08L
or 0.05L + 3 m, whichever is the greater
(2) The ship shall be so designed that si calculated in accordance with paragraph 18 shall l
not be less than one at the deepest subdivision draught loading condition, level trim or any
forward trim loading conditions, if any part of the ship forward of the collision bulkhead is
flooded without vertical limits.
(3) Where any part of the ship below the waterline extends forward of the forward
perpendicular, e.g. a bulbous bow, the distances stipulated in sub-paragraph (1) shall be
measured from a point either -
(a) at the mid-length of such extension;
(b) at a distance 0.015L forward of the forward perpendicular; or
(c) at a distance 3 m forward of the forward perpendicular, whichever gives the smallest
measurement.
(4) The bulkhead may have steps or recesses provided they are within the limits
prescribed in sub-paragraph (1) or sub – paragraph (3).
(5) No doors, manholes, access openings, ventilation ducts or any other openings shall be
fitted in the collision bulkhead below the bulkhead deck of passenger ships.
(6) Except as provided in clause(b) of sub-paragraph (6), the collision bulkhead may be
pierced below the bulkhead deck by not more than one pipe for dealing with fluid in the
forepeak tank, provided that the pipe is fitted with a screw-down valve capable of being
operated from above the bulkhead deck, the valve chest being secured inside the
forepeak to the collision bulkhead. The Director-General may, however, authorize the
fitting of this valve on the after side of the collision bulkhead provided that the valve is readily
accessible under all service conditions and the space in which it is located is not a cargo
space. All valves shall be of steel, bronze or other approved ductile material. Valves of
ordinary cast iron or similar material are not acceptable —
(a) for ships constructed on or after the 1st January 2024, except as provided in clause
(b) of sub- paragraph 6, the collision bulkhead may be pierced below the freeboard
deck by not more than one pipe for dealing with fluid in the forepeak tank, provided
that the pipe is fitted with a remotely controlled valve capable of being operated from
above the bulkhead deck. The valve shall be normally closed. If the remote-control
system fails during operation of the valve, the valve shall close automatically or be
capable of being closed manually from a position above the freeboard deck. The valve
shall be located at the collision bulkhead on either the forward or aft side, provided
the space on the aft side is not a cargo space. The valve shall be of steel, bronze or
approved ductile material. Valves of ordinary cast iron or similar material are
not acceptable;
(b) if the forepeak is divided to hold two different kinds of liquids, The Director General
may allow the collision bulkhead to be pierced below the bulkhead deck by two pipes,
each of which is fitted as required by clause (a) of sub-paragraph (6), provided The
Director General is satisfied that there is no practical alternative to the fitting of such
a second pipe and that, having regard to the additional subdivision provided in the
forepeak, the safety of the ship is maintained.
(7) Where a long forward superstructure is fitted the collision bulkhead shall be extended
weathertight to the deck next above the bulkhead deck. The extension need not be fitted
directly above the bulkhead below provided that all parts of the extension, including any
part of the ramp attached to it are located within the limits prescribed in sub-paragraph (1)
or sub-paragraph (3) with the exception permitted by sub-paragraph (8) and that the part
of the deck which forms the step is made effectively weathertight. The extension shall be
so arranged as to preclude the possibility of the bow door causing damage to it in the case
of damage to, or detachment of, a bow door or any part of, a bow door or any part of the ramp.
(8) Where bow doors are fitted and a sloping loading ramp forms part of the extension of the
collision bulkhead above the bulkhead deck of passenger ships the ramp shall be weathertight
over its complete length.
(9) The number of openings in the extension of the collision bulkhead above the freeboard
deck shall be restricted to the minimum compatible with the design and normal operation
of the ship. All such openings shall be capable of being closed weathertight.
(10) Bulkheads shall be fitted separating the machinery space from cargo and
accommodation spaces forward and aft and made watertight up to the bulkhead deck. An
afterpeak bulkhead shall also be fitted and made watertight up to the bulkhead deck. The
afterpeak bulkhead may, however, be stepped below the bulkhead deck, provided the
degree of safety of the ship as regards subdivision is not thereby diminished
(11) In all cases stern tubes shall be enclosed in watertight spaces of moderate volume. In
passenger ships the stern gland shall be situated in a watertight shaft tunnel or other
watertight space separate from the stern tube compartment and of such volume that, if flooded
by leakage through the stern gland, the bulkhead deck shall not be immersed.
26.Openings in watertight boundaries below the bulkhead deck in passenger ships –(1)
The number of openings in watertight boundaries shall be reduced to the minimum compatible
with the design and proper working of the ship; satisfactory means shall be provided for
closing these openings.
(2) (a) where pipes, scuppers, electric cables, etc., are carried through watertight boundaries,
arrangements shall be made to ensure the watertight integrity of the boundaries.
(b) valves not forming part of a piping system shall not be permitted in watertight boundaries;
and
(c) lead or other heat sensitive materials shall not be used in systems which penetrate
watertight boundaries, where deterioration of such systems in the event of fire would
impair the watertight integrity of the boundaries.
(3) No doors, manholes or access openings are permitted in watertight transverse bulkheads
dividing a cargo space from an adjoining cargo space, except as provided in clause (a) of
sub-paragraph 8 of paragraph 26 and in paragraph 27.
(4) Not more than one door, apart from the doors to shaft tunnels, may be fitted in each watertight
bulkhead within spaces containing the main and auxiliary propulsion machinery including
boilers serving the needs of propulsion. Where two or more shafts are fitted, the tunnels shall
be connected by an intercommunicating passage. There shall be only one door between the
machinery space and the tunnel spaces where two shafts are fitted and only two doors where
there are more than two shafts. All these doors shall be of the sliding type and shall be so
located as to have their sills as high as practicable. The hand gear for operating these doors
from above the bulkhead deck shall be situated outside the spaces containing the machinery.
(5) (a) watertight doors, except as provided in paragraph 21 or paragraph 27, shall be power
operated sliding doors complying with the requirements of sub- paragraph 6;
(b) The means of operation whether by power or by hand of any power-operated sliding
watertight door shall be capable of closing the door with the ship listed to 15º either way.
Consideration shall also be given to the forces which may act on either side of the door
as may be experienced when water is flowing through the opening, applying a static head
equivalent to a water height of at least the one meter above the sill on the centerline of
the door; and
(c) Watertight door controls, including hydraulic piping and electric cables, shall be kept as
close as practicable to the bulkhead in which the doors are fitted, in order to minimize the
likelihood of them being involved in any damage which the ship may sustain. The
positioning of watertight doors and their controls shall be such that if the ship sustains
damage within one fifth of the breadth of the ship, as defined, such distance being
measured at right angles to the centerline at the level of the deepest subdivision draught,
the operation of the watertight doors clear of the damaged portion of the ship is not
impaired.
(6) (a) each power-operated sliding watertight door:-
(i) shall have a vertical or horizontal motion;
(ii) shall, subject to sub-paragraph (9), be normally limited to a maximum clear opening width
of 1.2 meter. the Director-General may permit larger doors only to the extent considered
necessary for the effective operation of the ship provided that other safety measures,
including the following, are taken into consideration:-
(A) special consideration shall be given to the strength of the door and its closing
appliances in order to prevent leakages; and
(B) the door shall be located inboard the damage zone B/5;
(C) shall be fitted with the necessary equipment to open and close the door using electric
power, hydraulic power or any other form of power that is acceptable to The Director
General;
(D) shall be provided with an individual hand-operated mechanism. It shall be possible to
open and close the door by hand at the door itself from either side, and in addition, close
the door from an accessible position above the bulkhead deck with an all-round crank
motion or some other movement providing the same degree of safety acceptable to the
Director-General, Direction of rotation or other movement is to be clearly indicated at all
operating positions. The time necessary for the complete closure of the door, when
operating by hand gear, shall not exceed 90 s with the ship in the upright position. Visual
indicators to show whether the door is open or closed shall be provided at the accessible
position above the bulkhead deck;
(E) shall be provided with controls for opening and closing the door by power from both
sides of the door and also for closing the door by power from the central operating
console(s) required by clause (a) of paragraph 7;
(F) shall be provided with an audible alarm, distinct from any other alarm in the area, which
shall sound whenever the door is closed remotely by power and which shall sound for
at least 5 s but no more than 10 s before the door begins to move and shall continue
sounding until the door is completely closed. In the case of remote hand operation it is
sufficient for the audible alarm to sound only when the door is moving. Additionally, in
passenger areas and areas of high ambient noise The Director General. may require
the audible alarm to be supplemented by an intermittent visual signal at the door; and
(G) shall have an approximately uniform rate of closure under power. The closure time, from
the time the door begins to move to the time it reaches the completely closed position,
shall in no case be less than 20 seconds or more than 40 seconds with the ship in the
upright position.
(b) the electrical power required for power-operated sliding watertight doors shall be supplied
from the emergency switchboard either directly or by a dedicated distribution board situated
above the bulkhead deck. The associated control, indication and alarm circuits shall be
supplied from the emergency switchboard either directly or by a dedicated distribution board
situated above the bulkhead deck and be capable of being automatically supplied by the
transitional source of emergency electrical power required by the paragraph in the event of
failure of either the main or emergency source of electrical power;
(c) power-operated sliding watertight doors shall have either:
(i) a centralised hydraulic system with two independent power sources each consisting of a
motor and pump capable of simultaneously closing all doors. In addition, there shall be
for the whole installation hydraulic accumulators of sufficient capacity to operate all the
doors at least three times, i.e. closed-open-closed, against an adverse list of 15º. This
operating cycle shall be capable of being carried out when the accumulator is at the pump
cut-in pressure. The fluid used shall be chosen considering the temperatures liable to be
encountered by the installation during its service. The power-operating system shall be
designed to minimise the possibility of having a single failure in the hydraulic piping
adversely affect the operation of more than one door. The hydraulic system shall be
provided with a low-level alarm for hydraulic fluid reservoirs serving the power-operated
system and a low gas pressure alarm or other effective means of monitoring loss of stored
energy in hydraulic accumulators. These alarms are to be audible and visual and shall
be situated on the central operating console(s) required by paragraph 7; or
(ii) an independent hydraulic system for each door with each power source consisting of a
motor and pump capable of opening and closing the door. In addition, there shall be a
hydraulic accumulator of sufficient capacity to operate the door at least three times, i.e.
closed-open-closed, against an adverse list of 15 degree. This operating cycle shall be
capable of being carried out when the accumulator is at the pump cut-in pressure. The
fluid used shall be chosen considering the temperatures liable to be encountered by the
installation during its service. A low gas pressure group alarm or other effective means
of monitoring loss of stored energy in hydraulic accumulators shall be provided at the
central operating console(s) required by paragraph 7. Loss of stored energy indication at
each local operating position shall also be provided; or
(iii) an independent electrical system and motor for each door with each power source
consisting of a motor capable of opening and closing the door. The power source shall
be capable of being automatically supplied by the transitional source of emergency
electrical power as required by the paragraph - in the event of failure of either the main
or emergency source of electrical power and with sufficient capacity to operate the door
at least three times, i.e. closed-open-closed, against an adverse list of 15 degree;
(iv) for the systems specified in paragraphs 6 provision should be made as follows: Power
systems for power-operated sliding watertight doors shall be separate from any other
power system. A single failure in the electric or hydraulic power-operated systems
excluding the hydraulic actuator shall not prevent the hand operation of any door.
(d) control handles shall be provided at each side of the bulkhead at a minimum height of 1.6
m above the floor and shall be so arranged as to enable persons passing through the
doorway to hold both handles in the open position without being able to set the power
closing mechanism in operation accidentally. The direction of movement of the handles in
opening and closing the door shall be in the direction of door movement and shall be clearly
indicated;
(e) as far as practicable, electrical equipment and components for watertight doors shall be
situated above the bulkhead deck and outside hazardous areas and spaces;
(f) the enclosures of electrical components necessarily situated below the bulkhead deck shall
provide suitable protection against the ingress of water;
(g) electric power, control, indication and alarm circuits shall be protected against fault in such
a way that a failure in one door circuit shall not cause a failure in any other door circuit.
Short circuits or other faults in the alarm or indicator circuits of a door shall not result in a
loss of power operation of that door. Arrangements shall be such that leakage of water into
the electrical equipment located below the bulkhead deck shall l not cause the door to
open;
(h) A single electrical failure in the power operating or control system of a power-operated
sliding watertight door shall not result in a closed door opening. Availability of the power
supply should be continuously monitored at a point in the electrical circuit as near as
practicable to each of the motors required by sub- paragraph (6). Loss of any such power
supply should activate an audible and visual alarm at the central operating console(s)
required by clause (a) of paragraph 7.
(7) (a) a central operating console for all power-operated sliding watertight doors shall be located
in the safety centre in accordance with the paragraph defined. If the safety centre is located
in a separate space adjacent to the navigation bridge, a central operating console shall also
be located on the navigation bridge. The central operating console(s) shall have a "master
mode" switch with two modes of control: a "local control" mode, which shall allow any door to
be locally opened and locally closed after use without automatic closure, and a "doors closed"
mode, which shall automatically close any door that is open in not more than 60 s with the
ship in an upright position. The "doors closed" mode shall permit doors to be opened locally
and shall automatically re-close the doors upon release of the local control mechanism. The
"master mode" switch shall normally be in the "local control" mode. The "doors closed" mode
shall only be used in an emergency or for testing purposes.
(b) for ships subject to the provisions and constructed before the 1st January, 2024, the central
operating console at the navigation bridge shall be provided with a diagram showing the
location of each door, with visual indicators to show whether each door is open or closed. A
red light shall indicate a door is fully open and a green light shall indicate a door is fully closed.
When the door is closed remotely the red light shall indicate the intermediate position by
flashing. The indicating circuit shall be independent of the control circuit for each door;
(c) for ships constructed on or after the 1st January, 2024, the central operating console(s) shall
be provided with a diagram showing the location of each power-operated sliding watertight
door, with visual indicators to show whether each door is open or closed. A red light shall
indicate a door is fully open and a green light shall indicate a door is fully closed. When the
door is closed remotely the red light shall indicate the intermediate position by flashing. The
indicating circuit shall be independent of the control circuit for each door. Indication shall also
be provided to the onboard stability computer. As installed as per the paragraph; and
(d) it shall not be possible to remotely open any door from the central operating console.
(8) (a) if the Director-General is satisfied that such doors are essential, watertight doors of
satisfactory construction may be fitted in watertight bulkheads dividing cargo spaces on 'tween
decks. Such doors may be hinged, rolling or sliding doors but shall not be remotely controlled.
They shall be fitted at the highest level and as far from the shell plating as practicable, but in
no case shall the outboard vertical edges be situated at a distance from the shell plating which
is less than one fifth of the breadth of the ship, as defined in regulation, such distance being
measured at right angles to the centerline at the level of the deepest subdivision draught; and
(b)Should any such doors be accessible during the voyage, they shall be fitted with a device
which prevents unauthorized opening. When it is proposed to fit such doors, the number
and arrangements shall receive the special consideration of The Director General.
(9) Portable plates on bulkheads shall not be permitted except in machinery spaces. The Director
-General. may permit not more than one power-operated sliding watertight door larger than
those specified in paragraph (6) to be substituted for these portable plates in each watertight
bulkhead, provided these doors are intended to remain closed during navigation except in
case of urgent necessity at the discretion of the master. These doors need not meet the
requirements of paragraph (6) regarding complete closure by hand-operated gear in 90 s.
(10) (a). Where trunkways or tunnels for access from crew accommodation to the machinery
spaces, for piping, or for any other purpose are carried through watertight bulkheads, they
shall be watertight and in accordance with the requirements on the paragraph 30. The access
to at least one end of each such tunnel or trunk way, if used as a passage at sea, shall be
through a trunk extending watertight to a height sufficient to permit access above the bulkhead
deck. The access to the other end of the trunkway or tunnel may be through a watertight door.
Such trunk ways or tunnels shall not extend through the first subdivision bulkhead abaft the
collision bulkhead;
(b)where it is proposed to fit tunnels piercing watertight bulkheads, these shall receive the
special consideration of the Director-General;
(c) where trunk ways in connection with refrigerated cargo and ventilation or forced draught
trunks are carried through more than one watertight bulkhead, the means of closure at
such openings shall be operated by power and be capable of being closed from a central
position situated above the bulkhead deck.
27.Passenger ships carrying goods vehicles and accompanying personnel – (1) This
paragraph applies to passenger ships designed or adapted for the carriage of goods vehicles
and accompanying personnel
(2) If in such a ship the total number of passengers which include personnel accompanying
vehicles does not exceed 12 + Ad/25, where Ad = total deck area (square meters) of spaces
available for the stowage of goods vehicles and where the clear height at the stowage
position and at the entrance to such spaces is not less than four meter, the provisions of
sub-paragraph (8) paragraph 26 in respect of watertight doors apply except that the doors
may be fitted at any level in watertight bulkheads dividing cargo spaces. Additionally,
indicators are required on the navigation bridge to show automatically when each door is
closed and all door fastenings are secured.
(3) The ship may not be certified for a higher number of passengers than assumed in sub
paragraph (2), if a watertight door has been fitted in accordance with this rule.
28.Openings in the shell plating below the bulkhead deck of passenger ships – (1) The
number of openings in the shell plating shall be reduced to the minimum compatible with
the design and proper working of the ship
(2) The number of openings in the shell plating shall be reduced to the minimum compatible
with the design and proper working of the ship.
(3) (a) subject to the requirements of the International Convention on load lines in force, no
side scuttle shall be fitted in such a position that its sill is below a line drawn parallel to
the bulkhead deck at side and having its lowest point 2.5 percent of the breadth of the
ship above the deepest subdivision draught, or 500 mm, whichever is the greater;
(b) subject to the requirements of the International Convention on Load Lines in force, no
side scuttle shall be fitted in such a position that its sill is below a line drawn parallel to
the bulkhead deck at side and having its lowest point 2.5 percent of the breadth of the
ship above the deepest subdivision draught, or 500 millimeter, whichever is the greater.
(4) efficient hinged inside deadlights so arranged that they can be easily and effectively closed
and secured watertight, shall be fitted to all sidescuttles except that abaft one eighth of the
ship's length from the forward perpendicular and above a line parallel to the bulkhead
deck at side and having its lowest point at a height of 3.7 meter plus 2.5 percent of the breadth
of the ship above the deepest subdivision draught, the deadlights may be portable in
passenger accommodation, unless the deadlights are required by the International
Convention on load ines in force to be permanently attached in their proper positions. Such
portable deadlights shall be stowed adjacent to the side scuttles they serve.
(5) (a) no side scuttles shall be fitted in any spaces which are appropriated exclusively to the
carriage of cargo; and
(b) side scuttles may, however, be fitted in spaces appropriated alternatively to the carriage
of cargo or passengers, but they shall be of such construction as shall effectively prevent
any person opening them or their deadlights without the consent of the master.
(6) Automatic ventilating sidescuttles shall not be fitted in the shell plating below the bulkhead
deck of passenger ships without the special sanction of the Director-General.
(7) The number of scuppers, sanitary discharges and other similar openings in the shell plating
shall be reduced to the minimum either by making each discharge serve for as many as
possible of the sanitary and other pipes, or in any other satisfactory manner.
(8) (a) All inlets and discharges in the shell plating shall be fitted with efficient and accessible
arrangements for preventing the accidental admission of water into the ship;
(b) subject to the requirements of the International Convention on load lines in force, and
except as provided in clause (c) of sub- paragraph 8 , each separate discharge led
through the shell plating from spaces below the bulkhead deck of passenger ships shall
be provided with either one automatic non-return valve fitted with a positive means of
closing it from above the bulkhead deck of passenger ships or with two automatic non
return valves without positive means of closing, provided that the inboard valve is situated
above the deepest subdivision draught and is always accessible for examination under
service conditions. Where a valve with positive means of closing is fitted, the operating
position above the bulkhead deck of passenger ships shall always be readily accessible
and means shall be provided for indicating whether the valve is open or closed -
(i)the requirements of the International Convention on load lines in force shall apply to
discharges led through the shell plating from spaces above the bulkhead deck of
passenger ships;
(c) machinery space, main and auxiliary sea inlets and discharges in connection with the
operation of machinery shall be fitted with readily accessible valves between the pipes and
the shell plating or between the pipes and fabricated boxes attached to the shell plating. In
manned machinery spaces the valves may be controlled locally and shall be provided with
indicators showing whether they are open or closed;
(d) moving parts penetrating the shell plating below the deepest subdivision draught shall be
fitted with a watertight sealing arrangement acceptable to The Director General. The
inboard gland shall be located within a watertight space of such volume that, if flooded, the
bulkhead deck of passenger ships shall not be submerged. The Director General may
require that if such compartment is flooded, essential or emergency power and lighting,
internal communication, signals or other emergency devices must remain available in other
parts of the ship;
(e) all shell fittings and valves required by this rule shall be steel, bronze or other approved
ductile material. Valves of ordinary cast iron or similar material are not acceptable. All pipes
to which this rule refers shall be steel or other equivalent material to the satisfaction of the
Director-General.
(9) For ships subject to the provisions of rule 1.1.1.1 as per International Convention for the
Safety of Life at Sea and constructed before the 1st January, 2024, gangway, cargo and
fueling ports fitted below the bulkhead deck of passenger ships shall be watertight and in no
case be so fitted as to have their lowest point below the deepest subdivision draught.
(10) For ships constructed on or after the 1st January, 2024, cargo ports and other similar
openings (e.g. gangway and fueling ports) in the side of ships below the bulkhead deck of
passenger ships shall be fitted with doors so designed as to ensure the same watertightness
and structural integrity as the surrounding shell plating. Unless otherwise granted by the
Director- General, these openings shall open outwards. The number of such openings shall
be the minimum compatible with the design and proper working of the ship. In no case shall
these openings be so fitted as to have their lowest point below the deepest subdivision
draught.
29.Construction and initial tests of watertight Closures. – (1) In all ships:-
(a) the design, materials and construction of all watertight doors, sidescuttles, gangway
and cargo ports, valves, pipes, ash-chutes and rubbish-chutes referred to in these
rules shall be to the satisfaction of the Director-General;
(b) such valves, doors and mechanisms shall be suitably marked to ensure that they may
be properly used to provide maximum safety; and
(c) the frames of vertical watertight doors shall have no groove at the bottom in which dirt
might lodge and prevent the door closing properly.
(2) Watertight doors and hatches shall be tested by water pressure to the maximum head of
water they might sustain in a final or intermediate stage of flooding. Where testing of
individual doors and hatches is not carried out because of possible damage to insulation
or outfitting items, testing of individual doors and hatches may be replaced by a prototype
pressure test of each type and size of door or hatch with a test pressure corresponding
at least to the head required for the individual location. The prototype test shall be carried
out before the door or hatch is fitted. The installation method and procedure for fitting the
door or hatch on board shall correspond to that of the prototype test. When fitted on
board, each door or hatch shall be checked for proper seating between the bulkhead, the
frame and the door or between deck, the coaming and the hatch.
30.Construction and initial tests of watertight decks, trunks, etc - (1) Watertight decks,
trunks, tunnels, duct keels and ventilators shall be of the same strength as watertight bulkheads at
corresponding levels. The means used for making them watertight, and the arrangements adopted
for closing openings in them, shall be to the satisfaction of The Director General. Watertight
ventilators and trunks shall be carried at least up to the bulkhead deck in passenger ships
(2) In passenger ships, where a ventilation trunk passing through a structure penetrates a
watertight area of the bulkhead deck, the trunk shall be capable of withstanding the water
pressure that may be present within the trunk, after having taken into account the maximum
heel angle during flooding, in accordance with paragraph 18.
(3) In Ro/Ro passenger ships, where all or part of the penetration of the bulkhead deck is on the
main Ro/Ro deck, the trunk shall be capable of withstanding impact pressure due to internal
water motions (sloshing) of water trapped on the Ro/Ro deck.
(4) After completion, a hose or flooding test shall be applied to watertight decks and a hose
test to watertight trunks, tunnels and ventilators.
31.Internal watertight integrity of passenger ships above the bulkhead deck - (1) For
passenger ships subject to the provisions of regulation 1.1.1.1 of International Convention of
Safety of Life at Sea and constructed before the 1st January, 2024, the Director-General. may
require that all reasonable and practicable measures shall be taken to limit the entry and
spread of water above the bulkhead deck. Such measures may include partial bulkheads or
webs. When partial watertight bulkheads and webs are fitted on the bulkhead deck, above or
in the immediate vicinity of watertight bulkheads, they shall have watertight shell and bulkhead
deck connections so as to restrict the flow of water along the deck when the ship is in a heeled
damaged condition. Where the partial watertight bulkhead does not line up with the bulkhead
below, the bulkhead deck between shall be made effectively watertight. Where openings,
pipes, scuppers, electric cables, etc. are carried through the partial watertight bulkheads or
decks within the immersed part of the bulkhead deck, arrangements shall be made to ensure
the watertight integrity of the structure above the bulkhead deck
(2) For ships constructed on or after the 1st January, 2024, the internal watertight subdivision
arrangements to limit the entry and spread of water above the bulkhead deck shall be in
accordance with the design arrangements necessary for compliance with the stability
requirements as per these rule if applicable. Where pipes, scuppers, electric cables, etc. are
carried through internal watertight boundaries that are immersed at any intermediate or final
stage of flooding in damage cases that contribute to the attained subdivision index A,
arrangements shall be made to ensure their watertight integrity.
(3) For ships constructed on or after the 1st January, 2024, doors in internal watertight subdivision
arrangements above the bulkhead deck, and also above the worst intermediate or final stage
of flooding waterlines, shall be capable of preventing the passage of water when immersed in
the required range of positive stability for any damage cases contributing to the attained
subdivision index A. These doors may remain open provided they can be remotely closed
from the navigation bridge. They shall always be ready to be immediately closed.
(4) All openings in the exposed weather deck shall have coamings of ample height and strength
and shall be provided with efficient means for expeditiously closing them weathertight. Freeing
ports, open rails and scuppers shall be fitted as necessary for rapidly clearing the weather
deck of water under all weather conditions.
(5) Air pipes terminating within a superstructure which are not fitted with watertight means of
closure shall be considered as unprotected openings when applying sub-paragraph (6) of
paragraph 18.
(6) Sidescuttles, gangway, cargo and fueling ports and other means for closing openings in the
shell plating above the bulkhead deck shall be of efficient design and construction and of
sufficient strength having regard to the spaces in which they are fitted and their positions
relative to the deepest subdivision draught
(7) Efficient inside deadlights, so arranged that they can be easily and effectively closed and
secured watertight, shall be provided for all sidescuttles to spaces below the first deck above
the bulkhead deck.
32.Integrity of the hull and superstructure, damage prevention and control on Ro/Ro
passenger ships – (1) (a) all access from the Ro/Ro deck that leads to spaces below the
bulkhead deck shall have a lowest point which is not less than 2.5 meter above the bulkhead
deck.
(b) where vehicle ramps are installed to give access to spaces below the bulkhead deck, their
openings shall be able to closed weathertight to prevent ingress of water below and fitted
with alarms and open/close indicators on the navigation bridge. The means of closure shall
be watertight if the deck is intended as a watertight horizontal boundary;
(c) subject to paragraph 40 the administration. may permit the fitting of particular accesses to
spaces below the bulkhead deck provided they are necessary for the essential working of
the ship, e.g. the movement of machinery and stores, and subject to such access being
made watertight, fitted with alarms and open or close indicators on the navigation bridge;
(2) Indicators shall be provided on the navigation bridge for all shell doors, loading doors and
other closing appliances which, if left open or not properly secured, could, in the opinion of
The Director General., lead to flooding of a special category space or Ro/Ro space. The
indicator system shall be designed on the fail-safe principle and shall show visual alarms if
the door is not fully closed or if any of the securing arrangements are not in place and fully
locked and by audible alarms if such door or closing appliances become open or the securing
arrangements become unsecured. The indicator panel on the navigation bridge shall be
equipped with a mode selection function “harbour/sea voyage” so arranged that an audible
alarm is given on the navigation bridge if the ship leaves harbour with the bow doors, inner
doors, stern ramp or any other side shell doors not closed or any closing device not in the
correct position. The power supply for the indicator system shall be independent of the power
supply for operating and securing the doors.
(3) Television surveillance and a water leakage detection system shall be arranged to provide an
indication to the navigation bridge and to the engine control station of any leakage through
inner and outer bow doors, stern doors or any other shell doors which could lead to flooding
of special category spaces or Ro/Ro spaces.
33.Sub-division load line assignment for passenger ships - Assigning, marking and
recording of sub-division load lines for passenger ships
(1) In order that the required degree of subdivision shall be maintained, a load line corresponding
to the approved subdivision draught shall be assigned and marked on the ship's sides. A ship
intended for alternating modes of operation may, if the owners desire, have one or more
additional load lines assigned and marked to correspond with the subdivision draughts which
the Director -General may approve for the alternative service configurations. Each service
configuration so approved shall comply with rules of the schedule independently of the results
obtained for other modes of operation.
(2) The subdivision load lines assigned and marked shall be recorded in the passenger ship
safety Certificate and shall be distinguished by the notation P1 for the principal passenger
service configuration, and P2, P3, etc., for the alternative configurations. The principal
passenger configuration shall be taken as the mode of operation in which the required sub
division index R shall have the highest value.
(3) The freeboard corresponding to each of these load lines shall be measured at the same
position and from the same deck line as the freeboards determined in accordance with the
International Convention on load lines in force.
(4) The freeboard corresponding to each approved subdivision load line and the service
configuration, for which it is approved, shall be clearly indicated on the passenger ship safety
certificate.
(5) In no case shall any subdivision load line mark be placed above the deepest load line in salt
water as determined by the strength of the ship or the International Convention on Load Lines
in force.
(6) Whatever may be the position of the subdivision load line marks, a ship shall in no case be
loaded so as to submerge the load line mark appropriate to the season and locality as
determined in accordance with the International Convention on load lines in force.
(7) A ship shall in no case be so loaded that when it is in salt water the subdivision load line mark
appropriate to the particular voyage and service configuration is submerged.
CHAPTER- IV
STABILITY MANAGEMENT
34.Damage control information. – (1) There shall be permanently exhibited, or readily
available on the navigation bridge, for the guidance of the officer in charge of the ship, plans
showing clearly for each deck and hold the boundaries of the watertight compartments, the
openings therein with the means of closure and position of any controls thereof, and the
arrangements for the correction of any list due to flooding. In addition, booklets containing the
aforementioned information shall be made available to the officers of the ship.
(2) General precautions to be included shall consist of a listing of equipment, conditions, and
operational procedures, considered by the administration to be necessary to maintain
watertight integrity under normal ship operations.
(3) Specific precautions to be included shall consist of a listing of elements (i.e. closures, security
of cargo, sounding of alarms, etc.) considered by the Director-General to be vital to the
survival of the ship, passengers and crew.
(4) In case of ships to which damage stability requirements of the rule apply, damage stability
information shall provide the master a simple and easily understandable way of assessing
the ship’s survivability in all damage cases involving a compartment or group of
compartments.
(5) For passenger ships constructed on or after the 1st January, 2024, and to which rule 18
applies, the damage control information shall include a reference to activation of damage
stability support from the onboard stability computer, if installed, and to shore-based support
when provided.
35.Damage control drills for passenger ships
(1) This paragraph applies to passenger ships constructed before, on or after the 1st January,
2020.
(2) A damage control drill shall take place at least every three months. The entire crew need not
participate in every drill, but only those crew members with damage control responsibilities.
(3) The damage control drill scenarios shall vary each drill so that emergency conditions are
simulated for different damage conditions and shall, as far as practicable, be conducted as if
there were an actual emergency.
(4) Each damage control drill shall include:
(a) for crew members with damage control responsibilities, reporting to stations and
preparing for the duties described in the muster list required by regulation III/8 as per
International Convention of Safety of Life at Sea;
(b) use of the damage control information and the on board damage stability computer, if
fitted, to conduct stability assessments for the simulated damage conditions;
(c) establishment of the communications link between the ship and shore-based support, if
provided;
(d) operation of watertight doors and other watertight closures;
(e) demonstrating proficiency in the use of the flooding detection system, if fitted, in
accordance with muster list duties;
(f) demonstrating proficiency in the use of cross-flooding and equalisation systems, if fitted,
in accordance with muster list duties;
(g) operation of bilge pumps and checking of bilge alarms and automatic bilge pump starting
systems;
(h) instruction in damage survey and use of the ship's damage control systems;
(i) at least one damage control drill each year shall include activation of the shore-based
support, if provided in compliance paragraph 23, to conduct stability assessments for the
simulated damage conditions;
(j) every crew member with assigned damage control responsibilities shall be familiarized
with their duties and about the damage control information before the voyage begins; and
(k) a record of each damage control drill shall be maintained in the same manner as
prescribed for the other drills in regulation III/19.5 of International Convention of Safety
of Life at Sea.
36.Loading of passenger ships - (1) On completion of loading of the ship and prior to its
departure, the master shall determine the ship's trim and stability and also ascertain and
record that the ship is upright and in compliance with stability criteria in relevant regulations.
The determination of the ship's stability shall always be made by calculation or by ensuring
that the ship is loaded according to one of the precalculated loading conditions within the
approved stability information. The Director-General. may accept the use of an electronic
loading and stability computer or equivalent means for this purpose.
(2) Water ballast should not be carried in tanks intended for oil fuel in general. In ships in which
it is not practicable to avoid putting water in oil fuel tanks, oily-water separating equipment to
the satisfaction of The Director General shall be fitted, or other alternative means, such as
discharge to shore facilities, acceptable to the Director -General, shall be provided for
disposing of the oily-water ballast.
(3) The provisions of this paragraph are without prejudice to the provisions of the International
Convention for the prevention of pollution from ships in force.
37.Periodical operation and inspection of watertight doors, etc., in passenger ships
(1) Operational tests of watertight doors, side scuttles, valves and closing mechanisms of
scuppers shall take place weekly. In ships in which the voyage exceeds one week in duration,
a complete set of operational tests shall be held before the voyage commences, and others
thereafter at least once a week during the voyage.
(2) All watertight doors, both hinged and power operated, in watertight bulkheads, in use at sea,
shall be operated daily.
(3) The watertight doors and all mechanisms and indicators connected therewith, all valves, the
closing of which is necessary to make a compartment watertight, and all valves the operation
of which is necessary for damage control cross connections shall be periodically inspected at
sea at least once a week.
(4) A record of all operational tests and inspections required by this rule shall be recorded in the
logbook with an explicit record of any defects which may be disclosed.
38.Prevention and control of water ingress, etc – (1) All watertight doors shall be kept closed
during navigation except that they may be opened during navigation as specified in sub
paragraph (3). Watertight doors of a width of more than 1.2 meter in machinery spaces as
permitted by paragraph 26 may only be opened in the circumstances detailed in that
regulation. Any door which is opened in accordance with this paragraph shall be ready to be
immediately closed.
(2) Watertight doors located below the bulkhead deck of passenger ships having a maximum
clear opening width of more than 1.2 meter shall be kept closed during navigation, except for
limited periods when absolutely necessary as determined by the Director-General
(3) A watertight door may be opened during navigation to permit the passage of passengers or
crew, or when work in the immediate vicinity of the door necessitates it being opened. The
door must be immediately closed when transit through the door is complete or when the task
which necessitated it being open is finished. The Director- General shall authorize that such
a watertight door may be opened during navigation only after careful consideration of the
impact on ship operations and survivability taking into account guidance issued by the
International Maritime Organization. A watertight door permitted to be opened during
navigation shall be clearly indicated in the ship's stability information and shall always be
ready to be immediately closed.
(4) Portable plates on bulkheads shall always be in place before the voyage commences and
shall not be removed during navigation except in case of urgent necessity at the discretion of
the master. The necessary precautions shall be taken in replacing them to ensure that the
joints are watertight. Power-operated sliding watertight doors permitted in machinery spaces
in accordance with paragraph 26 shall be closed before the voyage commences and shall
remain closed during navigation except in case of urgent necessity at the discretion of the
master.
(5) Watertight doors fitted in watertight bulkheads dividing cargo spaces on tween decks in
accordance with paragraph 26, shall be closed before the voyage commences and shall be
kept closed during navigation. The time at which such doors are opened or closed shall be
recorded in such logbook as may be prescribed by the Director- General.
(6) For ships subject to the provisions of regulation 1.1.1.1 of International Convention of Safety
of Life at Sea and constructed before the 1st January, 2024, gangway, cargo and fuelling ports
fitted below the bulkhead deck of passenger ships.
(7) For ships constructed on or after the 1st January, 2024, gangway, cargo and fuelling ports
fitted below the bulkhead deck of passenger ships all watertight hatches shall be effectively
closed and secured watertight before the voyage commences and shall be kept closed during
navigation. However, the master may permit a watertight hatch to be opened during
navigation for a limited period of time sufficient to permit passage or for access. It shall then
be closed.
(8) The following doors, located above the bulkhead deck of passenger ships shall be closed and
locked before the voyage commences and shall remain closed and locked until the ship is at
its next berth:-
(a) cargo loading doors in the shell or the boundaries of enclosed superstructures;
(b) bow visors fitted in positions as indicated in the rule;
(c) cargo loading doors in the collision bulkhead; and
(d) ramps forming an alternative closure to those defined in clause (a) to (c) of sub-paragraphs
of (8) inclusive:
Provided that where a door cannot be opened or closed while the ship is at the berth such
a door may be opened or left open while the ship approaches or draws away from the berth,
but only so far as may be necessary to enable the door to be immediately operated. In any
case, the inner bow door must be kept closed.
(9) Notwithstanding the requirements of clauses (a) and (d) of sub-paragraphs (8) , the Director
General may authorize that particular doors can be opened at the discretion of the master, if
necessary for the operation of the ship or the embarking and disembarking of passengers
when the ship is at safe anchorage and provided that the safety of the ship is not impaired.
(10) The master shall ensure that an effective system of supervision and reporting of the closing
and opening of the doors referred to in sub-paragraph 8 is implemented.
(11) The master shall ensure, before any voyage commences, that an entry in such log-book as
may be prescribed by administration.me the doors specified in sub- paragraph 12 are closed
and the time at which particular doors are opened in accordance with sub-paragraph 13.
(12) Hinged doors, portable plates, sidescuttles, gangway, cargo and bunkering ports and other
openings, which are required by these regulations to be kept closed during navigation, shall
be closed before the voyage commences. The time at which such doors are opened and
closed (if permissible under these regulations) shall be recorded in such log-book as may be
prescribed by the Director-General.
(13) Where in a between-deck, the sills of any of the sidescuttles referred to in sub-paragraph 28
are below a line drawn parallel to the bulkhead deck at side of passenger ships, and having
its lowest point 1.4 m plus 2.5% of the breadth of the ship above the water when the voyage
commences, all the sidescuttles in that between-deck shall be closed watertight and locked
before the voyage commences, and they shall not be opened before the ship arrives at the
next port. In the application of this paragraph the appropriate allowance for fresh water may
be made when applicable-
(a) the time at which such sidescuttles are opened in port and closed and locked before the
voyage commences shall be recorded in such log-book as may be prescribed by the
Director-General.
(b) for any ship that has one or more sidescuttles so placed that the requirements of sub
paragraph 13 would apply when it was floating at its deepest subdivision draught, The
Director General may indicate the limiting mean draught at which these sidescuttles shall
l have their sills above the line drawn parallel to the bulkhead deck at side of passenger
ships and having its lowest point 1.4 meter plus 2.5 per cent. of the breadth of the ship
above the waterline corresponding to the limiting mean draught, and at which it shall
therefore be permissible for the voyage to commence without them being closed and
locked and to be opened during navigation on the responsibility of the master. In tropical
zones as defined in the International Convention on Load Lines, 1966, this limiting draught
may be increased by 0.3 m.
(14) Sidescuttles and their deadlights which shall not be accessible during navigation shall be
closed and secured before the voyage commences.
(15) If cargo is carried in spaces referred to in clause (b) of sub paragraph (5) of paragraph 28
the sidescuttles and their deadlights shall be closed watertight and locked before the cargo is
shipped and the time at which such scuttles and deadlights are closed and locked shall be
recorded in such log-book as may be prescribed by the Director-General.
39.Flooding detection systems for passenger ships carrying 36 or more persons - A
flooding detection system for watertight spaces below the bulkhead deck shall be provided
based on the guidelines developed by the IMO.
40.Special requirements for Ro/Ro passenger ships
(1) Special category spaces and Ro/Ro spaces shall be continuously patrolled or monitored
by effective means, such as television surveillance, so that any movement of vehicles in
adverse weather conditions and unauthorised access by passengers thereto can be detected
during navigation.
(2) Documented operating procedures for closing and securing all shell doors, loading doors
and other closing appliances which, if left open or not properly secured, could, in the opinion
of The Director General, lead to flooding of a special category space or Ro/Ro space, shall
be kept on board and posted at an appropriate place.
(3) All accesses from the Ro/Ro deck and vehicle ramps that lead to spaces below the
bulkhead deck shall be closed before the voyage commences and shall remain closed until
the ship is at its next berth.
(4) The master shall ensure that an effective system of supervision and reporting of the
closing and opening of such accesses referred to in sub - paragraph (3) of paragraph 40 is
implemented.
(5) The master shall ensure, before the voyage commences, that an entry in the log-book,
as required by paragraph 38 as per International Convention of Safety of Life at Sea, is made
of the time of the last closing of the accesses referred to in sub-paragraph (3).
(6) the requirements of sub-paragraph (3) the Director-General may permit some accesses
to be opened during the voyage, but only for a period sufficient to permit through passage
and, if required, for the essential working of the ship.
(7) All transverse or longitudinal bulkheads which are taken into account as effective to
confine the seawater accumulated on the Ro/Ro deck shall be in place and secured before
the voyage commences and remain in place and secured until the ship is at its next berth.
(8) the requirements of sub-paragraph (7), the Director-General.may permit some accesses
within such bulkheads to be opened during the voyage but only for sufficient time to permit
through passage and, if required, for the essential working of the ship.
(9) In all Ro/Ro passenger ships, the master or the designated officer shall ensure that,
without the expressed consent of the master or the designated officer, no passengers are
allowed access to an enclosed Ro/Ro deck during navigation.
CHAPTER- V
MACHINERY INSTALLATIONS
41.General.- (1) The machinery, boilers and other pressure ships, associated piping
systems and fittings shall be of a design and construction adequate for the service for
which they are intended and shall be so installed and protected as to reduce to a minimum
any danger to persons on board, due regard being paid to moving parts, hot surfaces and
other hazards. The design shall have regard to materials used in construction, the
purpose for which the equipment is intended, the working conditions to which it shall be
subjected and the environmental conditions on board.
(2) The Director-General shall give special consideration to the reliability of single essential
propulsion components and may require a separate source of propulsion power sufficient
to give the ship a navigable speed, especially in the case of unconventional
arrangements.
(3) Means shall be provided whereby normal operation of propulsion machinery can be
sustained or restored even though one of the essential auxiliaries becomes inoperative.
Special consideration shall be given to the malfunctioning of:-
(a) a generating set which serves as a main source of electrical power;
(b) the sources of steam supply;
(c) the boiler feed water systems;
(d) the fuel oil supply systems for boilers or engines;
(e) the sources of lubricating oil pressure;
(f) the sources of water pressure;
(g) a condensate pump and the arrangements to maintain vacuum in condensers;
(h) the mechanical air supply for boilers;
(i) an air compressor and receiver for starting or control purposes;
(j) the hydraulic, pneumatic or electrical means for control in main propulsion machinery
including controllable pitch propellers.
However, the Director-General, having regard to overall safety considerations, may accept
a partial reduction in propulsion capability from normal operation.
(4) Means shall be provided to ensure that the machinery can be brought into operation from
the dead ship condition without external aid.
(5) All boilers, all parts of machinery, all steam, hydraulic, pneumatic and other systems and
their associated fittings which are under internal pressure shall be subjected to
appropriate tests including a pressure test before being put into service for the first time.
(6) Main propulsion machinery and all auxiliary machinery essential to the propulsion and the
safety of the ship shall l, 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. the Director-General
may permit deviation from these angles, taking into consideration the type, size and
service conditions of the ship.
(7) Provision shall be made to facilitate cleaning, inspection and maintenance of main
propulsion and auxiliary machinery including boilers and pressure ships
(8) Special consideration shall be given to the design, construction and installation of
propulsion machinery systems so that any mode of their vibrations shall not cause undue
stresses in this machinery in the normal operating ranges.
(9) Non-metallic expansion joints in piping systems, if located in a system which penetrates
the ship’s side and both the penetration and the non-metallic expansion joint are located
below the deepest load waterline, shall be inspected as part of the surveys prescribed in
the Merchant Shipping Act, 2025 (24 of 2025), the applicable rules made under the Act and
replaced as necessary, or at an interval recommended by the manufacturer.
(10) Operating and maintenance instructions and engineering drawings for ship machinery
and equipment essential to the safe operation of the ship shall be written in a language
understandable by those officers and crew members who are required to understand
such information in the performance of their duties.
(11) Location and arrangement of vent pipes for fuel oil service, settling and lubrication oil
tanks shall be such that in the event of a broken vent pipe this shall not directly lead to the
risk of ingress of seawater splashes or rainwater. Two fuel oil service tanks for each type
of fuel used on board are necessary for propulsion and vital systems or equivalent
arrangements shall be provided on each new ship, with a capacity of at least 8 h at
maximum continuous rating of the propulsion plant and normal operating load at sea of
the generator plant. (Note: This rule applies only to ships constructed on or after the 1st
July, 1998).
42.Machinery. – (1) Where risk from over speeding of machinery exists, means shall be
provided to ensure that the safe speed is not exceeded.
(2) Where main or auxiliary machinery including pressure ships or any parts of such machinery
are subject to internal pressure and may be subject to dangerous overpressure, means
shall be provided where practicable to protect against such excessive pressure.
(3) All gearing and every shaft and coupling used for transmission of power to machinery
essential for the propulsion and safety of the ship or for the safety of persons on board
shall be so designed and constructed that they shall withstand the maximum working
stresses to which they may be subjected in all service conditions, and due consideration
shall be given to the type of engines by which they are driven or of which they form part.
(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 minimize the possibility of injury to
personnel.
(5) Main turbine propulsion machinery and, where applicable, main internal combustion
propulsion machinery and auxiliary machinery shall be provided with automatic shutoff
arrangements in the case of failures such as lubricating oil supply failure which could lead
rapidly to complete breakdown, serious damage or explosion. The Director-General may
permit provisions for overriding automatic shutoff devices.
43.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 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 the use
of the master or designated personnel.
(4) Where the ship is provided with supplementary means for manoeuvring or stopping, the
effectiveness of such means shall be demonstrated and recorded as referred to in sub
paragraph (2) and (3).
44.Steering gear. – (1) Unless expressly provided otherwise, every ship shall be provided with
a main steering gear and an auxiliary steering gear to the satisfaction of the Director
General The main steering gear and the auxiliary steering gear shall be so arranged that
the failure of one of them will not render the other one inoperative.
(2) (a) all the steering gear components and the rudder stock shall be of sound and reliable
construction to the satisfaction of the Director-General. special consideration shall be
given to the suitability of any essential component which is not duplicated. Any such
essential component shall, where appropriate, utilize antifriction bearings such as ball
bearings, roller-bearings or sleeve-bearings which shall be permanently lubricated or
provided with lubrication fittings;
(b) the design pressure for calculations to determine the scantlings of piping and other
steering gear components subjected to internal hydraulic pressure shall be at least 1.25
times the maximum working pressure to be expected under the operational conditions
specified in clause(b) of sub-paragraph (3), taking into account any pressure which
may exist in the low-pressure side of the system. At the discretion of the Director
General, fatigue criteria shall be applied for the design of piping and components,
taking into account pulsating pressures due to dynamic loads; and
(c) relief valves shall be fitted to any part of the hydraulic system which can be isolated and
in which pressure can be generated from the power source or from external forces.
The setting of the relief valves shall not exceed the design pressure. The valves shall
be of adequate size and so arranged as to avoid an undue rise in pressure above the
design pressure.
(3) The main steering gear and rudder stock shall be: —
(a) of adequate strength and capable of steering the ship at maximum ahead service
speed which shall be demonstrated;
(b) capable of putting the rudder over from 35° on one side to 35° on the other side with
the ship at its deepest seagoing 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 s:- where it is impractical to demonstrate compliance
with this requirement during sea trials with the ship at its deepest seagoing draught
and running ahead at the speed corresponding to the number of maximum continuous
revolutions of the main engine and maximum design pitch, ships regardless of date
of construction may demonstrate compliance with this requirement by one of the
following methods: —
(i)during sea trials the ship is at even keel and the rudder fully submerged whilst running
ahead at the speed corresponding to the number of maximum continuous
revolutions of the main engine and maximum design pitch; or
(ii)where full rudder immersion during sea trials cannot be achieved, an appropriate
ahead speed shall be calculated using the submerged rudder blade area in the
proposed sea trial loading condition. The calculated ahead speed shall result in a
force and torque applied to the main steering gear which is at least as great as if
it was being tested with the ship at its deepest seagoing draught and running
ahead at the speed corresponding to the maximum continuous revolutions of the
main engine and maximum design pitch; or
(iii) the rudder force and torque at the sea trial loading condition have been reliably
predicted and extrapolated to the full load condition. The speed of the ship shall
correspond to the number of maximum continuous revolutions of the main engine
and maximum design pitch of the propeller.
(c) operated by power where necessary to meet the requirements of clause (b) of sub
paragraph (3) and in any case when the Director-General requires a rudder stock of
over 120 millimeter diameter in way of the tiller, excluding strengthening for
navigation in ice; and
(d) so designed that they shall not be damaged at maximum astern speed; however, this
design requirement need not be proved by trials at maximum astern speed and
maximum rudder angle.
(4) The auxiliary steering gear shall be: —
(a) of adequate strength and capable of steering the ship at navigable speed and of being
brought speedily into action in an emergency;
(b) capable of putting the rudder over from 15° on one side to 15° on the other side in not
more than 60 s with the ship at its deepest seagoing draught and running ahead at one
half of the maximum ahead service speed or seven knots, whichever is the greater.
and 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 seven knots, whichever is greater, ships
regardless of date of construction, including those constructed before the 1st January,
2009, may demonstrate compliance with this requirement by one of the following
methods:
(i) during sea trials the ship is at even keel and the rudder fully submerged whilst running
ahead at one half of the speed corresponding to the number of
maximum continuous revolutions of the main engine and maximum design pitch
or seven knots, whichever is greater: or
(ii) where full rudder immersion during sea trials cannot be achieved, an
appropriate ahead speed shall be calculated using the submerged rudder blade
area in the proposed sea trial loading condition. The calculated ahead speed
shall l 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
(iii) the rudder force and torque at the sea trial loading condition have been reliably
predicted and extrapolated to the full load condition.
(c) operated by power where necessary to meet the requirements of clause (b) of sub
paragraph (4) and in any case when the Director General requires a rudder stock of
over 230 mm diameter in way of the tiller, excluding strengthening for navigation in
ice.
(5) Main and auxiliary steering gear power units shall be: —
(a) arranged to restart automatically when power is restored after a power failure; and
(b) capable of being brought into operation from a position on the navigation bridge. In the
event of a power failure to any one of the steering gear power units, an audible and
visual alarm shall be given on the navigation bridge.
(6) Where the main steering gear comprises two or more identical power units, an auxiliary
steering gear need not be fitted, provided that:
(a) in a passenger ship, the main steering gear is capable of operating the rudder as required
by clause (b) of sub-paragraph (3) while any one of the power units is out of operation;
(b) the main steering gear is so arranged that after a single failure in its piping system or
in one of the power units the defect can be isolated so that steering capability can be
maintained or speedily regained.
(c) The Director General may, until the 1st September, 1986, accept the fitting of a
steering gear which has a proven record of reliability but does not comply with the
requirements of sub- clause (iii) of clause (a) of sub-paragraph (6) for a hydraulic
system;
(d) Steering gears, other than of the hydraulic type, shall achieve standards equivalent
to the requirements of this sub-paragraph to the satisfaction of the Director-General.
(7) Steering gear control shall be provided:
(a) for the main steering gear, both on the navigation bridge and in the steering gear
compartment;
(b) where the main steering gear is arranged in accordance with sub-paragraph (6), by
two independent control systems, both operable from the navigation bridge. This
does not require duplication of the steering wheel or steering lever. Where the control
system consists of a hydraulic telemotor, a second independent system need not be
fitted;
(c) for the auxiliary steering gear, in the steering gear compartment and, if power
operated, it shall also be operable from the navigation bridge and will be independent
of the control system for the main steering gear.
(8) Any main and auxiliary steering gear control system operable from the navigation bridge
will comply with the following: —
(a) if electric, it shall be served by its own separate circuit supplied from a steering gear
power circuit from a point within the steering gear compartment, or directly from switchboard
busbars supplying that steering gear power circuit at a point on the switchboard adjacent
to the supply to the steering gear power circuit;
(b) means shall be provided in the steering gear compartment for disconnecting any control
system operable from the navigation bridge from the steering gear it serves;
(c) the system shall l be capable of being brought into operation from a position on the
navigation bridge;
(d) in the event of a failure of electrical power supply to the control system, an audible and
visual alarm shall be given on the navigation bridge; and
(e) short circuit protection only shall be provided for steering gear control supply.
(9) The electrical power circuits and the steering gear control systems with their associated
components, cables and pipes required by this rule and by rule 41 shall be separated as
far as is practicable throughout their length.
(10) A means of communication shall be provided between the navigation bridge and the
steering gear compartment.
(11) The angular position of the rudder shall —
(a) if the main steering gear is power-operated, be indicated on the navigation bridge.
The rudder angle indication shall be independent of the steering gear control
system;
(b) be recognisable in the steering gear compartment.
(12) Hydraulic power-operated steering gear shall be provided with the following: —
(a)arrangements to maintain the cleanliness of the hydraulic fluid taking into
consideration the type and design of the hydraulic system;
(b)a low-level alarm for each hydraulic fluid reservoir to give the earliest practicable
indication of hydraulic fluid leakage. Audible and visual alarms shall be given on the
navigation bridge and in the machinery space where they can be readily observed; and
(c) a fixed storage tank having sufficient capacity to recharge at least one power
actuating system including the reservoir, where the main steering gear is required to
be power-operated. The storage tank shall l be permanently connected by piping in such
a 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: —
(a) readily accessible and, as far as practicable, separated from machinery spaces;
and
(b) provided with suitable arrangements to ensure working access to steering gear
machinery and controls. These arrangements shall include handrails and gratings
or other non slip surfaces to ensure suitable working conditions in the event of
hydraulic fluid leakage.
(14) Where the rudder stock is required to be over 230 millimeter diameter in way of the
tiller, excluding strengthening for navigation in ice, an alternative power supply,
sufficient at least to supply the steering gear power unit which complies with the
requirements of clause (b) of sub-paragraph (4)and also its associated control system and
the rudder angle indicator, shall be provided automatically, within 45 seconds, either
from the emergency source of electrical power or from an independent source of power
located in the steering gear compartment. This independent source of power shall be
used only for this purpose. In every ship of 10,000 tons gross tonnage and upwards, the
alternative power supply shall have a capacity for at least 30 minutes of continuous
operation and in any other ship for at least 10 minutes.
45.Additional requirements for electric and electrohydraulic steering gear.- (1) Means
for indicating that the motors of electric and electrohydraulic steering gear are running shall
be installed on the navigation bridge and at a suitable main machinery control position.
(2) Each electric or electrohydraulic steering gear comprising one or more power units shall l 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 electrohydraulic steering gear associated with a main electric or electrohydraulic steering
gear may be connected to one of the circuits supplying this main steering gear. The
circuits supplying an electric or electrohydraulic steering gear 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 such 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 will be
arranged to permit the passage of the appropriate starting currents. Where a three-phase
supply is used an alarm shall be provided that shall indicate failure of any one of the supply
phases. The alarms required in this sub-paragraph shall be both audible and visual and
shall be situated in a conspicuous position in the main machinery space or control room
from which the main machinery is normally controlled and as may be required by
paragraph 65.
(4) When in a ship of less than 16,000 gross tonnage an auxiliary steering gear which is
required by clause (c) of sub paragraph (3) of paragraph 44 to be operated by power is not
electrically powered or is powered by an electric motor primarily intended for other
services, the main steering gear may be fed by one circuit from the main switchboard.
Where such an electric motor primarily intended for other services is arranged to power
such an auxiliary steering gear, the requirement of sub-paragraph (3) may be waived by
the Director General if satisfied with the protection arrangement together with the
requirements of clauses(a) and (b)of sub-paragraph (4)and clause(c) of sub-paragraph (7)
of rule 44 applicable to auxiliary steering gear.
46.Machinery controls. – (1) Main and auxiliary machinery essential for the propulsion and
safety of the ship shall be provided with effective means for its operation and control.
(2) Where remote control of propulsion machinery from the navigation bridge is provided and
the machinery spaces are intended to be manned, the following shall apply:-
(a) the speed, direction of thrust and, if applicable, the pitch of the propeller shall be fully
controllable from the navigation bridge under all sailing conditions, including
manoeuvring;
(b) the remote control shall be performed, for each independent propeller, by a control
device so designed and constructed that its operation does not require particular
attention to the operational details of the machinery. Where multiple propellers are
designed to operate simultaneously, they may be controlled by one control device;
(c) the main propulsion machinery shall be provided with an emergency stopping device
on the navigation bridge which shall be independent of the navigation bridge control
system;
(d) propulsion machinery orders from the navigation bridge shall l be indicated in the main
machinery control room or at the manoeuvring platform as appropriate;
(e) remote control of the propulsion machinery shall be possible only from one location
at a time; at such locations interconnected control positions are permitted. At each
location there shall be an indicator showing which location is in control of the
propulsion machinery. The transfer of control between the navigation bridge and
machinery spaces shall be possible only in the main machinery space or the main
machinery control room. This system shall include means to prevent the propelling
thrust from altering significantly when transferring control from one location to another;
(f) it shall be possible to control the propulsion machinery locally, even in the case of
failure in any part of the remote control system;
(g) the design of the remote automatic control system shall be such that in case of its failure an
alarm shall be given. Unless the Director-General considers it impracticable, the preset
speed and direction of thrust of the propeller shall be maintained until local control
is in operation;
(h) indicators shall be fitted on the navigation bridge for:
(i) propeller speed and direction of rotation in the case of fixed pitch propellers; or
(ii) propeller speed and pitch position in the case of controllable pitch propellers.
(i) an alarm shall be provided on the navigation bridge and in the machinery space to
indicate low starting air pressure which shall be set at a level to permit 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.
(3) Where the main propulsion and associated machinery, including sources of main
electrical supply, are provided with various degrees of automatic or remote control and are
under continuous manual supervision from a control room the arrangements and controls
shall be so designed, equipped and installed that the machinery operation shall be as
safe and effective as if it were under direct supervision; for this purpose paragraphs 60
to 64 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.
(5) the requirements of sub-paragraphs (1) to (4), ships constructed on or after the 1st July,
1998 shall comply with the following requirements:
(a) main and auxiliary machinery essential for the propulsion, control and safety of the ship
shall be provided with effective means for its operation and control. All control
systems essential for the propulsion, control and safety of the ship shall be
independent or designed such that failure of one system does not degrade the
performance of another system;
(b) where remote control of propulsion machinery from the navigating bridge is provided,
the following shall apply: —
(i) the speed, direction of thrust and, if applicable, the pitch of the propeller shall be fully
controllable from the navigating bridge under all sailing conditions, including
manoeuvring;
(ii) the control shall be performed by a single control device for each independent
propeller, with automatic performance of all associated services, including, where
necessary, means of preventing overload of the propulsion machinery;
(iii) the main propulsion machinery shall be provided with an emergency stopping
device on the navigation bridge which shall be independent of the navigating bridge
control system;
(iv) propulsion machinery orders from the navigation bridge shall be indicated in the
main machinery control room and at the manoeuvring platform;
(v) remote control of the propulsion machinery shall be possible only from one location
at a time; at such locations interconnected control positions are permitted. At each
location there shall be an 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;
(vi) 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.
(vii) the design of the remote-control system shall be such that in case of its failure an
alarm shall be given. Unless the Director-General. considers it impracticable the
preset speed and direction of thrust of the propellers shall be maintained until local
control is in operation.
(viii) indicators shall be fitted on the navigation bridge, the main machinery control
room and at the manoeuvring platform, for:-
(A) propeller speed and direction of rotation in the case of fixed pitch propellers;
and
(B) propeller speed and pitch position in the case of controllable pitch propellers.
(ix) an alarm shall be provided on the 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.
(c) where the main propulsion and associated machinery, including sources of main
electrical supply, are provided with various degrees of automatic or remote control
and are under continuous manual supervision from a control room, the
arrangements and controls shall be so designed, equipped and installed that the
machinery operation shall be as safe and effective as if it were under direct
supervision; for this purpose paragraph 60 to 64 shall apply as appropriate.
Particular consideration shall be given to protect such spaces against fire and
flooding;
(d) 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.
(6) Ships constructed on or after the 1st July, 2004 shall comply with the requirements of
Sub-paragraphs (1) to (5), as amended, as follows: —
(a) a new sub-paragraph (j) is added to sub-paragraph (2) to read as follows:
“(j) automation systems shall be designed in a manner which ensures that threshold warning
of impending or imminent slowdown or shutdown of the propulsion system is given to the
officer in charge of the 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 shall result in total failure of the engine or propulsion equipment
within a short time, for example in the case of overspeed.”
47.Steam boilers and boiler feed systems. – (1) Every steam boiler and every unfired steam
generator shall be provided with not less than two safety valves of adequate capacity.
However, having regard to the output or any other features of any boiler or unfired steam
generator, the Director-General may permit only one safety valve to be fitted if it is satisfied
that adequate protection against overpressure is thereby provided.
(2) Each oil-fired boiler which is intended to operate without manual supervision shall have safety
arrangements which shut off the fuel supply and give an alarm in the case of low water level,
air supply failure or flame failure.
(3) Water tube boilers serving turbine propulsion machinery shall be fitted with a high- water-level
alarm.
(4) Every steam generating system which provides services essential forthe safety of the ship,
or which could be rendered dangerous by the failure of its feedwater supply, shall be
provided with not less than two separate feedwater systems from and including the feed
pumps, noting that a single penetration of the steam drum is acceptable. Unless
overpressure is prevented by the pump characteristics, means shall be provided which
shall prevent over-pressure in any part of the systems.
(5) Boilers shall be provided with means to supervise and control the quality of the feedwater.
Suitable arrangements shall be provided to preclude, as far as practicable, the entry of
oil or other contaminants which may adversely affect the boiler.
(6) Every boiler essential for the safety of the ship and designed to contain water at a specified
level shall be provided with at least two means for indicating its water level, at least one of
which shall be a direct reading gauge glass.
48.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.
49.Air pressure systems. —(1) In every ship means shall be provided to prevent
overpressure in any part of compressed air systems and wherever water jackets or
casings of air compressors and coolers might be subjected to dangerous overpressure
due to leakage into them from air pressure parts. Suitable pressure relief arrangements
shall be provided for all systems.
(2) The main starting air arrangements for main propulsion internal combustion engines shall
be adequately protected against the effects of backfiring and internal explosion in the
starting air pipes.
(3) All discharge pipes from starting air compressors shall lead directly to the starting air
receivers, and all starting pipes from the air receivers to main or auxiliary engines shall be
entirely separate from the compressor discharge pipe system.
(4) Provision shall be made to reduce to a minimum the entry of oil into the air pressure
systems and to drain these systems.
50.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. Any other machinery space shall be adequately ventilated
appropriate for the purpose of that machinery space.
51.Bilge Pumping arrangements in passenger ship: — (1) This paragraph applies to
ships constructed on or after the 1st January, 2009.
(2) Passenger ships —
(a) 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 shall be provided, under all practical conditions. Efficient means shall
be provided for draining water from insulated holds;
(b) sanitary, ballast and general service pumps may be accepted as independent power
bilge pumps if fitted with necessary connections to the bilge pumping system;
(c) all bilge pipes used in or under coal bunkers or 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;
(d) the arrangement of the bilge and ballast pumping system shall l 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;
(e) the distribution boxes and manually operated valves in connection with the bilge pumping
arrangements shall be placed in accessible positions;
(f) provision shall be made for the drainage of enclosed cargo spaces situated bulkhead
deck of a passenger ship, provided that the Director-General may permit the means
of drainage to be dispensed with in any particular compartment of any ship or class of
ship if it is satisfied that by reason of size or internal subdivision of those spaces the
safety of the ship is not thereby impaired. For ships subject to the provisions of sub
paragraph (1) of paragraph 1 of Chapter (I), for the special hazards associated with
loss of stability when fitted with fixed pressure water-spraying fire-extinguishing
systems refer in sub-clause (iv) of clause (a) of sub paragraph (7) of Paragraph 94;
(g) where the freeboard to the freeboard deck is such that the deck edge is immersed
when the ship heels more than five degrees, then the drainage shall be by scuppers
of suitable size discharging directly overboard, fitted in accordance with the
requirements of paragraph 28 in the case of a passenger ship;
(h) where the freeboard is such that the edge of the bulkhead deck or the edge of the
freeboard deck, is immersed when the ship heels five degree or less, the drainage of
the enclosed spaces on the bulkhead deck or on the freeboard deck, shall be led to a
suitable space, or spaces, of adequate capacity, having a higher water level alarm
and provided with suitable arrangements for discharge overboard and shall also
ensure that: —
(i) the number, size and disposition of the scuppers are such as to prevent
unreasonable accumulation of free water;
(ii) the pumping arrangements required by this rule take account of the requirements
for any fixed pressure water-spraying fire-extinguishing system;
(iii) 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
(iv) 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.
(3) For passenger ships :
(a) the bilge pumping system required by clause (a) of paragraph 2 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. Where, for
particular compartments, the Director-General.is satisfied that the provision of drainage
may be undesirable, it may allow such provision to be dispensed with if calculations made
in accordance with the conditions laid down in Paragraph 16 and 20 show that the survival
capability of the ship shall not be impaired.
(b) 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 thirty or more,
one additional independent power pump shall be provided.
(c) the bilge pump numeral shall be calculated as follows:
when P1 is greater than P: bilge pump numeral = 72 [(M+2P1)/(V+P1-P)]
in other cases: bilge pump numeral = 72 [(M+2P)/V]
Where,
L = the length of the ship (metres), as defined in rule 2;
M = the volume of the machinery space (cubic metres), as defined in rule 3, 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
(d) where practicable, the power bilge pumps shall be placed in separate watertight
compartments and so arranged or situated that these compartments shall 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;
(e) on a ship of 91.5 m in length L and upwards or having a bilge pump numeral, calculated in
accordance with sub- paragraph(2) of paragraph (45) 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 subject to the provisions of regulation
II-1/1.1.1.1 of International Convention for the Safety of Life at Sea, in all flooding conditions
derived from consideration of minor damages as specified in paragraph 20 as follows:-
(i) 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
(ii) 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 shall be available.
(f) 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 clause (a) of sub-paragraph 3.
(g) 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/s. 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. The Director- General. may require
independent power bilge pumps situated in other spaces to have separate direct suctions.
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.
(h) (i) in addition to the direct bilge suction or suctions required by clause (g) of sub-paragraph
(3), a direct suction from the main circulating pump leading to the drainage level of the machinery
space and fitted with a non-return valve shall be provided in the machinery space. The diameter
of this direct suction pipe shall be at least two thirds of the diameter of the pump inlet in the case
of steamships, and of the same diameter as the pump inlet in the case of motorships
(ii) Where in the opinion of The Director General. the main circulating pump is not suitable for
this purpose, a direct emergency bilge suction 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 of the pump used. The capacity of the pump so
connected shall exceed that of a required bilge pump by an amount deemed satisfactory by the
Director-General;
(iii)The spindles of the sea inlet and direct suction valves shall extend well above the engine
room platform.
(i) all bilge suction piping up to the connection to the pumps shall be independent of other piping;
(j) he diameter d of the bilge main shall be calculated according to the following formula.
However, the actual internal diameter of the bilge main may be rounded off to the nearest
standard size acceptable to The Director0-General.:
d = 25 + 1.68√(L(B+D))
where:
d is the internal diameter of the bilge main (millimetres);
L and B are the length and the breadth of the ship (metres) as defined in rule 3; and
D is the moulded depth of the ship to the 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 clause(h) sub- paragraph(2) of paragraph 51 and
which extends for the full length of the ship, moulded depth (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 (metres).
The diameter of the bilge branch pipes shall meet the requirements of the Director-General
(k) provision shall be made to prevent the compartment served by any bilge suction pipe
being flooded in the event of the pipe being severed or otherwise damaged by collision or
grounding in any other compartment. For this purpose, where the pipe is at any part situated
nearer the side of the ship than one fifth of the breadth of the ship (as defined in rule 2 and
measured at right angles to the centreline at the level of the deepest subdivision load line), or
is in a duct keel, a non-return valve shall be fitted to the pipe in the compartment containing
the open end. For ships subject to the provisions of regulation II-1/1.1.1.1 of International
Convention for the Safety of Life at Sea, the deepest subdivision load line shall be taken as the
deepest subdivision draught;
(l) distribution boxes, cocks and valves in connection with the bilge pumping system shall be
so arranged that, in the event of flooding, one of the bilge pumps may be operative on any
compartment; in addition, damage to a pump or its pipe connecting to the bilge main outboard
of a line drawn at one fifth of the breadth of the ship shall not put the bilge system out of
action. If there is only one system of pipes common to all the pumps, the necessary valves
for controlling the bilge suctions must be capable of being operated from above the bulkhead
deck. Where in addition to the main bilge pumping system an emergency bilge pumping
system is provided, it shall be independent of the main system and so arranged that a pump
is capable of operating on any compartment under flooding condition as specified in
paragraph sub-paragraph(3) of paragraph 51; in that case only the valves necessary for the
operation of the emergency system need be capable of being operated from above the
bulkhead deck;
(m) all cocks and valves referred to in clause (l) of sub-paragraph (3) of paragraph 51 which
can be operated from above the bulkhead deck shall have their controls at their place of
operation clearly marked and shall be provided with means to indicate whether they are open
or closed.
(4) At least two power pumps connected to the main bilge system shall be provided, one of
which may be driven by the propulsion machinery. If The Director General is satisfied that
the safety of the ship is not impaired, bilge pumping arrangements may be dispensed
with in particular compartments.
52.Communication between navigation bridge and machinery space.- (1) At least two
independent means shall be provided for communicating orders from the navigation
bridge to the position in the machinery space or in the control room from which the
engines are normally controlled: one of these shall be an engine-room telegraph which
provides visual indication of the orders and responses both in the machinery space and
on the navigation bridge. Appropriate means of communication shall be provided to any
other positions from which the engines may be controlled.
(2) For ships constructed on or after the 1st October, 1994 the following requirements apply in
lieu of the provisions of sub-paragraph (1); at least two independent means shall be
provided for communicating orders from the navigation bridge to the position in the
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
spaces and on the navigation bridge. Appropriate means of communication shall be
provided from the navigation bridge and the engine-room to any other position from which
the speed or direction of thrust of the propellers may be controlled.
53.Engineers’ alarm. — An engineers’ alarm shall be provided to be operated from the
engine control room or at the manoeuvring platform as appropriate and shall be clearly
audible in the engineers’ accommodation.
CHAPTER - VI
ELECTRICAL INSTALLATIONS
54.General. —
(1) Electrical installations shall be such that:
(a) all electrical auxiliary services necessary for maintaining the ship in normal
operational and habitable conditions shall be ensured without recourse to the
emergency source of electrical power;
(b) electrical services essential for safety shall be ensured under various emergency
conditions; and
(c) the safety of crew and ship from electrical hazards shall be ensured.
(2) The Director-General shall take appropriate steps to ensure uniformity in the
implementation and application of the provisions of this rule in respect of electrical
installations.
55.Main source of electrical power and lighting systems.-
(1) (a) A main source of electrical power of sufficient capacity to supply all those services
mentioned in clause(a) of sub-paragraph (1) of paragraph 54; shall be provided. This main
source of electrical power shall consist of at least two generating sets.
(b) The capacity of these generating sets shall be such that in the event of any one
generating set being stopped it shall still be possible to supply those services
necessary to provide normal operational conditions of propulsion and safety. Minimum
comfortable conditions of habitability shall also be ensured which include at least
adequate services for cooking, heating, domestic refrigeration, mechanical ventilation,
sanitary and fresh water.
(c) The arrangements of the ship’s main source of electrical power shall be such that the
services referred to in clause(a) of sub-paragraph (1) of paragraph 54 can be
maintained regardless of the speed and direction of rotation of the propulsion
machinery or shafting.
(d) In addition, the generating sets shall be such as to ensure that with any one generator
or its primary source of power out of operation, the remaining generating sets shall be
capable of providing the electrical services necessary to start the main propulsion plant
from a dead ship condition. The emergency source of electrical power may be used for
the purpose of starting from a dead ship condition if its capability either alone or
combined with that of any other source of electrical power is sufficient to provide at the
same time those services required to be supplied by clause(a) and clause(d)of sub
paragraph (2) of paragraph 56.
(e) Where transformers constitute an essential part of the electrical supply system
required by this sub-paragraph, the system shall be so arranged as to ensure the
same continuity of the supply as is stated in this sub-paragraph.
(2) (a) A main electric lighting system which shall provide illumination throughout those
parts of the ship normally accessible to and used by crew shall be supplied from the
main source of electrical power.
(b) The arrangement of the main electric lighting system shall l be such that a fire or
other casualty in spaces containing the main source of electrical power, associated
transforming equipment, if any, the main switchboard and the main lighting
switchboard, shall not render the emergency electric lighting system required by
clause(a) clause(b) and clause(c)of sub-paragraph (2) of paragraph 56 inoperative.
(c) The arrangement of the emergency electric lighting system shall be such that a fire
or other casualty in spaces containing the emergency source of electrical power,
associated transforming equipment, if any, the emergency switchboard and the
emergency lighting switchboard shall not render the main electric lighting system
required by this paragraph inoperative.
(3) The main switchboard shall be so placed relative to one main generating station that, as
far as is practicable, the integrity of the normal electrical supply may be affected only by
a fire or other casualty in one space. An environmental enclosure for the main
switchboard, such as may be provided by a machinery control room situated within the
main boundaries of the space, is not to be considered as separating the switchboards
from the generators.
(4) Where the total installed electrical power of the main generating sets is in excess of 3
MW, the main busbars shall be subdivided into at least two parts which shall normally
be connected by removable links or other approved means; so far as is practicable,
the connection of generating sets and any other duplicated equipment shall be equally
divided between the parts. Equivalent arrangements may be permitted to the
satisfaction of the Director-General.
(5) Ships constructed on or after 1st July 1998:
(a) in addition to sub-paragraph (1),(2) and (3), shall comply with the following:
(i) where the main source of electrical power is necessary for propulsion and steering
of the ship, the system shall be so arranged that the electrical supply to equipment
necessary for propulsion and steering and to ensure safety of the ship shall be
maintained or immediately restored in the case of loss of any one of the
generators in service;
(ii) load shedding or other equivalent arrangements shall be provided to protect the
generators required by this paragraph against sustained overload;
(iii) where the main source of electrical power is necessary for propulsion of the ship, the
main busbar shall be subdivided into at least two parts which shall normally be
connected by circuit breakers or other approved means; so far as is practicable,
the connection of generating sets and other duplicated equipment shall be equally
divided between the parts; and
(b) need not comply with sub-paragraph (4).
56.Emergency source of electrical power in passenger ships – (1) (a) a self-contained
emergency source of electrical power shall be provided
(a) the emergency source of electrical power, associated transforming equipment, if any,
transitional source of emergency power, emergency switchboard and emergency
lighting switchboard shall be located above the uppermost continuous deck and shall
be readily accessible from the open deck. They shall not be located forward of the
collision bulkhead;
(b) the location of the emergency source of electrical power and associated transforming
equipment, if any, the transitional source of emergency power, the emergency
switchboard and the emergency electric lighting switchboards in relation to the main
source of electrical power, associated transforming equipment, if any, and the main
switchboard shall be such as to ensure to the satisfaction of the Director-General. that
a fire or other casualty in spaces containing the main source of electrical power,
associated transforming equipment, if any, and the main switchboard or in any
machinery space of category A shall not interfere with the supply, control and
distribution of emergency electrical power. As far as practicable, the space containing
the emergency source of electrical power, associated transforming equipment, if any,
the transitional source of emergency power and the emergency switchboard
shall not be contiguous to the boundaries of machinery spaces of category A or those
spaces containing the main source of electrical power, associated transforming
equipment, if any, or the main switchboard;
(c) provided that suitable measures are taken for safeguarding independent emergency
operation under all circumstances, the emergency generator may be used
exceptionally, and for short periods, to supply non-emergency circuits.
(2) The electrical power available shall be sufficient to supply all those services that are
essential for safety in an emergency, due regard being paid to such services as may
have to be operated simultaneously. The emergency source of electrical power shall
be capable, having regard to starting currents and the transitory nature of certain
loads, of supplying simultaneously at least the following services for the periods
specified hereinafter, if they depend upon an electrical source for their operation:
(a) for a period of 36 h, emergency lighting:-
(i) at every muster and embarkation station and over the sides as required by
regulations;
(ii) in alleyways, stairways and exits giving access to the muster and embarkation
stations, as required by regulation;
(iii) in all service and accommodation alleyways, stairways and exits, personnel lift
cars ;
(iv) in the machinery spaces and main generating stations including their control
positions ;
(v) in all control stations, machinery control rooms, and at each main and emergency
switchboard;
(vi) at all stowage positions for firemen's outfits;
(vii) at the steering gear ;and
(viii)at the fire pump, the sprinkler pump and the emergency bilge pump referred to in
clause (a) of clause (d) of sub-paragraph (2) of paragraph 56 and at the starting
position of their motors
(b) for a period of 36h —
(i) the navigation lights and other lights required by the International regulations for
preventing collisions at sea in force ;and
(ii) on ships constructed on or after 1 February 1995, the very high frequency radio
installation required by regulation IV/7.1.1 and IV/7.1.2 of International Convention of
Safety of Life at Sea; and, if applicable
(A) the MF radio installation required by regulations IV/9.1.1,IV/9.1.2,IV/10.1.2 and
IV/10.1.3 of International Convention of Safety of Life at Sea.
(B) the ship earth station required by regulation IV/10.1.1 of International Convention
of Safety of Life at Sea; and
(C) the MF/HF radio installation required by regulations IV/11.1.1 and IV/11.1.2 of
International Convention of Safety of Life at Sea.
(c) for a period of 36 h -
(i) all internal communication equipment required in an emergency;
(ii)the shipborne navigational equipment as required by regulation V/12 *;where such
provision is unreasonable or impracticable the Director-General may waive this
requirement for ships of less than 5,000 tons gross tonnage;
(iii) the fire detection and fire alarm system, and the fire door holding and release
system; and
(iv) for intermittent operation of the daylight signalling lamp, the ship's whistle, the
manually operated call points, and all internal signals that are required in an
emergency;
(v)unless such services have an independent supply for the period of 36 h from an
accumulator battery suitably located for use in an emergency
(d) for a period of 36 h -
(i)one of the fire pumps required by sub-paragraph (8) of Paragraph 85 .
(ii) the automatic sprinkler pump, if any; and
(iii) the emergency bilge pump and all the equipment essential for the operation of
electrically powered remote controlled bilge valves
(e) for the period of time required by paragraph 44 the steering gear if required to be so
supplied by that paragraph;
(f) for a period of half an hour —
(i) any watertight doors required by paragraph 28 to be power-operated together with
their indicators and warning signal;
(ii)emergency arrangements to bring the lift cars to deck level for the escape of persons.
The passenger lift cars may be brought to deck level sequentially in an emergency;
(iii) in a ship engaged regularly on voyages of short duration, the Director -General. if
satisfied that an adequate standard of safety would be attained may accept a lesser
period than the 36-hours period specified in clause (a) to (e) of sub-paragraphs (2)
but not less than 12 h.
(3) The emergency source of electrical power may be either a generator or an
accumulator battery, which shall comply with the following —
(a) where the emergency source of electrical power is a generator, it shall be —
(i) driven by a suitable prime mover with an independent supply of fuel having a
flashpoint (closed cup test) of not less than 43 °C;
(ii) started automatically upon failure of the electrical supply from the main source of
electrical power and shall be automatically connected to the emergency
switchboard; those services referred to in sub-paragraph (4) shall then be
transferred automatically to the emergency generating set. The automatic starting
system and the characteristic of the prime mover shall be such as to permit the
emergency generator to carry its full rated load as quickly as is safe and
practicable, subject to a maximum of 45 s ;unless a second independent means
of starting the emergency generating set is provided, the single source of stored
energy shall be protected to preclude its complete depletion by the automatic
starting system ;and
(iii) provided with a transitional source of emergency electrical power according to
sub- paragraph (4).
(b) where the emergency source of electrical power is a generator, it shall be
(i) carrying the emergency electrical load without recharging while maintaining the
voltage of the battery throughout the discharge period within 12 per cent. above
or below its nominal voltage ;
(ii) automatically connecting to the emergency switchboard in the event of failure of
the main source of electrical power ;and
(iii) immediately supplying at least those services specified in of sub-paragraph (4) .
(c) the following provision in sub-clause (ii) of clause (a) of sub-paragraph (3) shall not
apply to ships constructed on or after the 1st October, 1994:
unless a second independent means of starting the emergency generating set is
provided, the single source of stored energy shall be protected to preclude its
complete depletion by the automatic starting system;
(d) for ships constructed on or after the 1st July, 1998, where 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) (a) The transitional source of emergency electrical power required by sub clause (iii)
of clause (a) of paragraph (3) shall consist of an accumulator battery suitably located
for use in an emergency which shall operate without recharging while maintaining the
voltage of the battery throughout the discharge period within 12 per cent. above or
below its nominal voltage and be of sufficient capacity and so arranged as to supply
automatically in the event of failure of either the main or emergency source of electrical
power at least the following services, if they depend upon an electrical source for their
operation;
(b) the lighting required by clause (a) and (b) of sub- paragraphs (2);
(c) all services required by sub-clauses (i), (iii) and (iv) of clause (c) of sub-paragraph
(2) unless such services have an independent supply for the period specified from
an accumulator battery suitably located for use in an emergency
(d) Power to operate the watertight doors, as required by sub-clause (iii) of clause (c) of
sub -paragraph (6) of paragraph 26, but not necessarily all of them simultaneously,
unless an independent temporary source of stored energy is provided. Power to the
control, indication and alarm circuits as required by clause (b) of sub-paragraph (6) of
paragraph 26 for half an hour.
(5) (a) the emergency switchboard shall be installed as near as is practicable to the
emergency source of electrical power;
(b) where the emergency source of electrical power is a generator, the emergency
switchboard shall be located in the same space unless the operation of the
emergency switchboard would thereby be impaired;
(c) no accumulator battery fitted in accordance with this rule shall be installed in the same
space as the emergency switchboard. An indicator shall be mounted in a suitable
place on the main switchboard or in the machinery control room to indicate when
the batteries constituting either the emergency source of electrical power or the
transitional source of emergency electrical power referred to in clause (b) of sub
paragraph (3) or sub-paragraph (4) are being discharged;
(d) the emergency switchboard shall be supplied during normal operation from the main
switchboard by an interconnector feeder which is to be adequately protected at the
main switchboard against overload and short circuit and which is to be
disconnected automatically at the emergency switchboard upon failure of the main
source of electrical power. Where the system is arranged for feedback operation,
the interconnector feeder is also to be protected at the emergency switchboard at
least against short circuit;
(e) in order to ensure ready availability of the emergency source of electrical power,
arrangements shall be made where necessary to disconnect automatically non
emergency circuits from the emergency switchboard to ensure that power shall be
available to the emergency circuits;
(f) the emergency generator and its prime mover and any emergency accumulator
battery shall be so designed and arranged as to ensure that they shall function at
full rated power when the ship is upright and when inclined at any angle of list up
to 22.5 ˚or when inclined up to ten degree either in the fore or aft direction, or is in
any combination of angles within those limits.
57.Supplementary emergency lighting for Ro/Ro passenger ships: — (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 electric 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 Director-General. The supplementary lighting shall be such that any failure of the
lamp shall be immediately apparent. Any accumulator battery provided shall be replaced
at intervals having regard to the specified service life in the ambient conditions that they
are subject to in service.
(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 sub-paragraph (1), is provided.
58.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 Director General shall be made for the maintenance of
heating arrangements, to ensure ready starting of the generating sets.
(2) Each emergency generating set arranged to be automatically started shall be
equipped with starting devices approved by the Director-General with a stored energy
capability of at least three consecutive starts. A second source of energy shall be
provided for an additional three starts within 30 min unless manual starting can be
demonstrated to be effective, ships constructed on or after the 1st October, 1994, in
lieu of the provision of the second sentence of this sub-paragraph (2) of paragraph
58, shall comply with the following requirements, The source of stored energy shall be
protected to preclude critical depletion by the automatic starting system, unless a
second independent means of starting is provided. In addition, a second source of
energy shall be provided for an additional three starts within 30 min unless manual
starting can be demonstrated to be effective.
(3) The stored energy shall be maintained at all times, as follows:-
(a) electrical and hydraulic starting systems shall be maintained from the emergency
switchboard;
(b) compressed air starting systems may be maintained by the main or auxiliary
compressed air receivers through a suitable non-return valve or by an emergency
air compressor which, if electrically driven, is supplied from the emergency
switchboard;
(c) all of these starting, charging and energy storing devices shall be located in the
emergency generator space; these devices are not to be used for any purpose
other than the operation of the emergency generating set. This does not preclude
the supply to the air receiver of the emergency generating set from the main or
auxiliary compressed air system through the non-return valve fitted in the
emergency generator space.
(4) (a) where automatic starting is not required, manual starting is permissible, such as
manual cranking, inertia starters, manually charged hydraulic accumulators, or powder
charge cartridges, where they can be demonstrated as being effective;
(b) when manual starting is not practicable, the requirements of sub-paragraph (2)
and (3) .
(3) Shall be complied with except that starting may be manually initiated.
59.Precautions against shock, fire and other hazards of electrical origin - (sub
paragraphs (10) of this paragraph apply to ships constructed on or after the January,
2007)
(1) (a) exposed metal parts of electrical machines or equipment which are not intended
to be live but which are liable under fault conditions to become live shall be earthed
unless the machines or equipment are:-
(i) supplied at a voltage not exceeding 50 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
(ii) supplied at a voltage not exceeding 250 V by safety isolating transformers
supplying only one consuming device; or
(i). constructed in accordance with the principle of double insulation.
(b) the Director-General may require additional precautions for portable electrical
equipment for use in confined or exceptionally damp spaces where particular risks
due to conductivity may exist;
(c) all electrical apparatus shall be so constructed and so installed as not to cause injury
when handled or touched in the normal manner.
(2) Main and emergency switchboards shall be so arranged as to give easy access as
may be needed to apparatus and equipment, without danger to personnel. The sides
and the rear and, where necessary, the front of switchboards shall be suitably guarded.
Exposed live parts having voltages to earth exceeding a voltage to be specified by
The Director General shall not be installed on the front of such switchboards. Where
necessary, nonconducting mats or gratings shall be provided at the front and rear of
the switchboard.
(3) (a) the hull return system of distribution shall not be used for any purpose in a tanker,
or for power, heating, or lighting in any other ship of 1,600 gross tonnage and upwards;
(b) the requirement of clause (a) of sub-paragraph (3) does not preclude under conditions
approved by the Director- General the use of:-
(i) impressed current cathodic protective systems;
(ii) limited and locally earthed systems; or
(iii) insulation level monitoring devices provided the circulation current does not
exceed 30 mA under the most unfavourable conditions.
(c) for ships constructed on or after the 1st of October, 1994, the requirement of
clause (a) of sub-paragraph (3) does not preclude the use of limited and locally
earthed systems, provided that any possible resulting current does not flow directly
through any dangerous spaces;
(d) where the hull return system is used, all final subcircuits, i.e. all circuits fitted after the
last protective device, shall be two-wire and special precautions shall be taken to the
satisfaction of the Director-General.
(4) (a). earthed distribution systems shall not be used in a tanker. the Director- General
may exceptionally permit in a tanker the earthing of the neutral for alternating current
power networks of 3,000 V (line to line) and over, provided that any possible resulting
current does not flow directly through any of the dangerous spaces;
(b) when a distribution system, whether primary or secondary, for power, heating or
lighting, with no connection to earth is used, a device capable of continuously
monitoring the insulation level to earth and of giving an audible or visual indication
of abnormally low insulation values shall be provided.
(c) ships constructed on or after the 1st October, 1994, in lieu of the provisions of
clause(a) of sub-paragraph (4), shall comply with the following requirements:-
(i) except as permitted by sub- clause (ii) clause(c) of sub-paragraph (4) earthed
distribution systems shall not be used;
(ii). the requirement of sub- clause (i) clause(c) of sub paragraph(4) does not
preclude the use of earthed intrinsically safe circuits and in addition, under
conditions approved by the Director- General, the use of the following earthed
systems:-
(A) power-supplied control circuits and instrumentation circuits where
technical or safety reasons preclude the use of a system with no connection
to earth, provided the current in the hull is limited to not more than 5 A in
both normal and fault conditions; or
(B) limited and locally earthed systems, provided that any possible resulting
current does not flow directly through any of the dangerous spaces; or
(C) alternating current power networks of 1,000 V root mean square (line to
line) and over, provided that any possible resulting current does not flow
directly through any of the dangerous spaces.
(5) (a) except as permitted by the Director General in exceptional circumstances, all metal
sheaths and armour of cables shall be electrically continuous and shall be earthed;
(b) all electric cables and wiring external to equipment shall be at least of a flame
retardant type and shall be so installed as not to impair their original flame
retarding properties. Where necessary for particular applications the Director
General may permit the use of special types of cables such as radio frequency
cables, which do not comply with the foregoing;
(c) cables and wiring serving essential or emergency power, lighting, internal
communications or signals shall so far as practicable be routed clear of galleys,
laundries, machinery spaces of category A and their casings and other high fire risk
areas. In Ro/Ro passenger ship, cabling for emergency alarms and public address
systems installed on or after 1 July 1998 shall be approved by The Director General
having regard to the recommendations developed by the IMO. Cables connecting
fire pumps to the emergency switchboard shall be of a fire-resistant type where
they pass through high fire risk areas. Where practicable all such cables should be
run in such a manner as to preclude their being rendered unserviceable by heating
of the bulkheads that may be caused by a fire in an adjacent space;
(d) where cables which are installed in hazardous areas introduce the risk of fire or
explosion in the event of an electrical fault in such areas, special precautions against
such risks shall be taken to the satisfaction of the Director-General.
(e) cables and wiring shall be installed and supported in such a manner as to avoid
chafing or other damage;
(f) terminations and joints in all conductors shall be so made as to retain the original
electrical, mechanical, flame-retarding and, where necessary, fire-resisting
properties of the cable.
(6) (a) each separate circuit shall be protected against short circuit and against overload,
except as permitted in paragraphs 44 and 45 or where the Director-General may
exceptionally otherwise permit.
(b) the rating or appropriate setting of the overload protective device for each circuit
shall be permanently indicated at the location of the protective device.
(7) lighting fittings shall be so arranged as to prevent temperature rises which could
damage the cables and wiring, and to prevent surrounding material from becoming
excessively hot.
(8) All lighting and power circuits terminating in a bunker or cargo space shall be provided
with a multiple-pole switch outside the space for disconnecting such circuits.
(9) (a) accumulator batteries shall be suitably housed, and compartments used primarily
for their accommodation shall be properly constructed and efficiently ventilated;
(b)electrical or other equipment which may constitute a source of ignition of flammable
vapours shall not be permitted in these compartments except as permitted in sub
paragraph (10).
(c) accumulator batteries shall not be located in sleeping quarters except where
hermetically sealed to the satisfaction of the Director-General.
(10) No electrical equipment shall be installed in any space where flammable mixtures
are liable to collect, e.g. in compartments assigned principally to accumulator batteries, in
paint lockers, acetylene stores or similar spaces, unless the Director-General is satisfied
that such equipment is:-
(a) essential for operational purposes;
(b) of a type which shall not ignite the mixture concerned;
(c) appropriate to the space concerned; and
(d) appropriately certified for safe usage in the dusts, vapours or gases likely to be
encountered.
(11) Distribution system shall be so arranged that fire in any main vertical zone has is
defined in sub-paragraph (4) of paragraph (1) will not interfere in 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 has widely as is practicable
CHAPTER- VII
ADDITIONAL REQUIREMENTS FOR PERIODICALLY UNATTENDED
MACHINERY SPACES
60.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 the satisfaction of The Director General to ensure that the
equipment is functioning in a reliable manner and that satisfactory arrangements are
made for regular inspections and routine tests to ensure continuous reliable operation.
(3) Every ship shall be provided with documentary evidence, to the satisfaction of The
Director General, of its fitness to operate with periodically unattended machinery
spaces.
61.Fire precautions. – (1) Means shall l be provided to detect and give alarms at an early
stage in case of fires:
(a) in boiler air supply casings and exhausts (uptakes); and
(b) in scavenging air belts of propulsion machinery, unless The Director General
considers this to be unnecessary in a particular case.
(2) Internal combustion engines of 2,250 kW and above or having cylinders of more than
300 mm bore shall be provided with crankcase oil mist detectors or engine bearing
temperature monitors or equivalent devices.
62.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.
63.Control of propulsion machinery from the navigation bridge. – (1) Under all sailing
conditions, including manoeuvring, the speed, direction of thrust and, if applicable, the
pitch of the propeller shall be fully controllable from the navigation bridge.
(a) Such remote control shall be performed by a single control device for each
independent propeller, with automatic performance of all associated services,
including, where necessary, means of preventing overload of the propulsion
machinery.
(b) The main propulsion machinery shall be provided with an emergency stopping
device on the navigation bridge which will be independent of the navigation bridge
control system.
(2) Propulsion machinery orders from the navigation bridge shall be indicated in the main
machinery control room or at the propulsion machinery control position as appropriate.
(3) Remote control of the propulsion machinery shall be possible only from one location at
a time; at such locations interconnected control positions are permitted. At each
location there shall be an indicator showing which location is in control of the
propulsion machinery. The transfer of control between the navigation bridge and
machinery spaces shall be possible only in the main machinery space or in 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.
(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 shall be given. Unless The Director General considers it impracticable, the preset
speed and direction of thrust of the propeller shall be maintained until local control
is in operation.
(6) Indicators shall be fitted on the navigation bridge for:
(a) propeller speed and direction of rotation in the case of fixed pitch propellers; or
(b) propeller speed and pitch position in the case of controllable pitch propellers.
(7) The number of consecutive automatic attempts which fail to produce a start shall be
limited to safeguard sufficient starting air pressure. An alarm will be provided to
indicate low starting air pressure set at a level which still permits starting operations of the
propulsion machinery.
64. Communication. - A reliable means of vocal communication shall be provided
between the main machinery control room or the propulsion machinery control position
as appropriate, the navigation bridge and the engineer officers’ accommodation
65.Alarm system. -
(1) An alarm system shall be provided indicating any fault requiring attention and shall:
(a) be capable of sounding an audible alarm in the main machinery control room or at
the propulsion machinery control position, and indicate visually each separate
alarm function at a suitable position;
(b) have a connection to the engineers’ public rooms and to each of the engineers’
cabins through a selector switch, to ensure connection to at least one of those
cabins. Administrations may permit equivalent arrangements;
(c) activate an audible and visual alarm on the navigation bridge for any situation which
requires action by or attention of the officer on watch;
(d) as far as is practicable be designed on the fail-to-safety principle; and
(e) activate the engineers’ alarm required by paragraph 53 if an alarm function has not
received attention locally within a limited time.
(2) (a). The alarm system shall l be continuously powered and shall have an automatic
change-over to a stand-by power supply in case of loss of normal power supply.
(b) Failure of the normal power supply of the alarm system shall be indicated by an
alarm.
(3) (a) The alarm system shall l be able to indicate at the same time more than one fault
and the acceptance of any alarm shall not inhibit another alarm.
(b) Acceptance at the position referred to in sub-paragraph (1) of any alarm condition
shall be indicated at the positions where it was shown. Alarms shall be maintained until
they are accepted and the visual indications of individual alarms shall remain until the
fault has been corrected, when the alarm system shall automatically reset to the normal
operating condition.
66. 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 l be such as to preclude inadvertent operation. Visual means shall be provided
to indicate when the override has been activated.
67.Special requirements for machinery, boiler and electrical installations.
(1) The special requirements for the machinery, boiler and electrical installations shall be
to the satisfaction of The Director General and shall include at least the requirements
of this paragraph.
(2) The main source of electrical power shall comply with the following:
(a) Where the electrical power can normally be supplied by one generator, suitable
load-shedding arrangements shall be provided to ensure the integrity of supplies to
services 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. The Director General may dispense with this requirement for
a ship of less than 1,600 gross tonnage, if it is considered impracticable.
(b) If the electrical power is normally supplied by more than one generator
simultaneously in parallel operation, provision shall be made, for instance by load
shedding, to ensure that, in case of loss of one of these generating sets, the
remaining ones are kept in operation without overload to permit propulsion and
steering, and to ensure the safety of the ship.
(3) Where stand-by machines are required for other auxiliary machinery essential to
propulsion, automatic change-over devices shall be provided.
(4) Automatic control and alarm system
(a). The control system shall be such that the services needed for the operation of the
main propulsion machinery and its auxiliaries are ensured through the necessary
automatic arrangements.
(b) An alarm shall be given on the automatic change-over.
(c) An alarm system complying with paragraph 66 shall be provided for all important
pressures, temperatures and fluid levels and other essential parameters.
(d). A centralized control position shall be arranged with the necessary alarm panels
and instrumentation indicating any alarm.
(5) Means shall be provided to keep the starting air pressure at the required level where
internal combustion engines are used for main propulsion.
68. Special consideration in respect of passenger ships. - Passenger ships shall be
specially considered by The Director General as to whether or not their machinery spaces
may be periodically unattended and if so whether additional requirements to those stipulated
in these Rules are necessary to achieve equivalent safety to that of normally attended
machinery spaces.
69.Alternative design and arrangements. – (1) The purpose of this paragraph is to
provide a methodology for alternative design and arrangements for machinery,
electrical installations and low-flashpoint fuel storage and distribution systems.
(2) (a) Machinery, electrical installation and low-flashpoint fuel storage and distribution
systems design and arrangements may deviate from the requirements set out in this
paragraphs, provided that the alternative design and arrangements meet the intent of
the requirements concerned and provide an equivalent level of safety to this chapter.
(b) When alternative design or arrangements deviate from the prescriptive
requirements of in this rules, an engineering analysis, evaluation and approval of
the design and arrangements shall be carried out in accordance with this
paragraph.
(3) The engineering analysis shall be prepared and submitted to the Director- General,
based on the guidelines developed by the International Maritime Organization and shall
include, as a minimum, the following elements:
(a) determination of the ship type, machinery, electrical installations, low-flashpoint fuel
storage and distribution systems and space(s) concerned;
(b) Identification of the prescriptive requirement(s) with which the machinery,
electrical installations and low-flashpoint fuel storage and distribution systems
shall not comply;
(c) dentification of the reason the proposed design shall not meet the prescriptive
requirements supported by compliance with other recognized engineering or
industry standards;
(d) determination of the performance criteria for the ship, machinery, electrical
installation, low-flashpoint fuel storage and distribution system or the space(s)
concerned addressed by the relevant prescriptive requirement(s):
(i) Performance criteria shall provide a level of safety not inferior to the relevant
prescriptive requirements contained in this paragraphs: and
(ii) performance criteria shall be quantifiable and measurable.
(e) detailed description of the alternative design and arrangements, including a list of
the assumptions used in the design and any proposed operational restrictions
or conditions;
(f) technical justification demonstrating that the alternative design and arrangements meet
the safety performance criteria; and
(g) risk assessment based on identification of the potential faults and hazards
associated with the proposal.
(4) Evaluation of the alternative design and arrangements
(a) The engineering analysis required in sub-paragraph (3) shall be evaluated and
approved by The Director General, taking into account the guidelines developed by
the IMO.
(b) A copy of the documentation, as approved by the Director-General, indicating that the
alternative design and arrangements comply with this rule shall be carried
on board the ship.
(5) The Director-General shall communicate to the International Maritime Organization
pertinent information concerning alternative design and arrangements approved by
them for circulation to all Contracting Governments.
(6) If the assumptions and operational restrictions that were stipulated in the alternative
design and arrangements are changed, the engineering analysis shall be carried out
under the changed condition and shall be approved by the Director-General
CHAPTER- VIII
SHIPS USING LOW-FLASHPOINT FUELS
70.Application. — (1) Except as provided for in sub-paragraphs (4) ,this paragraph shall
apply to ships using low-flashpoint fuels:
(a) for which the building contract is placed on or after the 1st January, 2017;
(b) in the absence of a building contract, the keels of which are laid or which are at a
similar stage of construction on or after the 1st July, 2017; or
(c) the delivery of which is on or after the 1st January, 2021.
Such ships using low-flashpoint fuels shall comply with the requirements of this
rule in addition to any other applicable requirements of the present rules.
(2) Except as provided for in sub-paragraphs (4), a ship, irrespective of the date of
construction, including one constructed before the 1st January, 2009, which converts
to using low-flashpoint fuels on or after the 1st January, 2017 shall be treated as a
ship using low-flashpoint fuels on the date on which such conversion commenced.
(3) Except as provided for in sub-paragraph (4), a ship using low-flashpoint fuels,
irrespective of the date of construction, including one constructed before the 1st January,
2009, which, on or after the 1st January, 2017, undertakes to use low-flashpoint fuels
different from those which it was originally approved to use before the 1st January,
2017 shall be treated as a ship using low-flashpoint fuels on the date on which such
undertaking commenced.
(4) This paragraph shall not apply to ships owned or operated by a Contracting
Government and used, for the time being, only in Government non-commercial
service. However, ships owned or operated by a Contracting Government and used, for
the time being, only in Government non-commercial service are encouraged to act in
a manner consistent, so far as reasonable and practicable, with this paragraph.
71.Requirements for ships using low-flashpoint fuels. — (1) Except as provided in sub
paragraphs (4) of paragraph 70, ships using low-flashpoint fuels shall comply with the
requirements of the international code of safety for ships using gases or other low
flashpoint fuels.
CHAPTER- IX
CARRIAGE OF PASSENGERS
72.General. — (1) Position of Passenger Accommodation: —
(a) The decks on which passengers are accommodated shall form part of the permanent
structure of the ship and shall be of adequate strength. If any deck is constructed of
wood, it shall be properly laid and caulked and shall be continuous from side to side
of the space in which the passengers are carried. If the deck is not constructed of
wood, it shall be fitted with sheathing made of wood of an approved non-conduction
composition.
(b) Passengers shall not be carried on more than one deck below the load water line and
within 10 per cent. of the length of the ship from forward perpendicular in any lower
between deck.
(c) Lamp rooms, paint rooms and spaces used for the storage of inflammable oils shall
not have direct access to passenger accommodation by doors or passenger ways or
be so situated as to constitute a danger of passengers. Passenger shall not be
accommodation in a space adjoining an oil fuel bunker unless the space in separated
from the bunker by an additional steel vapour proof bulk ahead so arranged that the
space between the two bulkheads is well ventilated and accessible. Passenger
accommodation may be situated on a deck forming the crown of an oil fuel space if-
(i) the deck is oil-tight.
(ii) passenger space is well ventilated;
(iii) no man whole or other opening to oil fuel space exists in passenger spaces;
and
(iv) flooring of passenger space is of a material and of a thickness approved by the
Central Government for the purpose.
(d) Passenger accommodation shall be separated from cargo spaces, coal bunkers.
storerooms, lamp rooms and paint rooms and other space used for storage of
inflammable oils by means of gas-tight steel bulkheads and decks.
(2) Lighting and ventilation-All passenger accommodation spaces shall be efficiently
ventilated and lighted during both day and night. Wherever possible, natural lighting shall
be provided. Where natural lighting is not possible, efficient artificial lighting shall be
provided.
(3) Sheathing of steel or other metal decks-steel or other metal decks forming the floors or
crowns of enclosed spaces in which passengers are accommodated shall be sheathed
with wood or other composition of an approved type. crowns of passenger spaces which
are exposed to weather shall be sheathed with wood 57 millimetres thick or with an
equivalent composition.
73.Space requirements for cabin class passengers. —(1) Applicable-this paragraph
applies to ships of classes I,II,III,IV,V,VI
(2) Provision of cabin Berths-
(a) the number of fixed berths properly constructed and fitted shall determine the number
of passengers that may be allowed to be carried in cabin class accommodation
provided in any ship.
(b) no cabin accommodating cabin class passengers shall contain more than eight such
berths.
(c) there shall not be more than two tiers of berths in any cabin and there shall be provided
not less than 3.35 square metres of clear space for each cabin class passenger. Where
small berths are fitted for children, the total space allocated shall be 3.5 square metre
for every pair of such berths.
(d) where the voyage are of less than 6 hours duration, passengers may be accommodated
in spaces where only sitting accommodation is provided. sets or chairs of not less than
460 mm in length shall be provided for all such passengers.
(e) Airing space shall be provided on the upper deck bridge or poop deck for all cabin class
passengers at the scale of 2.20 square metre for each passenger, such airing space
shall be demarcated and spared from airing space referred to in sub-paragraph (7)
74.Space requirements for accommodation of special trade passengers.- (1)
Application-this paragraph applies to ships of classes III, IV, V, VI
(2) Spaces unfit for passenger accommodation- In ships to which this paragraph applies,
accommodation for passengers shall be provided in any of the following spaces, namely:-
(a) any deck lower than the one immediately below the deepest sub-division load line;
(b) any part of the between deck where the clear headroom is less than 1.90 metres;
(c) forward of the collision bulkhead being the bulkhead complying with the requirements
or the upward extension thereof;
(d) on lower between decks within 10 per cent. of the length of the ship from the forward
perpendicular; or
(e) any weather deck which is not sheathed to any satisfaction of the Central
Government.
(3) During seasons of foul weather, no space on the weather deck shall be measured as being
available for passenger accommodation except that it may be measured as airing space.
(4) Provision of bunks —
(a) where in any ship to this paragraph applies bunks are provided for passengers as
required in the paragraph, such bunks shall comply with the following requirements,
namely : —
(i). the size of a bunk shall not be less than 1.90 metres long and 0.70 metres wide;
(ii). every bunk shall give direct access to a passage-way and the passage-ways shall
so arranged as to give ready access to an escape route;
(iii). the width of passage-ways shall be not less than 0.70 metre;
(iv). bunks may be fitted in single or double tiers; the following requirements shall be
complied with, namely:-
(A) the distance between the deck and the base of the lower bunk shall not be less
than 0.45 metre;
(B) the distance between the base of the lower bunk and the base of the upper bunk
shall not be less than 0.90 metre;
(C) The distance between the base of the upper bunk and the underside of any
overhead obstruction shall not be less than 0.90 metre. and
(D) suitable means shall be provided for access to upper bunks.
(v). bunks shall be fitted with leeboards or lee rails and where bunks are fitted side by
side suitable means of separation shall be provided;
(vi). bunks and their fittings shall be constructed of metal and shall be or a type approved
by the Central Government;
(vii). opening are trunked or otherwise protected to the satisfaction of the Central
Government.
(viii). no bank shall be fitted within 0.60 metre of the face of the frames, sparrings or
linings at a ship’s side;
(ix). no bunk shall be fitted within 0.75 metre of the entrance of any stairway or
ladderway, wash placed, lavatory or battery or latrines or of any water tap or fire
hydrant; and
(x). no bunk shall be fitted in space or part there of which in the opinion of the Central
Government, is unsuitable for accommodation of special trade passengers.
(5) Total number of bunks provided in any ship shall be such as to ensure that the number of
a passengers carried in space does not exceed the gross volume of that space in cubic
metres divided by 3.06 cubic metres.
(6) Ships not fitted with bunks
(a) where a ship tow which this paragraph applies is not required to provide bunks for
passengers, the following provisions shall be complied with sub-paragraph 24.
(b) subject to the provision of the paragraph for accommodation spaces in any such ship
shall be measured on the scale set out in the table below, having regard to the location
of accommodation space, the duration of the voyage and the incidence of season of
fair and foul weather;
+--------------------------+------------------------------+-------------------------+
| Location | Duration of voyage | Minimum space |
| | | allocation per passenger|
+==========================+==============================+=========================+
| Weather deck (during | (i) Less than 24 hours | 0.74 m² |
| season of fair weather) | | |
+--------------------------+------------------------------+-------------------------+
| | (ii) 24 hours and over but | 1.12 m² |
| | less than 72 hours | |
+--------------------------+------------------------------+-------------------------+
| Upper deck | (i) Less than 24 hours | 0.74 m² |
+--------------------------+------------------------------+-------------------------+
| | (ii) 24 hours and over but | 1.12 m² |
| | less than 72 hours | |
+--------------------------+------------------------------+-------------------------+
| Upper between deck | (i) Less than 24 hours | 0.88 m² |
+--------------------------+------------------------------+-------------------------+
| | (ii) 24 hours and over but | 1.12 m² |
| | less than 72 hours | |
+--------------------------+------------------------------+-------------------------+
Location Duration of voyage
Minimum space
allocation per
passenger
(ii) 24 hours and over
but less than 72
hours
1.12 m²
Lower between deck (i) Less than 24 hours 0.88 m²
(ii) 24 hours and over
but less than 72
hours
1.40 m²
(c) where means of egress from a between deck or other enclosed spare is through
another passenger space, the space in the between deck shall be measured in
accordance with scale laid down for lower between deck.
(d) where duration of any voyage is 24 hours or over, the number of passengers
accommodated it any space shall not exceed the gross volume of that space in cubic
metres divided by 3.06 cubic metres.
(e) in calculating spaces for accommodation of passengers, the following deductions shall
be made, namely :-
(A) an overall deduction of 5 per cent. of the gross area of the space to allow for the
accommodation of accompanied baggage ;
(B) an area extending to a distance of 0.75 metre from the entrance to any stairway or
ladder way, wash place, lavatory or battery or latrines of from any water tap or fire
hydrant;
(C) areas required for working the lifeboats, liferafts and buoyant apparatus :
Provided that these areas may be included in airing space provided under airing
spaces;
(D) the area of any hatchway; and
(E) any area which, in the opinion of the central Government, is unsuitable for
accommodation of passengers.
(f) areas referred to in clauses (b), (c), (d), (e) of sub-paragraph 6 shall be delineated by
white line 0.08 meter wide.
(7) Airing space – airing space reserved on the weather decks for use of passengers in
pursuance of the provision of airing spaces shall be marked conspicuously as ‘AIRING
SPACE FOR SPECIAL TRADE PASENGERS ONLY’.
(8) Marking of spaces- Any space intended for the accommodation of special trade
passengers shall be conspicuously marked at or near the entrance to that space indicating
the number of such passengers the space is certified to accommodate.
(9) Hospital arrangements — 1. Every ship carrying more than 100 passengers and engaged
on voyages the duration of which exceeds 48 hours in ordinary circumstances, shall be
provided with permanent hospital arrangements, such arrangements shall comply with
the following provisions, namely:-
(a) there shall be fitted on deck or decks above the decks hospital accommodation for
passengers which shall be clearly demarcated;
(b) the area of the deck space provided for this purpose shall be not less than 9.3sq.
meters for the first five hundred passengers or less and in addition 2.3 sq. meters of
every additional one hundred passengers or part thereof up to a maximum of 23 sq.
meters;
(c) there shall be separate hospital for the exclusive use of members of each sex when
passengers of both sexes are carried;
(d) every such hospital shall be at least two beds and a floor area of not less than 4.5 sq.
meters;
(e) every hospital shall be sufficiently ventilated and lighted and shall be provided with
proper beds, bedding and necessary appliances;
(f) metal decks and over-head decks shall be sheathed with wood or other approved
composition;
(g) every hospital shall have its own latrine and bathroom situated immediately adjacent
to the hospital either in one compartment or separately;
(h) beds shall be of metal and shall be of a type approved for use in the hospital of a
ship. Every hospital shall remain open at all time for the admission and treatment of
passengers suffering from any ailment;
(i) hospital beds shall be fitted on the scale given below:-
+-------------------+----------------------------+-----------------------------+
| Number of | Number of beds for | Number of beds for |
| passengers | voyages of between 48 | voyages of over 120 |
| | and 120 hours | hours |
+===================+============================+=============================+
| Up to 400 | 4 | 4 |
| passengers | | |
+-------------------+----------------------------+-----------------------------+
| 400–600 | 5 | 5 |
| passengers | | |
+-------------------+----------------------------+-----------------------------+
| 600–800 | 6 | 8 |
| passengers | | |
+-------------------+----------------------------+-----------------------------+
| 800–1000 | 7 | 10 |
| passengers | | |
+-------------------+----------------------------+-----------------------------+
| Above 1000 | 8 | 12 |
| passengers | | |
+-------------------+----------------------------+-----------------------------+
2. Every ship carrying pilgrims shall be provided with hospital accommodation for not less
than 2.5 per cent. of the total number of pilgrims the ship is certified to carry.
3. In the case of ships certified to carry more than one hundred passengers and performing
voyage the duration of which in ordinary circumstance does not exceed 48 hours there
shall be carried material for the erection of a temporary hospital. the area reserved for
such hospital shall be not less than 7.4 sq. meters,
4. The portion of the upper deck on which such temporary hospital may be erected shall be
measured off and demarcated to the satisfaction of the Central Government. The
framework of the hospital may be of metal (in pieces that can be easily fitted together) or
of wooden spares or bamboos. The roof shall be tented and both side walls made of stout
canvas or other suitable material and be perfectly watertight. Adequate provisions shall
be made for ventilation.
5. To provide for the accommodation and treatment of such cased on illness such as
smallpox, cholera yellow fever or plague, every ship carrying more than one hundred
passengers and performing a voyage the duration of which exceeds. 48 hours but does
not exceed 120 hours shall carry on board material necessary for the construction of a
temporary hospital and a part of the upper dock of an area not less than 14 sq. meters
shall be set apart and demarcated for this purpose.
6. Ships performing a voyage the duration of which in ordinary circumstances exceed 120
hours shall be fitted with permanent isolation hospital which shall be in as isolated a
position as possible to the satisfaction of the Central Government. There shall be not less
than two beds in an isolation hospital.
7. every isolation hospital shall have a separate latrine and wash basin.
8. every pilgrim shall be provided with spaced on upper deck for erection of a temporary
hospital. The area of the temporary hospital together with that of the permanent hospital
shall be sufficient for a at least 4 per cent. of the number of pilgrims the ship in certified to
carry
(10) Provision of medical stores-
(a) every ship carrying more than 100 passengers and every pilgrim ship shall carry
medicine, medical stores disinfectants, and surgical appliances prescribed by the
applicable rules made under the Act;
(b) the medical stores and surgical appliances shall be inspected one a year by the Port
Health Officer, who if satisfied that they are as prescribed and in good condition, shall
issue a certificate to that effect to the master of the ship ;
(c) latrines-
(i) Every ship shall be provided with latrines for exclusive use of passengers on
accordance with the following scale, namely :-
(A) In the case of ships performing voyages the duration of which in ordinary
circumstances exceed 48 hours, not less than four latrines shall be provided for
everyone hundred passengers or part thereof.
(B) In the case of ships performing voyages the duration of which in ordinary
circumstances exceeds 24 hours but does into exceed 48 hours, not less than
three latrines shall be provided for every one hundred passengers or part
thereof up to six hundred passengers and two thereof up to six hundred
passengers and two additional Latrines for every one hundred passengers or
part thereof.
(C) In the case of ships performing voyages the duration of which in ordinary
circumstances exceed 6 hours but does not exceed 24 hours, there shall be
provided three latrines for the first hundred passengers and two latrines for
every hundred passengers or part thereof in excess of the first hundred
passengers.
(D) In the case of ships performing voyages which does not exceed 6 hours in
ordinary circumstances there shall be provided latrines at the scale of 2 latrines
for every one hundred passengers or part thereof for he total number of
passengers the ship is certified to carry.
(ii) in every ship, small commode seats with back rest shall be made available the
use of children in the proportion of one such commode for every two hundred
passengers which the ship is certified to carry, upto a maximum of six
commodes. such commode shall be placed adjacent to the latrines.
(iii) latrines shall be situated above the between decks, forward and aft, at
convenient and easily accessible places in all weathers. Latrines shall not be
provided in between decks unless an efficient system of trunked mechanical
ventilation and exhaust ventilation is provided in such spaces.
(iv) all latrines shall be design approved for the purposed and shall be fitted with
automatic intermittent flushing devices. The latrine compartment shall be at least
900 millimeters by 1100 millimeters and shall be provided with two storm rails.
Latrines situated in between decks shall be effectively shut off so as to prevent
effluvia escaping therefrom into passenger space;
(v) every latrine shall be properly lighted and provided with a water tap, a pannikin
and an adequate supply of water for purposes of ablution. Separate latrines shall
be set part for the exclusive use for male and female passengers and fitted with
entirely separate entrances. All latrines shall be clearly marked and lighted to
indicate whether they are intended for use of male for as the case may be female
passengers.
(vi) every latrine shall be kept clean and in good order and shall, when the
passengers are on board be disinfected not less than thrice a day;
(vii) latrines provided for passengers shall not be used by the crew when passengers
are on board;
(viii) the compartment containing latrine shall be enclosed by steel bulkheads and
shall be provided with exhaust ventilation to the open air. Access to the latrines
shall be from passage ways or open spaces. Wherever possible, a lobby shall
be provided at the entrance. Where such arrangement is not practicable, a self
closing door shall be provided except where the entrance is from an open deck.
The entrance shall be adequately screened to secure privacy;
(ix) every water closet shall be enclosed by bulkhead:
Provided that one water closet may be separated from another water closet or urinal
by an opaque and rigid material open at the top and bottom.
(d) every water closet shall be closet shall be so constructed as to facilitate cleaning and
not to harbour dirt or vermin.
(11) Wash places and baths -
(a) in ship performing voyages the duration of which exceeds 48 hours there shall be
provided for the exclusive use of passengers washing facilities at the following scales,
namely :-
(b) one wash basin or sink with running cold fresh water for every 25 passengers; and
(c) one water rap or shower for bathing for every 25 passengers or part thereof. At least
one tap or shower shall also be fitted to supply running hot water and so regulated as
to prevent scalding.
(12) Every ship performing a voyage the duration of which is ordinary circumstances is less
than 48 hours bur not less than 24 hours shall be provided with wash basins, taps or
showers at half the rate prescribed.
(a) every ship performing a voyage the duration of which does into exceed 24 hours
shall be provided wash place for male passengers and one for female passengers.
Each such wash basins or sinks with running cold fresh water. where the voyages
exceed 12 hours duration, showers or taps with fresh running water shall be provided
in each wash place.
(b) every wash place provided in accordance with this paragraph shall be provided with
direct access from the passenger accommodation and shall be adequately screened
from public view. There shall be an adequate supply of water and taps and valves
shall be an adequate supply of water and taps and valves shall be marked indicating
whether the water is fresh water of salt water and whether it is hot or cold. There
shall be an adequate means of ventilation for each wash place.
(c) atleast one wash place shall be set apart for the exclusive use of female passengers.
(13) dressing hours —
(a) in every ship performing a voyage the duration of which in ordinary circumstance
exceeds 48 hours there shall be provided two dressing room, one for male
passengers and the other for female passengers, fitted with mirrors and seats;
(b) the dressing rooms shall be adjacent to the wash places and shall be provided with
an inter-communicating door or passage between the wash place and the dressing
room;
(c) the superficial area of each dressing room shall be not less than 2.22 sq. meters.
Where the dressing room is not immediately adjacent to the wash place, one wash
basin shall be provided with a tap and an adequate supply of fresh water in the
dressing room.
(14) Supply of food, fuel and water-
(a) every passenger on voyages exceeding 24 hours shall be provided with adequate
quantity of food shall be of good quality;
(b) In no case shall a passenger be permitted to cook food on board;
(c) There shall be supplied to passengers fresh water of not less than 22.5 liters per day
for all purposes inclusive of the quantity necessary for drinking;
Fresh water may be carried in double bottom tanks or in other tanks fitted above
double bottoms or any other tanks fitted for this purpose;
(d) all freshwater tanks shall be cleaned, cement washed (or, if coasted with bituminous
plastic or other proprietory composition, re-coated where necessary) and aired and
disinfected at intervals not exceeding 12 months. In addition, the tanks shall be
thoroughly pumped out, hosed and disinfected prior to refilling at six months intervals.
The disinfection shall, wherever possible, be carried out under the supervision of the
Port health Officer.
(15) There shall be provided on every deck used by passengers, efficient means for the
regular supply of cold, fresh and portable drinking water suitably distributed in the
passenger spaces. The minimum number of such supply station shall be as follow :-
+------------------------------------------+--------------------------------+
| Length of ship | Minimum number of supply stations |
+==========================================+================================+
| Less than 30 metres | 2 |
+------------------------------------------+--------------------------------+
| 30 metres and above but less than 60 | 3 |
| metres | |
+------------------------------------------+--------------------------------+
| 60 metres and above but less than 100 | 4 |
| metres | |
+------------------------------------------+--------------------------------+
+------------------------------------------+--------------------------------+
| Length of ship | Minimum number of supply |
| | stations |
+==========================================+================================+
| 100 metres and above but less than 150 | 8 |
| metres | |
+------------------------------------------+--------------------------------+
| 150 metres and above | 10 |
+------------------------------------------+--------------------------------+
(16) Distilling apparatus —
(a) on every pilgrim ship and every ship performing voyages in excess of 120 hours there
shall be provided a distilling apparatus capable of producing 9 litres of fresh water
per day for each person carried on board the ship subject to a minimum of 2250 litres.
(b) the condenser or distilling apparatus shall be separate from other machinery
installations and under no circumstances shall be equipment be used for any other
purpose.
(c) the distilling apparatus shall be tested at every annual survey to ensure its effective
working.
(17) Dining spaces —
(a) every ship performing voyage the duration of which in ordinary circumstances
exceeds 48 hours shall be provided with a dining space or spaces equipped with
sufficient number of tables having impervious taps and also with chairs or benches.
(b) the deck area of such dinning spaces shall be not less than 0.18 sq. meter for every
passenger which the ship is certified to carry.
(c) suitable wash basins for the exclusive use of passengers screened off from dining
spaces shall be provided.
(18) Ventilation —
(a) ships which perform voyages the duration of which exceeds 48 hours in ordinary
circumstances shall be provided with a trunked mechanical ventilation system foe
every between deck space and other enclosed spaces in which passengers are
carried. The system shall provide for atleast ten air changer per hour.
(b) where a ship performs voyage of less than 48 hours duration, there shall be either a
trunked mechanical ventilation system or a system of cowl ventilation providing not
less than 62.5 sq. centimeters of ventilator area for each person accommodation in
the compartment. Ventilators which are require to supply air to the lower between
deck compartment shall have an aggregate area of not less than 94 sq. centimeters
i.e. 47 sq centimeters as inlet and an equal amount as outlet measured at the
narrowest part of the air passage.
(c) the ventilators provided under sub-paragraph (2) shall be exclusive of side scuttle,
doors, hatchways, skylights, and other apertures not built solely for ventilation.
Suitable pedestal or other fans having a large sweep of not less than 75 centimetres
shall be provided for every 28 square metres of deck space of passenger
accommodation.
(19) Disinfecting apparatus — every pilgrim ship shall be provided with an approved
disinfecting apparatus. All articles contaminated by patiens suffering from cholera, plague
or dysentery or nay other infection diseases shall be disinfected under the supervision of
the medical officer.
(20) Ladderways —
(a) in every ship of Class I, II, III, IV, V and VI in each compartment in which passengers
are carried, there shall be provided at least two sets of ladderways leading to the
lifeboat of liferaft embarkation stations. Ladder ways shall also be provided for direct
and easy access to the weather or upper decks on which airing space is provided for
the passengers;
(b) the ladderways shall be adequate for the number of passengers likely to use them in
an emergency. Ladderways shall have an aggregate width of not less than 0.55
metre for every five passengers carried in that space. No ladderway shall be less
than 75 centimeters wide;
(c) the exists from each compartment shall be well lighted and clearly marked to enable
the passengers to reach the lifeboat stations and open decks easily;
(d) every ship of Class VI shall be provided with at least one ladderway for each
compartment in which passengers are accommodated leading to the lifeboat stations
and the weather deck. The minimum width of the ladder shall be 75 centimeters.
(e) each ladderways shall be fitted with substantial rails or other protection.
(21) Guard rails and stanchions —
(a) all ships carrying passengers shall be provided with bulkheads or guard rails on every
deck to which the passengers have access;
(b) such bulwarks or guard rails shall be not less than 107 centimeters high, measured
from the top of the deck to the top of the uppermost rail. The rails shall be not more
than 230 millimeters apart unless strong netting is provided;
(c) where bulwarks are fitted, the freeing ports shall be fitted with suitable grids for
protection of passengers.
(22) Provision of Awnings, every ship shall be provided with approved awnings providing
protection from the weather to thee portions of exposed decks which are appropriated for
the use of passengers:
Provided that the Central Government may, in addition, require any ship to provide
awnings for such portions of exposed decks and housetops which are situated
immediately above the spaces provided for accommodation of passengers.
(23) Airing space to be provided for passengers. ― every special trade passenger ship shall
have reserved as airing space for the use of passengers on board, gratuitously by day
and by night, so much of the upper deck as is not required for the airing space of the crew
or for permanent structure: Provided that the upper deck space so provided for
passengers shall in no case be less than 0.37 square meter for each passenger.
(24) Bunks to be provided for passengers. ― every special trade passenger ship making a
voyage the duration of which, in ordinary circumstances, may extend to seventy-two hours
or more shall provide for each passenger on board a bunk of the prescribed size and
particulars.
CHAPTER-X
CONSTRUCTION - FIRE PROTECTION, FIRE DETECTION AND FIRE
EXTINCTION
75.Application – (1) Unless expressly provided otherwise, this paragraph shall apply to
ships constructed on or after the 1st July, 2012.
(2) For the purpose of this paragraph: —
(a) the expression ‘ships constructed’ means ships the keels of which are laid or which
are at a similar stage of construction;
(b) the expression all ships’ means ships, irrespective of type, constructed before, on or
after the coming into force of these paragraph; and
(c) a cargo ship, whenever built, which is converted into a passenger ship shall be treated
as a passenger ship constructed on the date on which such a conversion commences.
(3) For the purpose of this paragraph, the expression ‘a similar stage of construction’ means
the stage at which: —
(a) construction identifiable with a specific ship begins; and
(b) assembly of that ship has commenced comprising at least 50 tonnes or 1 per cent. of
the estimated mass of all structural material, whichever is less.
76.Fire Safety Objectives and Functional Requirements. — (1)Fire safety objectives, -
the fire safety objectives of this paragraph are to :-
(a) prevent the occurrence of fire and explosion;
(b) reduce the risk to life caused by fire;
(c) reduce the risk of damage caused by fire to the ship, its cargo and the environment;
(d) contain, control and suppress fire and explosion in the compartment of origin; and
(e) provide adequate and readily accessible means of escape for passengers and
crew.
77.Functional requirements. – (1) In order to achieve the fire safety objectives, set out in
paragraph 76 below , the following functional requirements are embodied in the
regulations of this paragraph as appropriate: division of the ship into main vertical and
horizontal 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; and
(8) minimization of possibility of ignition of flammable cargo vapour.
78. Achievement of the fire safety objectives. - The fire safety objectives set out in
paragraph 76 above shall be achieved by ensuring compliance with the prescriptive
requirements specified in the rules or by alternative design and arrangements which
comply with paragraph 92. A ship shall be considered to meet the functional requirements
set out in paragraph 77 and to achieve the fire safety objectives set out in paragraph 76
when either:-
(1) the ship's designs and arrangements, as a whole, complies with the relevant prescriptive
requirements in chapters of this chapter X.
(2) the ship's designs and arrangements, as a whole, have been reviewed and approved in
accordance with chapter X.
(3) Chapters related to the ship's design and arrangements have been reviewed and
approved in accordance with chapter X and the remaining parts of the ship comply with
the relevant prescriptive requirements in this chapter.
CHAPTER-XI
PREVENTION OF FIRE AND EXPLOSION
79.Probability of ignition :- (1) The purpose of this rule is to prevent the ignition of
combustible materials or flammable liquids. For this purpose, the following functional
requirements shall be met : —
(a) means shall be provided to control leaks of flammable liquids;
(b) means shall be provided to limit the accumulation of flammable vapours;
(c) the ignitability of combustible materials be restricted;
(d) ignition sources shall be restricted; and
(e) ignition sources shall be separated from combustible materials and flammable
liquids.
(2) Arrangements for oil fuel, lubrication oil and other flammable oils —
(a) Limitations in the use of oils as fuel:
(i) the following limitations shall apply to the use of oil as fuel:
(A) except as otherwise permitted by this rule, no oil fuel with a flashpoint of less
than 60C is to be used;
(ii) in emergency generators oil fuel with a flashpoint of not less than 43C may be
used;
(iii) the use of oil fuel having a flashpoint of less than 60C but not less than 43C
may be permitted (e.g. for feeding the emergency fire pump's engines and the
auxiliary machines which are not located in the machinery spaces of category A)
subject to the following: —
(A) fuel oil tanks except those arranged in double bottom compartments shall be
located outside the machinery spaces of category A;
(B) provisions for the measurement of oil temperature are provided on the suction
pipe of the oil fuel pump;
(C) stop valves and/or cocks are provided on the inlet side and outlet side of the
oil fuel strainers; and
(D) pipe joints of welded construction or of circular cone type or spherical type
union joint are applied as much as possible;
(E) ships carrying oil fuel shall prior to bunkering be provided with a declaration
signed and certified by the oil fuel supplier's representative, that the oil fuel to
be supplied is in conformity with clause (a) of sub–paragraph (2), and the test
method used for determining the flashpoint. A bunker delivery note for the oil
fuel delivered to the ship shall contain either the flashpoint specified in
accordance with standards acceptable to the IMO or a statement that the
flashpoint has been measured at or above 70ºC;
(F) Contracting Governments undertake to ensure that appropriate authorities
designated by them inform the organisation, for transmission to Contracting
Governments and Member States thereof, of all confirmed cases (flashpoint)
where oil fuel suppliers have failed to meet the requirements specified in
clause (a) of sub-paragraph 2.
(G) Contracting Governments undertake to ensure that appropriate authorities
designated by them take action, as appropriate, against oil fuel suppliers that
have been found to deliver oil fuel that does not comply with clause (a) of sub
paragraph 2 of this paragraph; and
(H) oil fuel delivered to and used on board ships shall not jeopardize the safety of
ships or adversely affect the performance of the machinery or be harmful to
personnel.
(b) arrangements for oil fuel: —
In a ship in which oil fuel is used, the arrangements for the storage, distribution and
utilization of the oil fuel shall be such as to ensure the safety of the ship and persons on
board and shall at least comply with the following provisions-
(i) location of oil fuel systems: As far as practicable, parts of the oil fuel system
containing heated oil under pressure exceeding 0.18 [N/mm2] shall not be placed in
a concealed position such that defects and leakage cannot readily be observed.
The machinery spaces in way of such parts of the oil fuel system shall be adequately
illuminated;
(ii) ventilation of machinery spaces: The ventilation of machinery spaces is to be
sufficient under normal conditions to prevent accumulation of oil vapour;
(iii) oil fuel tanks: —
(A) fuel oil, lubrication oil and other flammable oils shall not be carried in forepeak tanks;
(B) as far as practicable, oil fuel tanks shall be part of the ship's structure and shall be
located outside machinery spaces of category A. Where oil fuel tanks, other than
double bottom tanks, are necessarily located adjacent to or within machinery
spaces of category A, at least one of their vertical sides is to be contiguous to the
machinery space boundaries and they are preferably to have a common boundary
with the double bottom tanks and the area of the tank boundary common with the
machinery spaces shall be kept to a minimum. Where such tanks are situated within
the boundaries of machinery spaces of category A they are not to contain oil fuel
having a flashpoint of less than 60C. In general, the use of free-standing oil fuel
tanks is to be avoided. When such tanks are employed their use is prohibited in
category A machinery spaces. Where permitted, they shall be placed in an oil-tight
spill tray of ample size having a suitable drainpipe leading to a suitably sized spill
oil tank ;
(C) no oil fuel tank is to be situated where spillage or leakage therefrom can constitute
a fire or explosion hazard by falling on heated surfaces ;
(D) oil fuel pipes, which, if damaged, would allow oil to escape from a storage, settling
or daily service tank having a capacity of 500 or above situated above the double
bottom, shall be fitted with a cock or valve directly on the tank capable of being
closed from a safe position outside the space concerned in the event of a fire
occurring in the space in which such tanks are situated. In the special case of deep
tanks situated in any shaft or pipe tunnel or similar space, valves on the tank shall
be fitted, but control in the event of fire may be effected by means of an additional
valve on the pipe or pipes outside the tunnel or similar space. If such an additional
valve is fitted in the machinery space it shall be operated from a position outside
this space. The controls for remote operation of the valve for the emergency
generator fuel tank shall be in a separate location from the controls for remote
operation of other valves for tanks located in machinery spaces;
(E) safe and efficient means of ascertaining the amount of oil fuel contained in any oil
fuel tank shall be provided —
(I) where sounding pipes are used, they are not to terminate in any space where
the risk of ignition of spillage from the sounding pipe might arise. In particular,
they are not to terminate in passenger or crew spaces. As a general rule, they
are not to terminate in machinery spaces. However, where The Director
General considers that these latter requirements are impracticable, sounding
pipes may be permitted to terminate in machinery spaces subject to following
requirements being met:
(aa) an oil-level gauge is provided meeting the requirements in of item (F)
of sub-clause (iii) of clause (b) of sub-paragraph(2) of paragraph 79
below:-
(ab) the sounding pipes terminate in locations remote from ignition hazards
unless precautions are taken, such as the fitting of effective screens,
to prevent the oil fuel in the case of spillage through the terminations
of the sounding pipes from coming into contact with a source of ignition;
and
(ac) the termination of sounding pipes are fitted with self-closing blanking
devices and with a small-diameter self-closing control cock located
below the blanking device for the purpose of ascertaining before the
blanking device is opened that oil fuel is not present. Provisions shall
be made so as to ensure that any spillage of oil fuel through the control
cock involves no ignition hazard.
(F) other oil-level gauges may be used in place of sounding pipes subject to the
following conditions in passenger ships, such gauges shall not require penetration
below the top of the tank and their failure or overfilling of the tanks shall not permit
release of fuel; and
(G) the means prescribed in above paragraphs which are acceptable to the Director
General shall be maintained in the proper condition to ensure their continued
accurate functioning in service.
(iv) prevention of overpressure; — provisions shall be made to prevent overpressure in
any oil tank or in any part of the oil fuel system, including the filling pipes served by
pumps on board. Air and overflow pipes and relief valves shall be discharged to a
position where there is no risk of fire or explosion from the emergence of oils and
vapour and are not to lead into crew spaces, passenger spaces nor into special
category spaces, closed Ro/Ro cargo spaces, machinery spaces or similar spaces;
(v) Oil fuel piping: —
(A) oil fuel pipes and their valves and fittings shall be of steel or other approved material,
except that restricted use of flexible pipes are permissible in positions where The
Director General, is satisfied that they are necessary. Such flexible pipes and end
attachments shall be of approved fire-resisting materials of adequate strength and
shall be constructed to the satisfaction of the Director-General, for valves, fitted to oil
fuel tanks and which are under static pressure, steel or spheroidal-graphite cast iron
may be accepted. However, ordinary cast iron valves may be used in piping systems
where the design pressure is lower than seven bar and the design temperature is
below 60C;
(B) external high-pressure fuel delivery lines between the high-pressure fuel pumps and
fuel injectors shall be protected with a jacketed piping system capable of containing
fuel from a high-pressure line failure. A jacketed pipe incorporates an outer pipe into
which the high-pressure fuel pipe is placed, forming a permanent assembly. The
jacketed piping system shall include a means for collection of leakages and
arrangements and shall be provided with an alarm in case of a fuel line failure.
(C) oil fuel lines shall not be located immediately above or near units of high temperature
including boilers, steam pipelines, exhaust manifolds, silencers or other equipment
required to be insulated by subclause (vi) sub-paragraph (2) of As far as practicable,
oil fuel lines shall be arranged far apart from hot surfaces, electrical installations or
other sources of ignition and shall be screened or otherwise suitably protected to
avoid oil spray or oil leakage onto the sources of ignition. The number of joints in such
piping systems shall be kept to a minimum;
(D) components of a diesel engine fuel system shall be designed considering the
maximum peak pressure which shall be experienced in service, including any high
pressure pulses which are generated and transmitted back into the fuel supply and
spill lines by the action of fuel injection pumps. Connections within the fuel supply
and spill lines shall be constructed having regard to their ability to prevent pressurized
oil fuel leaks while in service and after maintenance;
(E) in multi-engine installations which are supplied from the same fuel source, means of
isolating the fuel supply and spill piping to individual engines, shall be provided. The
means of isolation shall not affect the operation of the other engines and shall be
operable from a position not rendered inaccessible by a fire on any of the engines;
(F) where the Director-General may permit the conveying of oil and combustible liquids
through accommodation and service spaces, the pipes conveying oil or combustible
liquids shall be of a material approved by the Director-General having regard to the
fire risk.
(vi) protection of high temperature surfaces:-
(A) surfaces with temperatures above 220°C which may be impinged as a result of a
fuel system failure shall be properly insulated;
(B) precautions shall be taken to prevent any oil that may escape under pressure from
any pump, filter or heater from coming into contact with heated surfaces.
(c) arrangements for lubricating oil:-
(i) the arrangements for the storage, distribution and utilization of oil used in
pressure lubrication systems shall be such as to ensure the safety of the ship
and people on board. The arrangements made in machinery spaces of category
A, and whenever practicable in other machinery spaces, shall at least comply
with the provisions of sub-clause(i),items( C)(D) and (E) of sub-clause (iii),sub
clause (iv), items (A) and (c) of sub-clause (v)and sub-clause (vi) of clause (b) of
sub-paragraph (2) of paragraph 79 except that:-
(A) this does not preclude the use of sight-flow glasses in lubricating systems
provided that they are shown by testing to have a suitable degree of fire
resistance; and
(B) sounding pipes may be authorized in machinery spaces; however, the
requirements of sub-items (aa) and (ac) of items (I) of sub-clause (b) of clause
(b) of sub-paragraph (2) of paragraph 79 need not be applied on condition that
the sounding pipes are fitted with appropriate means of closure;
(ii) The provisions of item (D) of sub-clause (iii) of clause (b) of sub-paragraph 2
shall also apply to lubricating oil tanks except those having a capacity less than
500 l, storage tanks on which valves are closed during the normal operation
mode of the ship, or where it is determined that an unintended operation of a
quick closing valve on the oil lubricating tank would endanger the safe operation
of the main propulsion and essential auxiliary machinery.
(d) arrangements for other flammable oils:-
the arrangements for the storage, distribution and utilization of other flammable oils
employed under pressure in power transmission systems, control and activating
systems and heating systems shall be such as to ensure the safety of the ship and
persons onboard. Suitable oil collecting arrangements for leaks shall be fitted below
hydraulic valves and comply with the provisions of item (C) and item (E) of sub-clause
(iii) of clause (b) of sub-paragraph (2), and item (C) of sub-clause (v) of clause (b) of
sub-paragraph (2), sub-clause (vi) of clause (b) of sub-paragraph (2) of this
paragraph and sub-clause (iv) and item (A) of sub-clause (v), of clause (b) of sub
paragraph (2) in respect of strength and construction.
(e) arrangements for oil fuel in periodically unattended machinery spaces, - in addition
to the requirements of clause (a) to (d) of sub-paragraph of this paragraph, the oil
fuel and lubricating oil systems in a periodically unattended machinery space shall
comply with the following:
(i) where daily service oil fuel tanks are filled automatically, or by remote control, means
shall be provided to prevent overflow spillages. Other equipment which treat
flammable liquids automatically (e.g. oil fuel purifiers) which, whenever
practicable, shall be installed in a special space reserved for purifiers and their
heaters shall have arrangements to prevent overflow spillages; and
(ii) where daily service oil fuel tanks or settling tanks are fitted with heating
arrangements, a high temperature alarm is to be provided if the flashpoint of the
oil fuel can be exceeded.
(3) Arrangements for gaseous fuel for domestic purpose; gaseous fuel systems used for
domestic purposes shall be approved by the Director-General, storage of gas bottles shall
be located on the open deck or in a well-ventilated space, which opens only to the open
deck.
(4) Miscellaneous items of ignition sources and ignitability: —
(a) electric radiators: if used shall be fixed in position and so constructed as to reduce
fire risks to a minimum. No such radiators shall be fitted with an element so exposed
that clothing, curtains, or other similar materials can be scorched or set on fire by
heat from the element;
(b) waste receptacles:- shall be constructed of non-combustible materials with no
openings in the sides or bottom;
(c) insulation surfaces protected against oil penetration,- in spaces where penetration of
oil products is possible, the surface of insulation is to be impervious to oil or oil
vapours.
(d) primary deck coverings, — if applied within accommodation and service spaces and
control stations or if applied on cabin balconies of passenger ships constructed on or
after the 01st July, 2008, shall be of an approved material which shall not readily
ignite, or give rise to toxic or explosive hazards at elevated temperatures, this being
determined in accordance with the fire test procedures code.
80.Fire Growth Potential. — (1) The purpose of this rule is to limit the fire growth potential
in every space of the ship. For this purpose, the following functional requirements shall
be met:-
(a) means of control for the air supply to space shall be provided;
(b) means of control for flammable liquids in space shall be provided; and
(c) the use of combustible materials is to be restricted.
(2) Control of air supply and flammable liquid to the space -
(a) closing appliances and stopping devices of ventilation -
(i) the main inlets and outlets of all ventilation system shall be capable of being closed
from outside the spaces being ventilated. The means of closing shall be easily
accessible as well as prominently and permanently marked and shall indicate whether
the shut-off is open or closed;
(ii) power ventilation of accommodation spaces, service spaces, cargo spaces, control
stations and machinery spaces shall be capable of being stopped from an easily
accessible position outside the space being served. This position shall not be readily
cut off in the event of a fire in the spaces served;
(iii)in passenger ships carrying more than 36 passengers, power ventilation, except
machinery space and cargo space ventilation and any alternative system which may
be required under sub-paragraph (2) of paragraph of 83 is to be fitted with controls so
grouped that all fans may be stopped from either of two separate positions which shall
be situated as far apart as practicable. Fans serving power ventilation systems to cargo
spaces shall be capable of being stopped from a safe position outside such spaces.
(b) means of control in machinery
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