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NOTIFICATION
New Delhi,
the 29th May, 1991
(Merchant Shipping)
G.S.R. 377. Whereas a draft
of the Merchant Shipping (Cargo Ship Construction and Survey) Rules,
1989 was published as required by section 299B of the Merchant Shipping
Act, 1958 (44 of 1958), in the Gazette of India, Part II, Section
3, sub-section
(i), dated the 23rd
March 1991 at pages 758 to 798 with the notification of the Government
of India in the Ministry of Surface Transport (Shipping Wing), No
G.S.R. 185 dated the 4th March 1991 inviting objections
and suggestions from all persons likely to be affected thereby till
the expiry of a period of 30 days from the date of publication of
the said notification in the Official Gazette;
And whereas
the copies of the said Gazette were made available to the public
on the 9th April 1991;
And whereas
no objection or suggestion have been received from the public on
the said draft;
Now, therefore,
in exercise of the powers conferred by sections 284 and 299B of
the said Act and in suppression of the Merchant Shipping (Cargo
Ship-Construction and Survey) Rules, 1974, the Central Government
hereby makes the following rules, namely; -
RULES PART –1
PRELIMINARY
1. Short title, commencement
and application; -
(i) These rules may be called the
Merchant Shipping (Cargo Ship Construction and Survey) Rules, 1991.
(ii) They shall come into force
on the date of their publication in the Official Gazette.
(iii) Save as expressly provided
in rule 67, they shall apply to all sea-going cargo ships of 500
tons gross or more, registered in India.
2.Definitions-
In these rules, unless
the context otherwise requires
(1) "A Class divisions" means the
divisions formed by bulkhead and decks and are –
(i) constructed of
steel or other equivalent material;
(ii)suitably stiffened ;
(iii)so constructed as to be
capable of preventing the passage of smoke and flame to the end
of the one-hour standard fire test;
(iv)insulated with approved non-combustible
materials in a manner that the average temperature of the unexposed
side does not rise more than 39.C above the initial temperature,
nor does the temperature, at any one point, including any joint,
rise more than 180.C above the initial 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
Table
(1)
(2)
________________________________________________________________________________
class "A-60"
60 minutes
class "A-30"
30 minutes
class "A-15"
15 minutes
class "A-0"
0 minutes
________________________________________________________________________________
(2) "accommodation space" means
spaces 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, 1958 (44 of 1958);
(4)"anniversary date" in relation
to a cargo ship, means the date in each year corresponding to
the date of expiry of the Cargo Ship safety Construction Certificate
or the Cargo Ship Construction Certificate;
(5)"approved" means approved
by the Director;
(6)"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 unless expressly stated otherwise; steering
gear but does not include the tiller, quadrant or components serving
the same purpose;
(7)"B class division" means
the divisions formed by bulkheads, decks ceilings or lining which
–
(i) 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;
(ii) 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 139.C above the original temperature, or does the
temperature at any one point including any joint, wrist more
than 225.C above the original temperature, within the time listed
below –
class "B-15"
15 minutes
class "B-0",
0 minute; and
(8)"breadth of a ship" means
the extreme width of a ship from outside the frame to outside
the frame at or below the deepest load line ;
(9)"Bulk Chemical Code" means
the Code for construction and equipment of ships carrying dangerous
chemicals in bulk adopted by the Assembly of the International
Maritime Organisation by resolution A 212(VII);
(10)"Bulkhead deck" means the
upper most deck upto which the transverse watertight bulkheads
are carried;
(11)"Cargo area" means 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 sip over such spaces;
(!2)" C class divisions" means
the divisions constructed have approved non-combustible materials.
They need meet neither requirement relative to the passage of
smoke and flame nor limitations relative to the temperature rise.
Combustible veneers are permitted provided they meet other requirements
of these rules;
(13)"cargo control station"
means a space from which the loading, discharging or transferring
of any cargo may be controlled;
(14)"cargo pump room" means
the room in which pumps used for loading , discharge or transferring
oil cargoes are located;
(15)"cargo spaces" means all
spaces used for cargo (including cargo oil tanks) and trunks to
such spaces;
(16)"certified gas free" means
tanks, compartments or containers which had been tested using
an approved testing instrument and proved to be sufficiently free,
at the time of the test, of oxic or explosive gas for a specified
purpose by an authorised person;
(17)" chemical tanker" means
a tanker constructed or adopted and used for the carriage in bulk
of any liquid product listed in –
(i)Chapter 17 of the "International
Bulk Chemicals Code or
(ii)Chapter VI of the Bulk Chemical
Code ;
(18) "closed RO/RO cargo spaces"
means RO/RO cargo spaces which are neither open R/RO spaces nor
whether deck;
(19)"combination carrier" means
a tanker designed to carry oil or solid cargoes in bulk;
(20)"control station" means
spaces in which radio or main navigation equipment’s or the emergency
source of power or the central fire recording or fire control
equipment or fire extinguishing installations are located or a
control room located outside of a propelling machinery space;
(21)"Crew spaces" means accommodation
provided exclusively for the use of crew;
(22)"crude oil means oil occurring
naturally in the earth whether or not treated to render it suitable
for transportation and includes crude oil from which certain distillate
fractions may have been removed and to crude oil to which certain
distillate fractions may have been made;
(23)"dangerous goods" means
those goods referred to in International Maritime Dangerous goods
Code, as amended from time to time;
(24)"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;
(25)"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;
(26)"Director General" means
the Director General of Shipping;
(27)"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;
(28)"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;
(29)"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;
(30)"flammable" means substances
capable of being ignitude and of burning in air;
(31)"forward perpendicular"
means the forward point of the stem on the water line on which
the length is measured;
(32)"freeboard deck" means the
deck from which freeboard is assigned being-
(i)the upper most complete deck
exposed to weather and sea which has permanent means of closing
of openings in the weather part thereof and below which all openings
in the sides of the ship are fitted with permanent means of watertight
closing; or
(ii)in a cargo ship having a
discontinuous free board deck, the lowest line of the exposed
deck and the continuation of the line parallel to the upper part
of the deck is taken as the freeboard deck; or
(iii)on the application of the
Owner and subject to the approval of the director General of shipping,
a deck lower than that described above provided it is complete
and permanent deck continued in the fore and aft direction at
least between the machinery space and peak bulkheads and continued
authwartsips. When the lower deck is stepped, the lower line of
deck and the continuation of that line parallel to the upper part
of the deck is taken as the freeboard deck;
(33)"gas carrier" means a tanker
constructed or adapted and used for the carriage in bulk of any
liquified gas or other products of flammable nature listed in-
(i)Chapter 19 of the International
Gas Carrier Code, or
(ii)Chapter XIX of the Gas Carrier
Code, whichever is applicable;
(34) "Gas Carrier Code" means the
code for the construction and equipment of ships carrying liquified
gas in bulk adopted by the International Maritime Organization by
resolution A328 (IX);
(35)"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;
(36)"hazardous zone or space"
means
(i)spaces containing flammable
cargo or spaces adjacent to cargo tanks;
(ii)all enclosed and semi-enclosed
space with direct access to hazardous zones or spaces;
(iii)an enclosed space situated
in a hazardous zone or space may be regarded as non-hazardous
provided it is separated from liquid cargo spaces by at least
two gas tight steel bullheads or decks, with no direct opening
into hazardous zone or space and is mechanically ventilated.
(37)" independent power pump" means
a pump operated by power otherwise than the ships main engine;
(38)"International Bulk Chemical
Code" means the code for the construction and equipment of ships
carrying dangerous chemicals in bulk adopted by the International
Maritime Organisation by resolution MSC 4(48);
(39)" International Gas Carrier
Code" means the code for the construction and equipment of ships
carrying liquified gas in bulk adopted by the International Maritime
Organization by resolution MSC 5(48);
(40)"length" means the length
on the summer load water line measured between the foreside of
the stem and after side of the rudder post or to the centre of
the rudder stock if there is no rudder post, or 96 per cent of
the summer load water line whichever is the greater;
(41)" 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, together with passengers and crew and their effects;
(42)"low flame spread" means
the surface that adequately restricts the spread of flame having
regard to the risk of fire in the space concerned;
(43)"machinery alarm and control
centre" means the position from which the propelling and auxiliary
machinery can be controlled and where the alarms, other than those
located in accommodation spaces and the navigating bridge for
the safe operation of such machinery are located;
(44)"machinery control room"
means a room from which the propelling machinery and boiler serving
the needs of propulsion may be controlled;
(45)" 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, stabilizing, ventilation
and air conditioning machinery and similar spaces and trunks to
such spaces;
(46)"machinery spaces of category
A" means a machinery space which contains ;
(i) internal combustion type
machinery used either for main propulsion purposes, or for any
other purposes when such machinery has in the aggregate a total
power output of not less than 375 kilowatts, or
(ii) any oil fired boiler or
oil fuel unit; and any trunk to such spaces;
(47)"main circulating pump" means
the pump installed for circulating water through the main condenser
or coolers;
(48)"main generating station"
means the space in which the main source of electrical power is
situated;
(49)"main source of electrical
power" means a source intended to supply electrical power to the
main switch board for distribution to all services necessary for
maintaining the ship in normal operational and habitable conditions;
(50)"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;
(51)"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;
(52)"pleasure craft" means a
vessel primarily greatest speed which the ship is designed to
maintain in service at seat at the deepest sea-going draught;
(53)"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;
(54)"maximum service speed"
means the greatest speed the ship is designed to maintain at sea
at her deepest seagoing draught;
(55)"motor ship" means a ship
propelled by internal combustion engine;
(56)"navigable speed" means
the minimum speed at which the ship can be effectively steered
in the ahead direction;
(57)"noise level" means a weighted
sound pressure level in decibels;
(58)"non-combustible material"
means material which neither burns nor gives off flammable vapors
in sufficient quantity for self-ignition when heated to approximately
750.C this being determined by an established test procedure to
the satisfaction of the Director General of Shipping.
(59)" 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 an flooding safety, internal
and external communications and signals, means of escape, and
emergency boat winches as well as he designed comfortable conditions
of habitability are in working order and functioning normally;
(60)"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 a pressure pumps, filters and heaters, dealing with oil
at pressure of more than 1.8 kilograms/em;
(61)"open RO/RO cargo spaces"
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;
(62)"maximum ahead service speed"
means the used for sport and recreation;
(63"power actuating system"
means 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.
The power actuating system may share common mechanical components
serving the same purpose;
(64)"principal office" means
an officer referred to in sub-section (2) of section 8 of the
Act;
(65)"public spaces" are those
portions of the accommodation spaces which are used for halls,
dining rooms, lounges and similar permanently enclosed spaces;
(66)"Reid vapour pressure" means
the vapour pressure of a liquid as determined by laboratory testing
in a standard manner in the Reid apparatus;
(67)"RO/RO cargo spaces" means
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;
(68)"Schedule" means the Schedule
annexed to these rules;
(69)" Service Spaces" means
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;
(70)"settling tank" means an
oil storage tank having a heating surface of not less than 0.183
m/tone of oil capacity.
(71)"special category spaces"
means those enclosed spares above or below the bulkhead deck intended
for the carriage of motor vehicles with fuel in their tanks for
their own propulsion into and from which such vehicles can be
driven and to which passengers have access;
(72)"standard fire test" means
a test in which specimens of the relevant bulkheads or decks are
exposed in a test furnace to temperature curve. The specimen shall
have an exposed surface of not less than 4.65 sq. meter, and height
(or length of deck) of 2.44meters resembling closely as possible
the intended construction and including where appropriate at least
one joint. The standard time curve is defined by as a smooth
curve drawn through the following temperature points measures
above the initial furnace temperature –
at the end of 5 minutes
556.C
at the end if 10 minutes
659.C
at the end of 15 minutes
718.C
at the end of 30 minutes
821.C
at the end of 60minutes
925.C;nd
(73)"steel or other equivalent
material" means any material which by it self 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;
(74)"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;
(75)"steering gear power unit"
means,-
(i) in the cause of electrical
steering gear, the electric motor and its associated equipment;
(ii) in the case electro-hydraulic
steering gear the electric motor, its associated electrical
equipments and connected pumps;and
(iii) in the caue of steam
hydralic or pneumatic hydralic steering gear, the driving engine
and connected pump;
(76)" surveyor" means a person
appointed or authorised in this behalf by the Central Government
under Section 9 of the Act;
(77)" tanker" means cargo ship
constructed or adapted for the carriage in bulk of liquid cargoes
of flammable nature and except where the context otherwise required
includes a gas carrier and chemical tanker;
(78)"ton" means gross ton;
(79)"upper deck" means the upper
most complete deck exposed to the sea and weather fitted as an
integral part of the ship structure, being a deck opening in the
weather portions of which are fitted with permanent means of closing
and below which all openings in the sides of the ship are fitted
with permanent means of watertight closing;
(80)"watertight", in relation
to a structure, means a structure which is capable of preventing
the passage of water through it in any direction under a head
of water upped the freeboard deck,
(81)"weather deck" means the
deck which is completely exposed to the weather from above and
from atleast two sides;
(82)"weather tight", in relation
to a structure means a structure which is capable of preventing
the passage of sea water through it in ordinary sea conditions;
3.Classification of cargo ships-
(1) For the purpose of
these rules Indian cargo ships shall be arranged in the following
classes, namely ;-
(a) Class I; Indian Cargo ships
engaged on international voyages.
(b) Class II; Indian Cargo ships
other than ships of Class III no engaged on international voyages.
(c) Class III; Tugs, tenders,
launches, lighters, dredges and hoppers which go short distances
to sea.
PART II
CHAPTER 1
Construction of Hull
4.Application--
The provisions
of this Part, except Chapter 3, and Part III applies to all
cargo ships of Class I and Class II and the provisions of
Chapter 3 applies to cargo ships Class I and Class II having
periodically unattended machinery spaces.
5.Structural
strength--
The structural
strength of every cargo ship and number and disposition of
transverse watertight bulkheads shall be adequate for the
service for which the ship is intended and shall be in
accordance with the provisions of rule 53.
6.Collision
bulkheads--
(1) Every ship
shall be fitted with a collision bulkhead, which shall be
watertight upto, the freeboard deck. This bulkhead shall be
located at a distance from the forward perpendicular of not
less than 5 percent of the length of such ship or 10 meters,
whichever is less.
Provided that in
exceptional cases, where the Chief Surveyor to the government
on India is satisfied, having regard to the safety of the
ship, permit such distance upto 8 percent of the length of the
ship.
(2) Where any
part of the cargo ship below the waterline extends forward of
the forward perpendicular, Such as a bulbous bow, the
distances stipulated in sub-rule (1) shall be measured from a
position –
(a)at the
mid length of such extension ; or
(b)forward of the
forward perpendicular at a distance of 1.5 percent of the
length of the ship ; or
(c)forward of the
forward perpendicular at a distance of 3 meters,
whichever is
the after-most position.
(3) The
collision bulkhead may have steps or recesses in it where such
steps or recesses are within the limits specified in sub-rules
(1) and (2). Pipes piercing such bulkhead shall be fitted with
valves operable from above the freeboard deck and the valve
chest shall be secured at the bulkhead inside the forepeak.
The valves may be fitted on the after side of the collision
bulkhead where such valves are readily accessible under all
service conditions and the space in which they are located is
not a cargo space. All valves shall be made of steel., bronze
or other approved ductile material. No door, manhole,
ventilation dust or any other opening shall be fitted in such
bulkhead.
(4) In every
cargo ship provided with a long forward superstructure the
collision bulkhead shall be extended weathertight to the deck
immediately above the freeboard deck. The extension shall
subject to the requirements of sub-rule (5), be located within
the limits specified in sub-rules (1) and (2). The part of the
deck, if any, between the collision bulkhead and its extension
shall be watertight.
(5)In every
cargo ship provided with a bow door and a sloping loading ramp
forming part of the extension of collision bulkhead above the
freeboard deck, shall be watertight and the part of the ramp
which is more than 2.3 meters above the freeboard deck may
extend forward of the limits specified in sub-rules (1) and
(2).
(6)The number
of openings in the extension of the collision bulkhead above
the freeboard deck shall be capable of being closed watertight
and shall be restricted to the minimum compatible with the
design and normal operation of the ship.
7.Construction and testing of watertight bulkheads, decks and
inner bottoms –
(1) In every
cargo ship-
(a)each
transverse and longitudinal watertight subdivision bulkhead
shall be constructed in such a manner that it shall be
capable of supporting, with a margin of resistance, the
pressure due to the minimum head of water which it might
have to sustain in the event of damage to the ship. The head
of water shall be at least that due to a head of water up to
the freeboard deck.
(b)steps and recesses in
the bulkheads shall be watertight and of strength equivalent
to that of the bulkhead.
(c)frames or beams that
pass through a watertight deck or bulkhead shall be made
structurally watertight without the use of wood or cement or
any similar material.
(d)watertight
compartments shall be tested either by flooding or by a hose
test at the advanced stage of the fitting out of the ship to
establish that the watertight bulkheads are effective.
(e)the forepeak, double
bottoms, duct keels and inner skins shall be tested by
flooding with water to the head specified in clause (a).
(f)tanks intended to
hold liquids forming part of the subdivision of ship shall
be tested by filling with water to a head corresponding to
the load line or to two thirds of the depth from the top of
the keel to the freeboard deck whichever is the greater, so
however that the test head shall in no case be less than 0.9
meter above the top of the tank.
(2) The tests
specified in clauses (d), (e) and (f) if sub-rule (1) shall
also be applicable to boundaries of any tank which is
constructed integral with the ship structure and which is used
for the storage of liquids
Provided
that the head of water specified shall be the highest of the
following,
(a)head of
water upto freeboard deck;
(b)head of water upto
top of air pipes ;
(c)head of water upto
2.5 meters above the top of the tank.
8.Construction and testing of watertight decks, trunks, tunnels,
duet keels and ventilators--
(1) In every
cargo ship the watertight decks, trunks, tunnels, duck keels
and ventilators shall be of the same strength as the
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
Chief Surveyor to the Government of India. Watertight
ventilators and trunks of such ship shall be watertight at
least up to the freeboard deck.
(2) In every
cargo ship, the watertight decks, trunks tunnels and
ventilators shall be subjected to a hose or flooding test
after completion.
9.Watertight
doors--
(1) In every
cargo ship in which watertight doors are provided to maintain
the watertight integrity of a bulkhead or deck, every such
door shall be made of suitable material and shall be
efficiently constructed for its intended duty.
(2) (a) Every
watertight door of the sliding type shall be capable of being
operated by efficient hand operated gear both at the door
itself and from an accessible position above the bulkhead
deck.
(b) The operating gear
for operating from above the bulkhead deck any sliding
watertight door fitted in the bulkhead of a machinery space
shall be situated outside the machinery space.
(3)Where there
is access from the lower part of a machinery space to a
watertight shaft tunnel the access opening shall be provided
with a sliding watertight door which shall be capable of being
operated from both sides of the door.
(4)Means shall
be provided at remote operating positions to indicate when a
sliding door is closed.
(5)Watertight
doors shall be capable of being operated when the ship is
listed upto 15 degrees either way.
10. Tests of
watertight doors--
Watertight
doors in every cargo ship shall be tested by water pressure
equivalent to the head up to the freeboard deck.
11.Ballast
and bilge pumping and drainage arrangements--
(1) Every
cargo ship shall be provided with efficient bilge pumping
plant and means for drainage so arranged that water entering
any part of the hull, upto the bulkhead deck, other than a
space permanently appropriated for the carriage of fresh
water, water ballast, oil fuel or liquid cargo and for which
other efficient means of pumping or drainage are provided, can
be pumped out through at least one section pipe when the ship
is on an even keel or is listed not more than 5 degrees either
way. Wing suctions shall be provided whereby water may easily
flow to the suction pipes; provided that the Director General
may allow the means of pumping or drainage to be dispensed
within particular compartments of any ship, if he is satisfied
that the safety of the ship is not thereby impaired. Efficient
means shall be provided for draining water from insulated
holds.
(2) At least
two power pumps connected to the main bilge system shall be
provided, one of which may be driven by the propulsion
machinery. Sanitary, ballast and general service pumps may be
accepted as power bilge pumps if provided with the necessary
connections to the bilge pumping system.
(3) All bilge
pipes used in or under coal bunkers or fuel storage tanks or
in machinery spaces shall be of steel or other suitable
material.
(4)The bilge
and ballast pumping systems shall be so arranged as to prevent
water passing from the sea or from water ballast spaces into
the cargo spaces or into the machinery spaces or from one
watertight compartment to another. Provision shall be made to
prevent any deep tank having bilge and ballast connections
being inadvertently flooded from the sea when it contains
cargo or being discharged through a bilge pipe when it
contains water ballast.
(5)The
distribution boxes and manually operated valves provided in
connection with the bilge pumping arrangements shall be
clearly marked for identification and shall be in positions
which are accessible under ordinary circumstances.
(6)Provision
shall be made for the drainage of enclosed cargo spaces
situated on the bulkhead deck of any ship ; provided that the
Director General may permit the means of drainage to be
dispensed with in any particular compartments of any ship, if
he is satisfied that, by reasons of the size or internal
sub-division of those spaces, the safety of the ship is not
thereby in paired. Where the freeboard to the bulkhead deck is
such that the deck edge is not immersed when the ship heels 5
degrees either way, the required drainage shall be by means of
a suitable number and size of deck scuppers discharging
directly overboard fitted in accordance with Merchant Shipping
(Load Line) rules 1979. In all other cases, internal drainage
shall be led to a suitable space or spaces of adequate
capacity having a high water-level alarm and provided with a
suitable arrangements for discharge overboard.
(7)The
scuppers of cargo spaces intended for the carriage of motor
vehicles with fuel in their tanks for their own propulsion
shall not be led to machinery or other spaces where sources of
ignition may be present.
(8)The bilge
pumping arrangements for cargo spaces intended to contain
flammable or toxic liquids shall be designed so that
inadequate pumping of such liquids through the main bilge
system or any other system connected to a pump located in a
machinery space can be prevented. Additional means of draining
considers their provided if the Director General considers
their provision necessary taking into consideration the
quantity and characteristics of the liquid and their location.
CHAPTER 2
MACHINERY
INSTALLATION
12.General--
(1) In every
cargo ship, the machinery, boilers and other pressure vessels,
and 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 the materials used in
construction, the purpose for which the equipment is intended,
and the working conditions to which it will be subjected to
and the environmental conditions on board.
(2) Where the
arrangements of the main propulsion machinery are
unconventional the Director General may require that a
separate source of propulsion power shall be provided
sufficient to give the ship a navigable speed.
(3)Provision
shall be made whereby the normal operation of propulsion
machinery can be sustained or restored when there is a
breakdown of ,-
(a)the
generating set which serves as a main source of electrical
Power,
(b)the source of steam
supply,
(c)the boiler feed water
systems,
(d)the fuel oils supply
system for boilers or engines.
(e)the sources of
lubricating oil pressure.
(f)the sources of water
pressure,
(g)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 of main
propulsion machinery including controllable pitch
propellers, or
(k)any other auxiliary
system essential for propulsion ;
Provided that
the Chief Surveyor with the Government of India may for the
purpose of this sub rule, if satisfied that it is safe so to
do, permit a partial reduction in propulsion capability from
normal operation.
(4)The main
and auxiliary machinery essential for the propulsion and
safety of the ship shall be provided with effective means of
control and the machinery shall be capable of being brought
into operation when initially no power is available in the
ship.
(5)Where risk
from over-speeding of machinery should otherwise exist, two
independent means of control, shall be provided to ensure that
the safe speed is no exceeded ;
Provided that the Chief
Surveyor with the Government of India may permit a single
means of limiting the speed of machinery where he considers it
safe to do so.
(6)Where main
or auxiliary machinery or any parts of such machinery are
subject to internal pressure, those parts shall, before being
put into service for the first time, be subjected to a
hydraulic test to a pressure suitably in excess of the working
pressure having regard to,
(a)the
design and the material of which they are constructed.
(b)the purpose for which
they are intended to be used, and
(c)the working
conditions under which they are intended to be used:
and such parts shall be
maintained in an efficient condition.
(7)Main
propulsion machinery and the all auxiliary machinery essential
to the propulsion and the safety of the ship shall be designed
to operate when the ship in upright and when inclined at angle
of list up to and including 15 degrees either way under
dynamic conditions (rolling) and simultaneously inclined
dynamically (pitching) 7.5 degrees by bow or stern:
Provided that
the Chief Surveyor with the Government of India may permit a
reduction in the angles specified in the sub rule taking into
considerations the type, size and service conditions of the
ship.
(8)Access
shall be provided to facilitate the cleaning inspection and
maintenance of main propulsion and auxiliary machinery
including boilers and pressure vessels.
13.
Machinery--
(1) In every
cargo ship, the propulsion machinery systems shall be designed
constructed and installed so that undue stress due to
vibration is not induced during normal operation.
(2) All
gearing and every shaft and coupling used for transmission of
power essential for the propulsion and safety of the ship or
for the safety of persons on board shall be so designed and
constructed that they will withstand the maximum working
stresses to which they will be subjected to in all service
conditions taking into account the type of engines by which
they are driven or of which they form part.
(3) Every
internal combustion engine having a cylinder diameter of 200
millimeters or more or a crankcase volume of 0.6 cubic meters
or more shall be provided with crankcase explosion relief
values of a suitable type having sufficient area to relieve
values of a suitable type hang sufficient area to relieve
abnormal pressure in the crankcase. The explosion relief
values shall be arranged or provided with means to ensure that
any discharge from them is so directed as to minimize the
possibility of injury to personnel.
(4)(1) Every
main propulsion turbine and, where applicable, main internal
combustion propulsion machinery and auxiliary machinery shall
be provided with automatic shut-off arrangements that will
operate in the case of failures, such as a lubricating oil
supply failure, which could leas rapidly to complete
breakdown, serious damage or explosion ;
Provided that
the Chief Surveyor with the Government of India may if
satisfied that other arrangements provided in the ship is
sufficient having regard to the size and type of the
machinery, permit fuel arrangements in place of arrangements
specified in this sub-rule.
14. Means of
manoeuvring and going astern--
(1) Every
cargo ship shall have sufficient power for going astem to
secure proper control of the ship in all circumstances. The
ability of the propelling machinery to reverse the direction
of thrust of the propeller in sufficient time, so as to bring
the ship to rest from maximum ahead service speed and the
effectiveness of any supplementary means of stopping or
maneuvering the ship shall be demonstrated and recorded.
(2) Every ship
with multiple propellers shall undergo trials to determine the
ability of the ship to maneuver with one propeller
inoperative.
(3) The trial
records under sub-rule (1) & (2) shall be available on board
the ship.
15. Boilers
and other pressure vessels --
(1) In every
cargo ship every boiler or other pressure vessel and its
respective mounting shall, before being put into service for
the first time, be subjected to a hydraulic test to pressure
in excess of the working pressure which will ensure that the
boiler or other pressure vessels and its mountings are
adequate in strength and design for the service for which it
is intended and having regard to:
(a)the
design and the material of which it is constructed.
(b)the purpose for which
it is intended to be used, and
(c) the working
condition under which it is intended to be used.
and every
such boiler or other pressure vessel and its respective
mountings shall be maintained in an efficient condition.
(2) The means
shall be provided which will prevent overpressure in any part
of boilers and other pressure vessels, and in particular every
boiler and every unfired steam generator shall be provided
with not less than two safety valves ;
Provided that
the Director General may permit, only one safety valve to be
fitted, if he is satisfied, having regard to the output or any
other feature of any boiler or unfired steam generator, that
adequate protection against overpressure is provided.
(3) Every
unattended oil fired boiler shall be provided with
arrangements to shut off the fuel supply and give an alarm at
an attended location in the event of low boiler water level,
combustion air supply failure or flame failure.
(4)Every
boiler designed to contain water at a specific level shall be
provided with at least two means for indicating the water
level, at least one of which shall be a direct reading gauge
glass.
(5)Every water
tube boiler serving turbine machinery shall be fitted with a
higher water level alarm.
(6)The means
shall be provided to test and control the quality of the water
in boiler.
16. Boiler
feed systems--
(1) Every
boiler which provides services essential for the safety of the
ship and which could be rendered dangerous by the failure of
its feed water supply shall be provided with not less than two
efficient and separate feed water systems so arranged that
either of such systems may be opened for inspection or
overhaul without affecting the efficiency of the other. The
means shall be provided which will prevent overpressure in any
part of the systems.
(2) If in any
ship it is possible for oil to enter the feed water system of
a boiler, the arrangements for supplying boiler feed water
shall provide for the interception of oil in the feed water.
(3)Every feed
check valve, fitting, or pipe through which feed water passes
from a pump to such boilers shall be designed and constructed
so as to withstand the maximum working stresses to which it
may be subjected, with a factor of safety which is adequate
having regard to the material of which it is constructed and
the working conditions under which it will be used. Every such
valve, fitting, or pipe shall, before being put into service
for the first time be subjected to a hydraulic test in excess
of the maximum working pressure of the boiler to which it is
connected or of the maximum working pressure to which the feed
line may be subjected, whichever is more and shall be
maintained in an efficient condition. The feed pipes shall be
adequately supported.
(4)The means
shall be provided to test and control the quality of the feed
water to boilers.
17. Steam
pipe systems--
(1) In every
steam pipe and every fitting connected thereto through which
steam may pass shall be adequately supported and be so
designed and constructed as to withstand the maximum working
stresses to which it may be subjected, with a factor of safety
which is adequate having regard to :-
(a)the
material of which it is constructed and
(b)the
working conditions under which it will be used.
(2) Without
prejudice to the generality of the foregoing, every steam pipe
or fitting shall, before being put into service for the first
time, be subjected to a test by hydraulic pressure to a
pressure in excess of working pressure to be determined having
regard to the requirements of clauses (a) and (b) of sub-rule
(1) and every such steam pipe or fitting shall be maintained
in an efficient condition.
(3)Provisions
shall be made which will avoid excessive stress likely to lead
to the failure of any such steam pipe or fitting, whether by
reason of variation in temperature, vibration or otherwise.
(4)Efficient
means shall be provided for draining every such steam pipe so
as to ensure that the interior of the pipe is kept free of
water and that water hammer action will not occur under any
condition likely to arise in the courses of the intended
service of the ship
(5)If a steam
pipe is expected to receive steam from any source at a higher
pressure than it can otherwise withstand with an adequate
factor of safety, and efficient reducing valve, relief valve
and pressure gauge shall be fitted to such pipe.
18. Air
pressure systems--
(1) In every
cargo ship in which machinery essential for the propulsion and
safety of the ship or of persons on board is required to be
started, operated or controlled solely by compressed air,
there shall be provided an efficient air system which shall
include a sufficient number of air compressors and compressed
air storage vessels to ensure that an adequate supply of
compressed air available under all conditions likely to be met
in service.
(2) (a) The
parts of every such air system which are subjected to air
pressure shall be designed and constructed to withstand, with
an adequate factor of safety, the maximum working stresses to
which they may be subjected, and every air pressure pipe or
fitting be subjected, and every other than a pneumatic control
system, shall, before being put into service for the first
time, be subjected to a hydraulic tent in excess of the
maximum working pressure to which it may be subjected and be
maintained in an efficient condition.
(b)Provisions shall be
made to prevent overpressure in any part of any such air
system and, where water jackets or casings of air compressors
and coolers might otherwise be subjected to dangerous
overpressure due to leakage into them from air pressure parts,
pressure relief arrangements shall be provided.
(c)Provisions shall be
made :-
(i)to reduce
to a minimum entry of oil into any such air system and to
drain the system ;
(ii)to protect the
system from the effects of internal explosion.
(d)All
discharge pipes from starting air compressors shall lead
directly to the starting air receivers, and all starting
air pipes from the air receivers to main or auxiliary
engines shall be entirely separate from the compressor
discharge pipe system.
19. Cooling
water systems--
In every ship
in which cooling water services are essential for the running
of the propelling machinery their shall be at least two means
of operating such water services.
20. Oil and
gaseous fuel installations--
(1) In every
ship oil fuel provided for use in boilers or machinery shall
have a flash point of not less than 60.C (closed cup test);
Provided that the Director
General may, subject to such conditions as he may impose
permit :-
(a)any ship
to use oil having a flash point of not less than 55.C in
violers, or oil fuel having a flesh point if not less than
43 degree C in internal combustion type machinery where the
ambient temperature of the machinery space in which such
fuel oil is stored or used is at least 10.C below the flash
point of the fuel oil.
(b)the use
of fuel oil with a flash point of less than 43.C provided
that it is not stored in any machinery space.
(c)the use
of gaseous fuel in ships designed for the carriage of
liquefied gas if such fuel results solely from evaporation
of the cargo carried.
Explanation
– Nothing in this sub-rule shall apply to fuel provided for
use in a generator provided in accordance with sub-rule (4)
of rule 42.
(2) In every ship in which
oil or gaseous fuel is used, the arrangements for the storage,
distribution and utilization of fuel shall be such that,
having regard to the hazard of fire may entail, the safety of
the ship and of persons on board is preserved and shall comply
at least with the following,-
(a)oil fuel containing
heated fuel oil at a pressure exceeding 1.8 bar gauge shall
be located in liiuminated locations in the ship so that
defects and leakage can be readily observed:
Provided that
the Chief Surveyor with the Government of India may, if he is
satisfied that it is impracticable to meet the requirements of
the clause, having regard to the construction of the ship, may
dispense with compliance with the requirement of this clause.
(b)oil fuel tanks shall
be part of the ships structure and shall be located outside
machinery spaces of Category "A".
(c)where it
becomes necessary to locate oil fuel tanks, not being double
bottom tanks, adjacent to or within machinery spaces of
Category "A" , at least one of their vertical sides shall be
contiguous to the machinery space boundaries and shall have
a boundary common with the double bottom tanks. The area of
the tank boundaries common with the machinery space Category
"A" shall be kept at a minimum. Any fuel oil tank located
within the boundaries of machinery spaces of Category "A"
shall not contain fuel having flash point of less than 60.C;
Provided that
if the Director General is satisfied, having regard to
structure of the ship that it is not practicable to meet the
requirements of this clause, the Director General may permit
any other arrangements ;
(d)every oil fuel tank
shall, where necessary, be provided with save-alls or
gutters which will be capable of catching any oil which may
leak from the tank ;
(e)oil fuel
tanks shall not be situated directly above boilers or other
heated surfaces ;
(f)oil fuel
shall not be carried in forepeak tanks;
(g)provision
for the removal of the water from fuel oil including the
fitting of water drain valves to daily service tanks,
settling tanks and, where practicable, to other oil fuel
tanks shall be made and where the removal of water by drain
valves is not practicable water separators shall be fitted
in the supply lines to propulsion machinery ;
(h)save-alls
or gutters and screens shall be provided to prevent oil fuel
that may leak under pressure from any pump, filter or heater
from coming into contact with boilers or other heated
surfaces ;
(i)every
pipe connected to any oil fuel storage, setting, or daily
service tank, not being a double bottom tank, which if
damaged may result in discharge of the contents shall be
secured to the tank to which it is connected and be capable
of being closed from a readily accessible position outside
the space in which the tank is situated :
Provided that
in the case of any inlet pipe to such a tank, a non-return
valve similarly secured to the tank may be provided;
(j) In the case of an
oil fuel deep tank traversed by any shaft or pipe tunnel, in
addition to the requirements specified in clause (I), valves
shall be fitted on the pipe lines outside the tunnels to
enable control to be exercised in the event of fire ;
(k)
provision for ascertaining the amount of oil fuel contained
in any oil fuel tanks shall be made. Sounding pipes shall
not terminate in any space where the risk of ignition of
spillage therefrom could arise. In particular, sounding
pipes shall not terminate in passenger spaces or crew spaces
;
(l)
Provision for preventing overpressure in any oil fuel tank,
oil fuel filling pipe or any part of the oil fuel filling
pipe or any part of the oil fuel system shall be made. Air
and overflow pipes and relief valves shall discharge to a
position where there will be no risk of fire or explosion
from the emergence of oil or oil vapour ;
(m) every
oil fuel pipe shall be made of steel or other suitable
material except that flexible pipes may be permitted in
positions where the Chief Surveyor with the Government of
India is satisfied that they are necessary, such flexible
pipes and their attachments shall be constructed to the
satisfaction of the Chief Surveyor with the Government of
India ;
(n)In every
ship in which oil or gaseous fuel is used in engines or
boilers for the propulsion or safety of the ship, the
arrangements for the storage, distribution and utilisation
of the fuel shall be such that the effective use of the
engines can be maintained under all conditions likely to be
met by the ship in service ;
(o)every oil
fuel installation which serves a boiler supplying steam for
the propulsion of the ship shall include not less than two
oil fuel units.
21.
Lubricating and other oil systems-
(1) In every
ship in which oil for lubrication, cooling or operation of the
main propelling machinery an dits ancillary services is
circulated under pressure, provision shall be made so that in
the event of the failure of a pump an alternative means of
circulating such oil is available.
(2) The
arrangements for the storage, distribution and utilization of
lubricating oil in machinery spaces of Category "A" shall
comply with the requirements of clause (a), (e), (h), (I) ,
(k), (l) and (m) of sub rule (2) of rule 20 as they apply to
oil fuel installations except that tank gauges of the flat
glass type, provided with self closing valves at each tank
connection and slight flow glasses having an acceptable degree
of fire resistance may be permitted.
(3)In
machinery spaces other than machinery spaces of Category "A"
where the Chief Surveyor with the Government of India is
satisfied that the safety of the ship is not impaired, may
permit such alternative arrangements as he considers adequate.
(4)The
arrangements of the storage, distribution and utilisation of
flammable oils, other than fuel and lubricating oil,
transmission control and activating systems and heating
systems shall be such as to ensure the safety of the ship and
person on board.
(5)In enclosed
space containing a source of ignition the arrangement shall
comply with clauses (e), (h), (k) (l) and (m) of sub-rule (2)
of rule 20 as they apply to oil fuel installations except that
tank gauges of the flat glass type provided either self
closing valves at each tank connection may be permitted.
(6)Lubricating
oil and other flammable oil shall not be carried in force peak
tanks.
22. Machinery
controls-
(1) In every
ship provision for the operation and control of main and
auxiliary essential for the propulsion and safety of the ship
shall be made.
(2) In every
ship with remote control of that propulsion machinery from the
navigating bridge the following provision shall apply ;-
(a)the
speed, direction of thrust and, if variable, the pitch of
the propeller shall be fully controllable from the
navigating bridge under any sailing condition including
manoeuvering.
(b)the
remote control from the navigating bridge shall be performed
by a single control device for each independent propeller,
each such device shall be provided with means of preventing
overload of the propulsion machinery except multiple
propeller installations which may be controlled by a single
control device.
(c)propulsion
machinery movements selected at the navigating bridge shall
be indicated in the main machinery control room or at the
maneuvering platform .
(d)the main
propulsion machinery shall be provided with an emergency
stopping device, located on the navigating bridge, which
shall be independent of the controls otherwise required
under this rule.
(e)remote
control of the propulsion machinery shall be possible from
only one location at a time. Inter-connected control units
may be permitted at such locations. There shall be provided
at each location an indicator showing which location is in
control of the propulsion machinery. Transfer of control
between the navigating bridge and the machinery spaces shall
only be possible from the machinery space or the main
machinery control room. The control system shall be arranged
so that the propeller trust does not alter significantly
when control is transferred from one station to another.
(f)provision
shall be made for the control of the propulsion machinery
locally in the event of failure of remote control system.
(g)the
design of the propulsion machinery remote control system
shall be such that in the event of its failure, it is
capable of giving an alarm and the speed and direction of
thrust maintained until local control is in operation;
Provided that
the Chief Surveyor with the Government of India may waive
requirement of this clause where he is satisfied that other
essential features of the system design render compliance with
the requirement of this clause impracticable, subject to such
alternative provision as he may require.
(h)indication shall be
given on the navigation bridge of-
(i) propeller speed
and direction of rotation in the case of fixed pitch
propellers.
(ii)
propeller speed and pitch position in the case of
controllable pitch propellers.
(i) the number of
automatic and consecutive attempts which fail to start any
internal combustion propulsion engine shall be limited so as
to maintain sufficient air pressure for further attempts
under local control.
(j) an alarm
shall be provided on the navigating bridge and in the
machinery space to indicate low starting air pressure at a
level which permits main propulsion machinery starting
operations.
(3) Every ship provided
with means of remote or automatic control of the main
propulsion machinery and its associated machinery, including
the sources of main electric supply, enabling that machinery
to be operated and supervised from a control room shall be as
safe as if the machinery were under direct supervision and in
particular, the arrangements and controls shall be designed,
equipped and installed approximately in accordance with rules
30, 34, 37 and 38.
(4) Any
automatic starting, operating or control system shall be so
designed that the failure of any part of such systems shall
not prevent their operation manually.
23. Steering
Gear-
(1) Every ship
shall be provided with main steering gear and, subject to
sub-rule (7) auxiliary steering gear, which shall be so
arranged that the failure of one will not render the other in
operative.
(2) (a) The
steering gear components and the rudder stock shall be
designed and constructed to withstand with an adequate factor
of safety, the maximum working stresses to which they may be
subjected. Any bearings for such essential components shall be
permanently lubricated or provided with lubrication fitting.
(b)The design
pressure for steering gear components and piping subject to
internal hydraulic pressure shall be at least 1.25 times the
maximum working pressure anticipated when the steering gear is
operating taking into account any pressure which may be
existing in the low pressure side of the system. Fatigue
criteria, taking into account pulsating pressure due to
dynamic loads, shall be taken into account for the design of
piping and components if the Chief Surveyor with the
Government of India considers it appropriate.
(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 a power unit or from external forces. The pressure at
which relief valves operate shall not exceed the design
pressure. The valve shall be of adequate size so as to avoid
an undue rise in pressure above the design pressure.
(3)The main
steering gear and rudder stock shall-
(a)be of
strength sufficient to steer the ship at maximum ahead
service speed.
(b)be
capable of putting the rudder over from 35 degrees on one
side to 35 degrees on the other side with the ship running
ahead at maximum service speed and, under the same
conditions, from 35 degrees on either side to 30 degrees on
the other side is not more than 28 seconds.
(c)be
operated by power if necessary to meet the requirements of
clause (b) and in any case when the diameter of the rudder
stock in way of the tiller is required to be greater than
120 millimeters excluding additional strengthening for
navigation in ice, and
(d)be
designed so that they will not be damaged at maximum astern
speed.
(4)The
auxiliary steering gear shall –
(a)be of
strength capable of being brought speedily into action in an
emergency.
(b)be capable of putting
the rudder over from 15 degrees on one side to 15 degrees on
the other side in not more than 60 seconds with the ship at
its deepest seagoing draught and running ahead a one half of
the maximum ahead service speed or 7 knots, whichever is
more, and
(c)be operated by power,
if necessary to meet the requirements of clause (b) and in
any case when the diameter of the rudder stock in way of the
tiller is required to be greater than 230 millimeters
excluding additional strengthening for navigation in ice.
(5)Main and
auxiliary steering gear power units shall –
(a)be
arranged to restart automatically when power is restored
after a power failure,
(b)be capable of being
brought into operation from a position on the navigating
bridge, and
(c)Be provided with an
audible and visual alarm on the navigating bridge that will
operate in the event of a power failure to any steering gear
power unit.
(6)An
auxiliary steering gear need not be provided in a ship if –
(a)two or
more identical steering gear power units are fitted which
when operating simultaneously are capable of operating the
rudder in accordance with the requirements of clause (b) of
sub-rule (3) , and
(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.
(7) (a) The
control of the main steering gear shall be provided on the
navigating bridge and in the steering great compartment. Two
independent control systems operable from the navigating
bridge shall be provided for a steering gear arranged in
accordance with sub-rule (6).
( b) Not withstanding
anything contained in clause (a), the Chief Surveyor with the
Government of India may permit a single hydraulic telemeter
control system on any ship other than a tanker, chemical
tanker or gas carrier of 10,000 tons or above. The steering
wheel or steering lever need not be duplicated.
(c)The control of the
auxiliary steering gear shall be provided in the steering gear
compartment and, if such gear is power operated from the
navigating bridge. An auxiliary steering gear control system
provided the navigating bridge shall be independent of the
control system for the main steering gear.
(8)Every main
and auxiliary steering gear control system shall,-
(a)if electric, be
served by its own separate circuit supplied from a steering
gear compartment or directly from switchboard bus bars
supplying that steering gear power circuit at a point on the
switchboard adjacent to the supply to the steering gear
power circuit ;
(b)be provided in the
steering gear compartment with means for disconnecting the
control system from the steering gear it services ;
(c)be capable of being
brought into operation from a position on the navigating
bridge ;
(d)be provided with an
audible and visual alarm on the navigating bridge that will
operate in the event of a failure of the electric power
supply to the control system, and
(e)be provided only with
short circuit protection for the electric supply circuits.
(9)The
electric power circuits and the steering gear control system
with the associated components, cables and pipes required
under this rule and rule 24 shall be separated as far as is
practicable throughout their length.
(10)A means of
communication shall be provided between the navigating bridge
and the steering gear compartment.
(11)The
angular position of the rudder shall be indicated in the
steering gear compartment and, if the main steering gear is
power operated, at the steering station on the navigating
bridge. The rudder angle indicator system shall be independent
of any steering gear control system.
(12)Hydraulic
power operated steering gear shall be provided with :-
(a)
arrangements to maintain the cleanliness of the hydraulic
fluid, taking into considerations the type of the hydraulic
system.
(b) a low level alarm
for each hydraulic fluid reservoir arranged to give audible
and visual alarms on the navigating bridge and in the
machinery space in the event of leakage of the hydraulic
fluid, and
(c) a fixed storage tank
having capacity to recharge at least one power actuating
system including the reservoir, where the main steering gear
is required to be power operated. The storage tank shall be
provided with a contents gauge and shall be permanently
connected by piping in such a manner that the hydraulic
systems can be readily recharges from a position within the
steering gear compartment.
(13)The
steering gear compartment shall be readily accessible and , as
far as is practicable, separated from the machinery spaces,
Handrails and gratings or other non-slip surfaces shall be
provided to ensure suitable working conditions at the steering
gear machinery and controls in the event of hydraulic fluid
leakage.
(14)Simple
operating instructions with a block diagram showing the change
over procedures for remote steering gear control systems and
steering gear power units shall, where applicable be
permanently displayed on the navigating bridge and in the
steering gear compartment.
(15)An
alternative power supply shall be provided in every ship where
the diameter of the rudder stock is required to be 230
millimeters or more excluding any strengthening for navigating
in ice. The alternative power supply shall be capable of being
provided automatically within 45 seconds either from the
emergency source of power located in the steering gear
compartment. The independent source of power shall be at least
sufficient to provide power for the steering gear in
accordance with the requirements of clause (b) of sub-rule (4)
and for its associated control system and rudder angle
indicator . The alternative power supply shall have a capacity
sufficient for at least 30 minutes of continuos operation in
every ship of 10,000 tons and above and at least 10 mites of
continuous operation in any other ship.
(16)In every
tanker of 10,000 tons and above and every other ship of 70,000
tons and above the main steering gear shall have two or more
identical power units complying with the requirements of
clause (a) of sub-rule (6).
(17)The main
steering gear in every tanker of 10,000 tons and above shall,
subject to the requirements of sub-rule (18) and
(19) be so arranged that
in the event of loss of steering capability due to a single
failure in any part of one of the power actuating systems,
other than seizure of a rudder actuator. Steering capability
shall be regained in not more than 45 seconds after the loss
of one power actuating system. The main steering gear shall
comprise of.
(a)two
independent and separate power actuating systems each
capable of meeting the requirements of clause of meeting the
requirements of clause (b) of sub-rule (3) or
(b)at least
two identical power actuating systems which shall be capable
of meeting the requirements of clause (b) of sub-rule (3)
when acting simultaneously in normal operation.
Interconnection of the hydraulic power actuating system
shall be provided, if necessary, for compliance with this
requirement.The loss of hydraulic fluid from one system
shall be capable of being detected and the defective system
automatically isolated so that the other actuating system or
systems remain fully operational.
(18)In any
tanker of 10,000 tons and above but of less than 1,00,000
tones deadweight the main steering gear may be constructed in
such a way that the single failure criterion required by
sub-rule(17) is not applied to the rudder actuator or
actuators;
Provided that-
(a)steering
capability shall be regained with in 45 seconds of a single
failure of any part of the piping system or in one of the
power units, and
(b)the design
construction and testing of the rudder actuator is in
accordance with the requirements of the
First Schedule if
only one actuator is provided.
24. Electric
and electro-hydraulic steering gear--
(1) Every ship
which is fitted with electric or electrohydraulic steering
gear shall be provided with indicators which will show when
the power units of such steering gear are running. These
indicators shall be situated in the machinery control room or
in such other positions as the Chief Surveyor with the
Government of India may approve and on the navigating bridge.
(2)Every such
steering gear shall, subject to sub-rule (3)-
A. (i) be
served by at least two exclusive circuits fed from the main
switchboard one of which may pass through the emergency
switchboard and each circuit shall the motors which are
normally connected to it and which operate simultaneously;
(ii) if transfer
arrangements are provided in the steering gear compartment
to permit either circuit to supply any motor or combination
of motors, the capacity of each circuit shall be adequate
for the most severe load condition;
(iii) the circuits
shall be separated as widely as is practicable throughout
their length;
(iv) an auxiliary
electric or electro hydraulic steering gear may be connected
to one of the circuits supplying the main steering gear and
B. (i) be
provided with short circuit protection and overload alarm
for the protection of the circuits and motor and any
protection provided against excess current shall be capable
of conducting at least twice the full load current of the
motors taking into consideration the motor starting
currents;
(ii) when a three
phase supply is used and alarm shall be provided that will
indicate the failure of any one of the supply phases ;
(iii) the alarms
required by this sub-rule shall be both audible and visual
and located in a conspicuous position in the main machinery
space or in the control room which the machinery is normally
controlled.
(3)The main
steering gear in any ship of less than 1600 tons may be fed by
one circuit from the main switchboard if the auxiliary
steering gear is not electrically powered or is powered by an
electric motor primarily intended for other purposes. The
Chief surveyor with the Government of India may permit
arrangements for such motors other than required under clause
(b) of sub-rule (2) and clauses (a) and (b) of sub-rule (6) of
rule 23 if considered it safe to do so.
25.
Ventilating systems in machinery spaces--
(1) Machinery
spaces of category ‘A’ in every ship shall be ventilated so
that an adequate supply of air is maintained for the safety
and well-being of personnel and the operation of machinery,
including boilers, at full power in all weather conditions.
(2) Any other
machinery space shall be adequately ventilated having regarded
in particular to the prevention of an accumulation of oil
vapour under all normal conditions.
26.
Protection against noise--
(1) In every
ship, provision shall be made to reduce noise levels in
machinery spaces as far as is practicable.
(2) On
completion of a ship, noise levels in machinery spaces shall
be measured in accordance with
Second Schedule.
(3)Noise
levels in machinery spaces shall not exceed 110 dB(A) provided
that the Director General may under such conditions as he may
specify, permit higher noise levels having regard to the size
of the ship and the type of machinery installed.
(4)Any
machinery space in which the nose level exceeds 90 dB(A) and
which is required to be manned shall be provide with a
designated refuge from noise.
(5)Every
entrance to a machinery space in which the noise level exceeds
85 dB(A) shall be provided with a warning notice, stating
"High Noise Levels" Use Ear Protectors" and sufficient number
of car protectors shall be provided for use in such spaces.
27.
Communication between navigating bridge and machinery space--
Every ship
shall be provided with, two independent means for
communicating from the navigating bridge to the position in
the machinery space or machinery control room. One of the
means shall be an engine room telegraph. Means of
communication shall also be provided to any other position
from which the main engines may be controlled.
28. Engineers
alarm--
Every ship
shall be provided with an engineers alarm which shall be
clearly audible in the engineers accommodation when operated
from a position in the machinery space or machinery control
room.
29. Spaces-
Every ship
shall be provided with sufficient spare having regard to the
intended service of the ship.
CHAPTER 3
Special
Requirements for Periodically Unattended Machinery Spaces
30. General
–
Every cargo
ship of class I and II having periodically unattended
machinery spaces shall be provided with effective means for
control of and arrangements for, monitoring the operation of
the machinery used or essential for propulsion, so that the
safety of the ship in all sailing conditions, including
manoeuvering is not less than that of a ship with
continuously manned machinery spaces.
31.
Operation and documentation-
(1) Measure
shall be taken to the satisfaction of the Principal Officer
of the concerned port to ensure that the equipment provided
to operate the machinery of such ship is functioning in a
effective manner and that satisfactory arrangements are made
for regular inspections and tests to ensure continuous
reliable operation.
(2) Every
ship shall be provided by a Surveyor with a documentary
evidence to the satisfaction of the Chief Surveyor with the
Government of India of its fitness to operate with
periodically unattended machinery spaces.
32. Alarm
System-
Every such
ship shall be provided with an alarm system which shall
indicate any fault in the unattended machinery spaces
requiring attention. The alarm system shall.
(a)indicate
each separate alarm condition visually at the machinery
alarm and control centre and provide an audible alarm at
such center and in the machinery spaces.
(b)be connected to the
engineers mess rooms and to each of the duty engineers
cabin is connected to the alarm system at any time;
(c)be connected to an
audible and visual alarm on the navigating bridge which
shall be capable of being activated for any situation
which requires the action of or should be brought to the
attention of the officer of the watch;
(d)be designed, as far
as practicable to indicate an alarm condition should a
failure of the alarm and monitoring system occur;
(e)activate an alarm
that is clearly audible in the engineers accommodation if
an alarm condition has not received attention at the
machinery alarm and control centre within a reasonable
time;
(f)be supplied
automatically in the event of a loss of the normal power
supply, from a stand-by power supply the failure of the
normal power sully shall be indicated on the alarm system;
and
(g)be able to indicate
multiple faults simultaneously the acceptance of any fault
on the alarm system shall not inhabit other alarm and
acceptance of the alarm at the machinery alarm and control
centre shall be indicated at the other positions where the
alarm condition is shown, alarms shall be maintained until
they are accepted and the visual indication of individual
alarms shall remain until the fault has been corrected
when the alarm system shall be capable of being
automatically be reset to its normal operating condition.
33. Safety
system. -
(1) A safety
system shall be provided in any such ship so that
malfunction in the machinery which presents an immediate
danger machinery except the main propulsion machinery and
give an alarm. The main propulsion machinery shall be
automatically shut down when continued operation is likely
to cause serious damage, complete breakdown or an explosion.
(2)
Arrangements for overriding the automatic shut down of the
main propulsion machinery may be permitted. Provided that
the operating arrangements preclude inadvertent operation.
Visual indication shall be provided to show whether or not
warning of the possible effect of overriding shall be
displayed at the override position.
34.
Communication-
Every such
shall be provided with a means of vocal communication
between the propelling engine room, main machinery control
room or manoeuvering platform, or as the case may be, the
navigating bridge and the engineers accommodation space.
35. Control
of propulsion machinery –
In every
such ship the speed of rotation, direction of thrust and,
where applicable, the pitch of the propeller shall be fully
controllable from the navigating bridge and the following
provisions shall apply: -
(a)the
remote control from the navigating bridge 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)propulsion
machinery movements selected at the navigating bridge shall
be indicated at the machinery alarm and control centre;
(c)provision
for controlling the propulsion machinery and other machinery
essential for the propulsion of the ship locally shall be
made in the event of failure of any part of automatic or
remote control systems.
36.
Machinery, boilers and electrical installations-
(1)An
automatic control system and an alarm system shall be
provided in such a ship which shall be such that through
such systems the services needed for the operation of the
main propulsion machinery and its auxiliaries are ensured.
(2)In every
such ship, where the electrical power is normally supplied
by one generator, there shall be provided suitable load
shedding arrangements to ensure the integrity of supplies to
services required for propulsion, steering and safety of the
ship. There shall be provision, in the event of breakdown of
the generator in operation, for automatically starting and
connecting to the main switchboard a stand by generator of
sufficient capacity to sustain propulsion, steering and
steering and automatic restarting of the essential
auxiliaries.
(3)Where
stand-by machinery is necessary to ensure continuity of
services essential for population, automatic change over
devices shall be provided with an alarm indicating the
automatic change over.
37. Fire
safety –
(1) In every
such ship every fuel oil and lubricating oil pressure pipe
shall be screened or otherwise suitably protected to prevent
oil coming into contact with hot surfaces or entering
machinery air intakes in the event of a failure of that
pipe. In addition high pressure fuel oil pipes of
compression ignition engines shall, be provided with means
of collecting any such oil at a safe location, indicating
simultaneously the fault on the alarm system.
(2) Every
oil fuel that directly supplies oil to the main propulsion
machinery or its auxiliary automatically or by remote
control shall contain provision for prevention of overflow
and spillage of such oil. Every such tank and settling tank
fitted with oil fuel heating arrangements shall be provided
with a high temperature alarm if the flash point of the oil
fuel therein can be exceeded.
(3) The
equipment such as oil fuel purifiers for preparing flammable
liquids for use in boilers or machinery shall have
arrangements to prevent overflow and spillage and be
installed in a space appropriated solely for such equipment
and their heaters.
(4)All
internal combustion engines having an output of 2250
kilowatts or above or having cylinders of 300 millimeters
bore or above shall be provided with crankcase oil mist
detectors or engine bearing temperature detectors or other
detectors which shall be capable of giving an alarm on the
alarm system in the event of an incipient dangerous
condition.
(5)All air
supply casings and uptakes of boilers able of giving an
alarm on the alarm system in the be provided with detectors
capable of giving an alarm on the alarm system in the event
of incipient fire occurring therein.
38.Protection against flooding.-
(1) The
machinery space bilge wells-
(a)shall
be so located that an accumulation of liquid at normal
angels of heel and trim may detected;
(b)shall be provided
with a liquid level alarm ;
(c)shall have
sufficient capacity to accommodate normal drainage
unattended periods.
(2) Ships
with automatic bilge pumping shall be provided with an
indicator indicating when the bilge pump is operating more
frequently than during normal operation.
CHAPTER 4
Electrical
Installations
39. General
–
(1) In every
ship the electrical installation shall be such that –
(a)all
electrical auxiliary services necessary for maintaining
the ship in normal operational and habitable conditions
are ensured without recourse to the emergency source of
electrical power, and
(b)the electrical
services essential for safety is ensured under emergency
condition.
(2) The electrical
equipment and installations, including any electrical means
of propulsion, shall be such that the ship and all persons
on board the ships are protected against electrical hazards.
40.Main
source of electrical power and main switchboard-
(1) A main
source of electrical power of sufficient capacity to supply
all the services required under clause (a) and (b) of
sub-rule (1) of rule 39-
(a)shall
consist of at least two generating sets; and
(b)shall be so
arranged that services can be maintained regardless of the
speed and direction of rotation of the propulsion
machinery or shafting.
(2) The arrangement of
the generating sets required under sub-rule (I) shall that
with any one of the sets out of services-
(a)normal operational
conditions of propulsion and safety of the ship and
minimum comfortable conditions of habitability including
those for cooking, heating, domestic refrigeration,
mechanical ventilation, sanitary and fresh water can be
maintained , and
(b)the
remaining sets are capable of providing the electrical
services necessary to start the main propulsion plant from
a dead ship condition.
(3)The main emergency
source of the electrical power may be used for the purpose
of clause (b) of sub-rule (2) if it is capable of
simultaneously supplying the emergency supplies required
under rule 44 or it is capable of supplying such services
when combined with any other source of electrical power.
(4)Load
shedding or other equivalent arrangements shall be provided
to protect the generators required by sub-rule (1) against
sustained overload.
(5)Any
transforming equipment supplying an electrical system
referred to in this shall be arranged to ensure the same
continuity of supply as that required for generating sets by
this rule.
(6)The main
switchboard shall be located in the same space as the main
generating sets in any ship with only one generating
station. Where there is more than one generating station and
only one main switchboard, that switchboard shall be located
in the same space as one of the generating stations. The
Chief Surveyor with the Government on India may permit other
arrangements where other essential features of the ship
render the application of this requirement impracticable
subject to such alternative provisions as he may require.
Explanation- For the purpose of this sub-rule an
environmental enclosure for the main switchboard, such as a
machinery control room within the main boundary of the space,
does not provide separation between the generating sets and
switchboard.
(7)The main
busbars shall be subdivided in every ship in which the total
installed electrical power of the main generating sets
exceeds 3 megawatts. Each section of the busbars shall be
interconnected by removable links or other suitable means
such that the main generating sets and any supplies to
duplicated services which are directly connected to the
busbars are, as far as practicable, equally divided between
the sections.
41.Lighting
Systems-
(1) The main
source of electrical power in every ship shall be capable of
illuminating any part of the ship normally accessible to and
used by the passengers or the crew.
(2) The
emergency electric lighting shall be arranged in a manner
that a fire or other causalty in spaces continuing the
emergency source of electrical power, the associated
transformers, in any, the emergency switchboard and the
emergency lighting switchboard will not render inoperative
the main source of electric power as required under sub-rule
(1).
(3) Lighting
fittings shall be arranged as to prevent rise in temperature
resulting injury to the fittings or the electric wiring or
risk of fire.
42.Emergency and transitional source of electrical power and
emergency switchboards-
(1) Every
ship shall be provided with a self contained emergency
source of electrical power which shall be so designed and
arranged that it will operate at full rated power when the
ship is listed 22.5 degrees and when the trim of the ship is
10 degrees from an even keel or any combination of or up to
these limits.
(2) The
emergency source of electric power, the associated
transforming equipment, any transitional source of emergency
power required under clause (b) of sub-rule (4), the
emergency switchboard and the emergency lighting switchboard
shall be –
(a)located
above the uppermost continuous deck.
(b)readily accessible
from the open deck.
(c)located at of the
collision bulkhead.
(d)so arranged that a
fire or other causality in the spaces containing the main
source of electrical power, the associated transforming
equipment and the main switchboard or in any machinery
space of Category A do not interfere with supply, control
and distribution of emergency supplies, and
(e)located where
practicable in a space which is not contiguous to the
boundaries of a machinery space of Category A or any other
space containing the main source of electrical power, the
main switchboard or any associated transforming equipment.
(3) The
emergency source of electrical power shall be a generating
set complying with the requirements of sub-rule (4) or an
accumulator battery complying with the requirements of
sub-rule (7).
(4) Where
the emergency source of electrical power is a generator, it
shall-
(a)be
driven by internal combustion machinery with an
independent fuel supply having a flash point of not less
than 43.C (Closed Cup Test), and
(b)be capable of
started automatically on the failure of the main source of
electrical power supply unless a transitional source of
emergency electrical power is provided in accordance with
sub-rule (8).
(5) If the emergency
generator is arranged for automatic starting the generator
and the services that would otherwise be supplied from the
transitional source of emergency electrical power in
compliance with the requirements of clauses (c) and (d) of
sub-rule (8) shall be automatically connected to the
emergency switchboard so that such services will be supplied
within 45 seconds of the failure of the main source of
electrical power.
(6)The
emergency generator may be used to supply services other
than emergency supplies in expectional cases for short
periods if the independent operation of the emergency source
of electrical power is safe-guarded in all circumstances.
(7) Where
the emergency source of electrical power is an accumulator
battery, it shall–
(a)be capable of
supplying emergency electrical load, without being
recharged, whilst maintaining the voltage of the battery
throughout the required discharge period within 12 per
cent of its nominal voltage.
(b)be automatically
connected to the emergency switchboard in the event of the
failure of the main source of electrical power, and
(c)be capable of
immediately supplying the services specified in clauses
(c) and (d) of sub-rule (8).
(8) The transitional
source of emergency electrical power shall-
(a)consist of an
accumulator battery capable of supplying the required
services, without being recharged, whilst maintaining the
voltage of the battery throughout the required discharge
period within 12 per cent of its nominal voltage.
(b)be so arranged as
to supply automatically the services required under clause
(c) and (d) for at least half an hour in the event of
failure of either the main or emergency,source of
electrical power.
(c)supply the lighting
required under clauses (a), (b) and (d) of sub-rule (1) of
rule 44 except that permanently fixed, individual
automatically charged, relay operated accumulator lamps
may be permitted for the transition phase in machinery,
service and accommodation spaces, and
(d)supply the services
required under sub-clauses (I), (ii) and (iii) of clause
(e) of sub-rule (1) of rule 44 unless a suitably located
independent accumulator battery is provided capable of
supplying such services for the period of time required by
the said clauses.
(9) Discharge of
accumulator batteries that constitute either the emergency
or transitional source of electrical power shall be
indicated on the main switchboard or in the machinery
control room. Discharge of any independent accumulator
batteries provided in compliance with clause (e) of sub-rule
(1) of rule 44 shall be indicated at the appropriate control
station.
(10) (a)
the emergency switchboard shall be situated as near as
practicable to the emergency source of electrical power;
(b) if the
emergency source of electrical power is a generator, the
emergency switchboard shall be situated in the same space
as the generator unless the operation of the emergency
switchboard would be thereby impaired.
(c)any accumulator
battery required under this rule shall not be installed in
the same space as the emergency generator.
Explanation: For
the purposes of this sub-rule an environmental enclosure
within the main boundaries of the space does not provide
separation between emergency generator and the emergency
switchboard.
(11) The
emergency switchboard shall be supplied power during normal
operation from the main switchboard by an interconnect
feeder which shall be –
(a)protected at the
main switchboard against overload and short circuit;
(b)capable of being
disconnected automatically at the emergency switchboard
upon the failure of the main source of electrical power;
and
(c)be at least
protected against short circuit at the emergency
switchboard if the system is arranged for the main
switchboard to be supplied from the emergency switchboard.
(12) Arrangements shall
be made for disconnection of non-emergency circuits
automatically from the emergency switchboard, if necessary,
to ensure that electric power will be available for the
required emergency supplies.
(13)
Provisions shall be made for testing the complete emergency
system periodically including any automatic starting
arrangements.
43.Starting
arrangements for emergency generating sets-
(1)
Emergency generating sets shall be capable of being readily
started at a temperature of 0.C and if the temperature below
0.C are anticipated provision shall be made for hearing the
engine so that it starts readily.
(2) The
starting, charging and energy storing devices, which shall
not be used for any purpose other than the operation of the
emergency generating set, shall be located in the emergency
generator space except that the air receiver of the
emergency generator set may be supplied from the main or
auxiliary compressed air system through a non-return valve
located in the emergency generator space.
(3) The
stored energy required from staring shall be maintained at
all times-
(a)in
electrical and Electro-hydraulic systems, from the
emergency switchboard and
(b)in
compressed air system, by the main or auxiliary air
compressor which , if it is electrically driven shall be
supplied from the emergency switch board.
(4) Any
emergency generating set arranged to be automatically
started shall-
(a)be
equipped with a starting system having sufficient stored
energy for six consecutive starts, and
(b)be
provided with an additional source of stored energy
independent of the starting system required under clause
(a) capable of producing a futher six starts within 30
minutes, unless an alternative and independent starting
system is provided or effective manual starting can be
demonstrated.
(5) Any
emergency generator that is not arranges for automatic
starting shall-
(a)be
provided with starting arrangements in accordance with the
requirements of sub-rule (4) except that the starting may
be initiated manually, or
(b)be
started manually by cranking inertia starters or manually
charged hydraulic accumulators so that at least six starts
can be accumulated within 30 minutes.
44.
Emergency supplies -
(1) The
Emergency source of electric power required under sub-rule
(1) of rule 42 shall be capable of simultaneously supplying
the following services, including any starting currents and
for the following periods:-
(a) for a
period of 3 hours the emergency lighting required under
the Merchant Shipping (Life-Saving Appliances) rules,
1990.
(b) for a
period of 18 hours, emergency lighting :-
(i) in
all service an accommodations alleyways, stairways ,
exits, lifts and lifts shafts.
(ii) in machinery
spaces and main generating stations including the
control positions.
(iii) in control
stations, machinery control rooms and at each main and
emergency switchboard.
(iv) at the stowage
positions for firemen's outfits.
(v) at the steering
gear, and
(vi) at the fire
pump, sprinkler pump and emergency bilge pump and at
their starting positions.
(c) for a
period of 18 hours, unless they have an equivalent
independent supply from a suitably located accumulator
battery:-
(i) the
general alarm;
(ii) the fire
detection and fire alarm system;
(iii) the daylight
signalling lamps, ships, whistle and manually operated
call points, intermittently, and
(iv) the statutory
navigational equipment and aids;
(d) for
the period of 18 hours;
(i) the
navigation lights, and
(ii) any fire pumps
and emergency fire pumps dependent upon the emergency
generator for their source of power;
(e) for
the time require under sub-rule (15) of rule 23.
(2) The
Director General may permit a reduction of the periods of
time specified in clauses (b), (c) and (d) of sub rule (1)
to not less than 12 hours in any ship plying regularly on
voyages of short duration.
45.
Location and constructed of cables –
(1) All
electric cables external to electrical equipment shall be so
installed that the flame retardant and shall be so installed
that their flame retarding or equivalent properties are not
impaired :
Provided that the Chief
Surveyor with the Government of India may permit
installation of cables which are not flame retardant for
purposes such as radio frequency cables, where compliance
may not be practicable.
(2) (a)Electric
cables shall be installed and supported in such a manner as
to avoid chafing and other damage.
(b) All metal
sheaths and metal armour of electric cables shall be
electrically continuous and shall be earthed except that the
Chief Surveyor with the Government of India may permit such
earthing to be omitted for particular purposes.
(3)(a)
Electric cables serving emergency services shall not, so far
as is practicable, be routed through galleys, laundries,
machinery spaces of Category ‘A’ and their casing or other
high fire risk areas except in so far as it is necessary to
provide emergency services in such areas.
(b) electric cables
connecting fire pumps to the emergency switchboard shall be
of a fire resistant type where they pass through high fire
risk areas.
(4)Electric
cables serving emergency services shall, where practicable,
be installed in such a manner as to preclude them being
rendered unserviceable by the effect of a fire in an
adjacent space and subsequent heating of the dividing
bulkhead.
(5)The
electrical, mechanical, flame retarding and where
applicable, fire resisting properties of the terminations
and joints in any conductor shall be at least equivalent to
those of the conductor.
46. General
precautions against shock, fire and other hazards.-
(1) In every
ship all electrical equipment shall be so constructed and
installed that there is no danger of injury to any person
handling it in a proper manner. Exposed metal parts of
electrical equipment which are not intended to have a
voltage above that of earth but which may have such a
voltage under fault conditions shall be earthen unless such
equipment is :-
(a)supplied
at a voltage not exceeding 55 volts direct-current or 55
volts root mean square alternating current to as "RMS a.c.",
from a source other than an auto-transformer, or
(b)supplied at a
voltage not exceeding 250 volts R.M.S. a.c. by safety
isolating transformer supplying only one consuming device
or
(c)of double
insulation construction.
(2) All
electrical apparatus shall be constructed and installed in
manner that it is not likely to cause injury when handled or
touched in the normal manner . When electric lamps, welding
equipment, tools or other apparatus are used in confined or
damp spaces or spaces with large exposed conductive surface,
special provision shall be made, so far as practicable, to
ensure that the danger of electric shock is reduced to a
minimum. Such spaces shall at least include open decks and
machinery spaces.
(3) Every
main and emergency switchboard shall be so arranged as to
give access as may be necessary for operation and sufficient
access for maintenance without danger to any person. Every
such switchboard shall be suitably guarded and
non-conducting mat or grating shall be provided at the back
and front of such switchboard. No exposed parts which may
have a voltage between conductors or to earth exceeding 250
volts direct current or 55 volts R.M.S. a.c. shall be
installed on the fact of any switchboard or control panel.
(4) The hull
return system of distribution shall not be used for any
purpose other than the use of :-
(a)impressed
current cathodic protection system.
(b)Limited and locally
earth systems, and
(c)Insulated
monitoring devices with a maximum circulation current of
30 mill-amperes.
(5) Earthen
distribution systems shall not be installed in any tanker,
chemical tanker or gas carrier.
Provided
that the natural of an alternating current distribution
system with a line voltage of 3000 volts and above may be
earthed if any current their from does not flow directly
through and hazardous areas.
(6)The
insulation of any distribution system which is not earthed
shall be continuously monitored by a system capable of
giving audible and visual indication of low insulation
values..
(7)Every
separate electrical circuit shall be protected against short
circuit.
(8)Each
separate electrical circuit other than a circuit which
operates the ship’s steering gear or any other circuit in
respect of which the Director General of Shipping grants an
exemption, shall be protected against overload. There shall
be clearly and permanently indicated on or near each
overload protective device that current carrying capacity of
the circuit which it protects and the rating of setting of
the device.
(9)All
lighting and power circuits terminating in a bunker or cargo
space shall be provided with multiple pole switches outside
the space for disconnecting all such circuits.
(10)Accumulator batteries shall be housed in boxes or
compartments constructed to protect the batteries from
damage and ventilated to minimize the accumulation of
explosive gas.
(11)Subject
to sub-rule (1) of rule 47, electrical or other equipment
which may constitute a source of ignition of flammable
vapours shall not be installed in any compartment assigned
to accumulator batteries.
(12)Accumulator batteries shall not be installed in sleeping
rooms.
47.
Electrical equipment in hazardous area and spaces-
(1)
Electrical equipment shall not be installed in any hazardous
are unless area unless the Chief Surveyor with the
Government of India is satisfied that such equipment is –
(a)essential
for operational or safety purposes.
(b)Include a metallic
sheath or a braid or wire mable dusts, gases or vapours to
which it may be subjected, and
(c)Appropriate to the
space concerned.
(2) Electrical cables
passing through any hazardous area or serving electrical
equipment in such areas shall –
(a)be
appropriate for use in the dusts, gases or vapours to
which they may be subject, and
(b)include a metallic
sheath or a braid or wire armour for each leakage
detection, unless they form part of intrinsically safe
circuits or are enclosed in a gas-tight steel conduit.
(3) (a) The
electrical equipment installed in enclosed cargo spaces
intended for the carriage of motor vehicles with fuel in
their tanks for their propulsion and in any ventilation
trunk for such spaces shall be of a type that is approved
for use in explosive petrol and air mixtures.
(b) Electrical
equipment that is enclosed and protected to prevent
discharge of sparks may be installed in such cargo spaces
more than 450 millimeters above any deck on which vapours
may accumulate if the atmosphere within the cargo space is
charged at least ten times per hour.
(4)The
electrical cables installed in enclosed cargo spaces
intended for the carriage of motor vehicles with fuel in
their tanks for their propulsion and in any ventilation
trunks to such spaces shall be of a type approved for use in
explosive petrol and air mixtures.
(5)(a)
Electrical equipment and cable shall not be installed in
enclosed cargo spaces or open vehicle deck spaces intended
for the carriage of packaged dangerous goods, or the
carriage of solid dangerous goods in bulk, unless the
Director General of Shipping considers their installation
therein essential, and permits such installation.
(b) if so permitted
under clause (a), the electrical equipment installed shall
be certified for, and the cables shall be appropriate for
use in the flammable dusts, gases or vapours to which they
may be exposed.
(c) Cable
penetrations of the decks and bulkheads of such spaces shall
be sealed against the passage of gas or vapour:
Provided
that the Director General of Shipping may permit the
isolation of electrical equipment and cables which do not
comply with the foregoing provisions for particular
applications if he is satisfied that such equipment’s and
cables are capable of being electrically isolated by the
removal of links or the operation of lockable switches.
CHAPTER 5
Miscellaneous
48. Anchors, anchor
handling equipment and chancels.-
Every ship shall be provided
with such anchors, anchor handling equipment and chain
cables as are sufficient in number, strength and, in the
case of anchors and cables, weight having regard to the size
and intended service of the ship.
49. Means of escape. -
(1) In every ship stairways
and ladderways shall be so arranged as to provide ready
means of escape to the lifeboat embarkation deck from all
accommodation spaces, service spaces and other spaces in
which they crew are normally employed, which shall comply
with the following –
(a)at all levels of
accommodation spaces, there shall be provided at least two
widely reported means of escape from each restricted space
or group of spaces;
(b)below the lowest
open deck such means of escape shall be stairways except
that one of these stairways may be replaced by a trunked
vertical ladder;
(c)above the lowest
open deck such means of escape shall be stairways of doors
to an open deck or a combination thereof;
(d)one of the means of
escape may be dispensed within an exceptional case having
regard to the nature and location of the space and to the
number of persons who are normally accommodated or
employed there;
(e)no dead-end
corridor shall have a length of more than 7 metres;
Explanation: - A dead-end
corridor is a corridor or part of a corridor from which
there is only one escape route.
(f)the width and
continuity of such means of escape shall be to the
satisfaction of the Chief Surveyor with the Government of
India;
(g)if a radio office
station has no direct access to the open deck, two means
of escape from such station shall be provided.
(2)In all cargo spaces in a
ship intended for the carriage of motor vehicles with fuel
in their tanks for their own propulsion where the crew is
normally employed, the number and locations of escape routes
to the open deck shall be to the satisfaction of the
Director General of Shipping but shall in no case be less
than two and shall be as widely separated as possible.
(3)In every ship there shall
be provided from each machinery space of Category A two
means of escape, which shall comply with one of the
following-
A.(a) two sets of steel
ladders as widely separated as possible leading to doors
in the upper part of such space similarly separated and
from which access is provided to the lifeboat or liferaft
embarkation deck or decks;
(b)one of the ladders
referred to in sub-clause (I) shall be provided with
continuous fire shelter from the lower part of the space
to a safe position outside the space;
(c)the shelter
referred to in sub-clause (ii) shall be of steel,
insulated where necessary, and be provided with a
self-closing steel door at the lower end; or
B.(a) one steel ladder
leading to a door in the upper part of the space from
which access is provided to the lifeboat or liferaft
embarkation deck or decks and
(b) in the lower part
of the space and in a position well separated from the
ladder referred to in sub-clause (i), a steel door capable
of being operated from each side and which provide access
to a safe escape route from the lower part of the space to
such embarkation deck.
(4)In a ship of less than
1,000 tons, the Director General may permit one of the means
of escape required by sub-rule (3) to be dispensed with
having regard to the size and disposition of the upper part
of the space.
(5)From machinery spaces in
a ship other than machinery spaces Category A. escape routes
shall be provided to the satisfaction of the Chief Surveyor
with the Government of India having regard to the nature and
location of the space and the number of persons normally
employed in that space.
(6)Lifts shall not be
considered as a means of escape for the purposes of this
rule.
50. Means for stopping
machinery and closing of openings.-
(1) In every ship the number
of skylights, doors, ventilators, openings in funnels for
exhaust ventilation and other openings to machinery space
shall be the minimum compatible with the proper working and
safety of the ship.
(2) (a) provision shall be
made for stopping ventilating fans serving machinery,
accommodation and cargo spaces;
(b) for machinery
and cargo spaces provision shall be made for closing all
skylights, doorways, ventilators annular spaces around
funnels and other openings to such spaces;
(c)provisions
referred to in clauses (a) bad (b) shall be capable of being
operated from positions outside the said spaces which would
not be made inaccessible by a fire within such spaces.
(3) The skylights to
machinery spaces of Category "A" shall be constructed of
steel and their flaps shall be capable of being closed and
opened from a suitable position outside the space in the
event of fire, Adequate arrangements shall be made to permit
the release of smoke in the event of fire.
(4) Windows shall not be
fitted in machinery space boundaries but glass may be used
in control rooms located within the machinery space
boundaries.
(5)Machinery driving forced
and induced draught fans, oil fuel transfer pumps, oil fuel
unit pumps and other similar fuel pumps shall be fitted with
remote controls situated outside the spaces in which such
machinery or pumps are situated and shall be capable of
stopping such machinery or pumps in the event of fire in the
said spaces.
(6)Any machinery space of
Category "A’ which accessible from an adjacent shaft tunnel
shall be provided with a light-weight steel fire-screen door
in addition to any water tight door. The fire-screen door
shall be operable from each side and shall be located at the
shaft tunnel side of the bulkhead.
51. Materials used in
construction.-
(1) Every overboard scupper,
sanitary discharge or other inlet or outlet installed in a
location where the failure of any such inlet or outlet could
cause flooding in the event of fire shall be constructed of
materials that are not likely to be rendered ineffective by
heat.
(2) Pipes intended to convey
oil or other flammable liquids shall be of material that are
not likely to be risk of fire and shall not be installed in
accommodation and service spaces unless precautions are
taken having regard to the risk of fire.
(3) The surface of any
insulation shall be impervious to oil vapours in any space
where the penetration of oil or oil products would otherwise
be possible.
52. Gas welding, flame
cutting and domestic gaseous fuel installations.-
(1) In every ship, gas
welding, flame cutting or domestic gaseous fuel installation
shall be designed, constructed and intalled so that the
safety of the ship and of the persons on board is not
impaired.
PART-III
CHAPTER 1
Fire Protection of
Cargo Ships
53. Structure.-
(1) Subject to the
provisions of rule 5, the hull, superstructure, structural
bulkheads, deck and deckhouses of a ship shall be
constructed of steel or other equipvalent material.
(2) Insulation of aluminum
alloys components of A or B class divisions except structure
which is non-load bearing shall be such that the temperature
of the structural core does not rise more than 200.C above
the ambient temperature at any time during the applicable
exposure to the standard fire test.
(3) Special attention shall
be given to the insulation of the aluminum alloy component
of columns, stanchions and other structural members required
to support lifeboat, and liferaft stowage, launching and
embarkation area an A and B class divisions to ensure.-
(a)that for such members
supporting lifeboats and life-raft area and A class
divisions the temperature rise limitations specified in
sub-rule (2) shall apply at the end of one hour; and
(b)that for such
members required to support B class divisions the
temperature rise limitations specified in sub-rule (2)
apply at the end of half an hour.
(4) Crowns and casings
of machinery spaces of category A shall be of steel
construction adequately insulated and openings therein if
any shall be suitably arranged and protected to prevent the
spread of fire.
(5) One of the following
methods of protection shall be adopted in accommodation and
service spaces namely; -
a.Method I (C) –
(i) the construction
of all internal divisional bulkheading of non-combustible
B or C class division generally without the installation
of an automatic sprinkler fire detection and fire alarm
system in the accommodation and service spaces except as
required by sub-clause (ii);
(ii) in ships in which the
method I (C) is adopted a fixed fire detection and fire
alarm system of type complying with the requirements of
Schedule VII to the Merchant Shipping (Fire Appliances)
rules, 1990 shall be installed and manually operated call
points in all corridors, stairways and escape routes
within accommodation spaces.
b.Method II (C) –
(i) the fitting of an
automatic sprinkler, fire detection and fire alarm system
as required under sub-clause (ii) for the detection and
extinction of fire in all spaces in which fire is expected
to originate generally with no restriction on the type of
internal divisional bulkheading.
(ii) in ships in which
method II (C) is adopted.
(A) An automatic
sprinkler, fire detection and fire alarm system complying
with the requirements of the Third Schedule shall be so
installed and arranged as to protect accommodation spaces.
(B) A fire detection and
fire alarm system complying with the requirements of
Schedule VII of The Merchant Shipping (Fire Appliances)
rules, 1989 shall be installed and arranged as to provide
smoke detection and manually operated call points in all
corridors, stairways and escape routes within
accommodation spaces.
c.Method III(C)
(i) the fitting of a fixed
fire alarm system as required under sub-clause (ii) in all
spaces in which a fire is expected to originate with no
restriction but the area of any accommodation space or
spaces bounded by A or B class division shall not exceed
50 M.
Provided that the Director
General may increase this areas for public spaces if the
circumstances so warrant.
(ii)in ships in which
method III (C) is adopted, a fixed fire detection and fire
alarm system complying with the requirements of Schedule
VII to the Merchant Shipping (Fire Appliances ) rules,
1990 shall be so installed and arranged as to detect the
presence of fire in all accommodation spaces and service
spaces.
(6)The requirements for use
of non-combustible material in construction and insulation
of boundary bulkhead of machinery spaces control stations,
service spaces, and the protection of stairways enclosures
and corridors is common to all three methods referred to in
sub-rule (5).
54. Bulkhead within the
accommodation and service spaces-
(1) All B class division
shall extend from deck to deck and to the shell or other
boundaries unless continuous B class ceiling or lining s are
fitted on both side of the bulk head in which case the
bulkhead may terminate at the continuous ceiling or lining.
(2)Where method I(C) Is
adopted, all bulkheads not required under this part to be A
or B class divisions shall be of atlas C class division.
(3)Where method II (C) is
adopted there shall be no restriction on the construction of
bulkhead not required under this part to be A or B class,
division except in individual cases where C class bulkheads
are required in accordance with the tables specified in the
Fourth Schedule.
(4)Where method III (C) is
adopted there shall be no restriction on the construction of
bulkheads not required by this part to be A or B class
divisions except that the area of any accommodation space or
spaces bounded by a continuos A or B class division must in
no case exceeds 50 M except in individual cases where C
class bulkheads are required in accordance with the tables
specified in the Fourth Schedule. The Director General may
increase this area for public spaces if the circumstances so
warrant.
55. Fire integrity of
bulkheads and decks-
(1) In adding to complying
with specific provisions for fire integrity of bulkheads and
decks mentioned elsewhere in this part the minimum fire
integrity of bulkheads and decks shall be as prescribed in
Tables of Fourth Schedule.
(2) The following
requirements shall govern application of the Tables: -
(a)Tables 1 and 2 of the
Fourth Schedule shall apply respectively to the bulkheads
and decks supporting adjacent spaces.
(b)In determining
appropriate fire integrity standards to applied to
divisions between adjacent spaces, such spaces are
classified according to their fire risks as shown in
categorized (i) to (xi) below. The title of each category
is intended to be typical rather than restricted. The
number in parenthesis in the Tables preceding each
category refers to the applicable column or row in the
Tables.
(i) Control Station –
Spaces containing
emergency source of power and lightening.
Wheel house and
chart room.
Spaces containing
the sips radio equipment.
Fire extinguishing
room.
Fire control room
and fire recording stations.
Control room for
propulsion machinery located outside machinery space.
Spaces containing
centralised fire alarm equipment.
(ii)Corridors-
Corridors and lobbies.
(iii)Accommodation
spaces excluding corridors.
(iv)Stairways-
Interior stair ways,
lifts and escalators (other than those wholly
contained within machinery spaced and enclosed
thereto.
In this
connection, a stairway which is enclosed only at one
level shall be regarded as part of the space from
which it is not separated by a fire door.
(v)Service spaces, low
risk-
Lockers, store rooms
having an area of not less than 2 M2,
drawing room and laundries.
(vi)Machinery space of
category "A".
(vii)Other machinery
spaces
(viii)Cargo spaces-
All spaces used for
cargo (including cargo oil tank) and trunk-ways and
hatchways to such spaces.
(ix)Service spaces-
(high risk)
Galleys pantries
containing cooking appliances and paint and lap rooms,
lockers and store rooms having an area of 2 M2
or more, workshops other than those forming part of
the machinery space.
(x)Open Decks-
Open deck spaces and
enclosed promenades having no fire risk . Air spaces (
space outside structure and deck house).
(xi)Ro/Ro cargo space-
Cargo spaces intended
for carriage of motor vehicles with fuel in their
tanks for their own propulsion.
(3) Continuous B class
ceiling or lining in association with the relevant decks or
bulkheads may be accepted as contribution wholly or in part
to the required installation and integrity of a division.
(4) External boundaries
which are required under sub-rule (1) of rue (53) to be of
steel or other equivalent material may be pierced in the
fitting of windows and side scuttles provided that there is
no requirement for such boundaries to have A class integrity
elsewhere in this part. Similarly in such boundaries which
are not required to be A class integrity doors may be of
approved material.
56. Miscellaneous items-
(1)
(a) Where A class
divisions are penetrated for the passage of electric
cables, pipes, trunks ducts or for girders, beams or other
structural members, arrangements shall be made to ensure
that the fire resistance is not impaired.
(b) Where B class
division are penetrated for the passage of electric cable,
pipes, trunks, ducts or for the fitting of ventilation
terminals lighting fixtures and similar devices arrangements
shall be made to ensure that the fire resistance is not
impaired.
(2) Pipes penetrating A or B
class divisions shall be of materials approved by the Chief
Surveyor with the Government of India having regard to the
temperature such divisions are required to withstand.
(3)
(a) Electric radiators, if
used shall be fixed in position and so constructed as to
reduce fire risks to a minimum.
(b) No such
radiators shall be fitted with an element so exposed that
clothing curtains or other similar material can be scorched
or set on fire by hear from the element.
(4) Cellulose-nitrate based
films shall not be used for cinematography installations.
(5) All waste receptacles
shall be constructed of non-combustible materials with no
openings in the side bottom.
(6) In spaces where
penetration of oil products is possible the surface of
installation shall be impervious to oil or oil vapours.
57. Protection of stairways
and lift trunks in accommodations spaces, service spaces and
control stations-
(1) Stairways which
penetrate only a single deck shall be protected at least at
one level by at least B-O class divisions and self-closing
doors.
(2) Lift which penetrates
only a single deck shall be surrounded by A-O class
divisions with steel doors at both levels.
(3)Stairways and lifts
trunks which penetrate more than a single deck shall be
surrounded by at least A-O class division and be protected
by self-closing door at all levels,
(4)On ships having
accommodation for 12 persons or less and where stairways
penetrate more than a single deck and where there are at
least two escape routes direct to the open deck at every
accommodation level, the Chief Surveyor with the Govt. of
India may allow the use of B-O class enclosure.
(5)All stairways shall be of
steel frame construction except where the Chief Surveyor
with the Govt. of India sanctions the use of other
equivalent material.
58. Doors in fire resisting
divisions –
(1)
(a) The fire resistance of
doors shall as far as practicable be equivalent to that of
the division in which they are fitted.
(b) Door and door
frames in A class divisions shall be constructed of steel.
(c) Doors in B class
divisions shall be non-combustible.
(d) Doors fitted in
boundary bulkheads of machinery spaces of category A,
shall be gastight and self-closing. In ships constructed
according to method I(C), the Chief Surveyor with the
Government of India may permit the use of combustible
materials in doors separating cabins from individual
interior sanitary accommodation such as showers.
(2) Doors required to be
self- closing shall not be fitted with hold back hooks.
However, hold- back arrangements fitted with remote release
devices of the fall safe type may be utilized.
(3) In corridor bulkheads
ventilation openings may be permitted only in and under the
doors of cabins and public spaces. The openings shall be
provided only in the lower half of the door, where such
opening is in or under a door the total net area of any such
opening or openings shall not exceed 0.05m When such opening
is cut in a door it shall be fitted with a grille made of
non-combustible material.
59. Ventilation system –
(1) Ventilation ducts shall
be of non-combustible material. Short ducts, however not
generally exceeding 2 meters in length and with a
cross-section not exceeding 0.02m need not be
non-combustible, subject to the following conditions.
(a)the dusts shall be of a
material which has a low fire risk.
(b)They may only be
used at the end of the ventilation device.
(c)They shall not be
situated less than 600 mm measured along the duct from an
opening in a A or B class division including continuous B
class ceilings.
(2) Where the ventilation
ducts with a free-sectional area exceeding 0.02 m pass
through class A bulkheads or decks the opening shall be
lined with a steel sheet sleeve, unless the ducks passing
through the bulkhead or decks are of steel in the vicinity
of passage through the deck of bulkhead and the ducts and
sleeves shall comply with the following-
(a)The sleeves shall have
a thickness of at least 3 mm and a length of at least 900
mm . When passing through bulkheads, such length shall be
divided preferably into 450mm on each side of the
bulkhead. These ducts, or sleeves lining such ducts shall
be provided with fire insulation. The insulation shall
have at least the same fire integrity as the bulkhead or
deck through which the duct passed. Equivalent penetration
protection may be provided to the satisfaction of the
Chief Surveyor with the Government of /India.
(b)Ducts with a free
cross-sectional area exceeding 0.075m shall be fitted with
fire dampers in addition to the requirements of clause
(a). The fire damper shall operate automatically but shall
also be capable of being closed manually from both sides
of the bulkhead or deck. The damper shall be provided with
an indicator which shows whether the damper is open or
closed. Fire dampers are not requires, however, where duct
pass through spaces surrounded by A class divisions,
without serving those spaces provided those ducts have the
same fire integrity as the divisions which they pierce.
(3) Ducts provided for the
ventilation of machinery spaces of category A, galleys, car
deck spaces, RO/RO cargo spaces or special category spaces
shall not pass through accommodation spaces, service spaces
or control stations unless the ducts are-
A. (i) constructed of
steel having a tickles of at least 3 mm and 5 mm for ducts
the widths or diameters of which are up to and including
300 mm and 760 mm and above respectively and, in the case
of such ducts, the widths of diameters of which are
between 300 mm and 760 mm having a tickles to be obtained
by interpolation;
(ii) suitably
supported and stiffened;
(iii) fitted with
automatic fire dampers close to the boundaries penetrated;
and
(iv)insulated to
A-60 standard from the machinery spaces, galleys, car deck
spaces Ro/Ro cargo spaces or special category spaces to a
point at least 5 m beyond each fire damper;
B. (i) constructed of
steel in accordance with sub clauses (I) and (ii) of
clause (a); and
(ii) insulated to
A-60 standard throughout the accommodation spaces, service
spaces or control stations.
(4)Ducts provided for
ventilation to accommodation spaces, service spaces or
control stations shall not pass through machinery spaces of
category A, galleys, car deck spaces, Ro/Ro cargo spaces or
special category spaces unless –
A.(i) the ducts where
they pass through a machinery space of category A, galley,
car deck space, Ro/Ro cargo space or special category
space are constructed of steel in accordance with
sub-clauses (I) and (ii) of clause (a) of Sub-rule (3);
(ii) automatic
fire dampers are fitted close to the boundaries
penetrated; and
(iii) the
integrity of the machinery space galley, car deck space,
RO/Ro cargo space or special category space boundaries is
maintained at the penetrations or
B.(i) the ducts where they
pass through a machinery space of category A, galley, car
deck space , RO/RO cargo space or special category space
are constructed of steel in accordance with sub-clause (I)
and (ii) of clause (a) of sub-rule 3;
(ii) are installed
to A-60 standard within the machinery space, galley, car
deck space. RO/RO cargo space, galley, car deck space.
RO/RO cargo space or special category space.
(5) Ventilation ducts
with a free cross-sectional area exceeding 0.02m2
passing through B class bulkheads shall be lined with steel
sheet sleeves of 900 mm in length divided preferably into
450 mm on each side of the bulkheads unless the duct is of
steel for this length.
(6) Such measures as are
practicable shall be taken in respect of control stations
outside machinery spaces in order to ensure that
ventilation, visibility and freedom from smoke are
maintained, so that in the event of fire the machinery and
equipment contained therein may be supervised and continue
to function effectively. Alternative and separate means of
air supply shall be so disposed that the risk of both inlets
drawing in smoke simultaneously is minimized . At the
discretion of the Chief Surveyor with the Government of
India, such requirements need not apply to control stations
situated on, and opening on to, an open deck, or where local
closing arrangements would be equally effective.
(7) Where exhaust ducts from
galley ranges pass through accommodation spaces or spaces
containing combustible materials, they shall be constructed
of class division. Each exhaust duct shall be fitted with-
(a)a grease trap readily
removable for cleaning;
(b)fire damper located
in the lower end of the duct;
(c)arrangements,
operable from within the galley, for shutting off the
exhaust fans; and
(d)fixed means for
extinguishing a fire within the duct.
(8) The main inlets and
outlets of all ventilation system shall be capable of being
closed from outside the spaces being ventilated.
(9) Power ventilation of
accommodation spaces service spaces, cargo spacts, control
stations any machinery spaces shall be capable of being
stopped from an easily accessible position outside space cut
off in the event of a fire in the spaces served. The means
provided for stopping the power ventilation of the machinery
space shall be entirely separate from the means provided for
stopping ventilation of other spaces.
(10)
(a) Closed Ro/Ro cargo
spaces shall be provided with an effective power
ventilation system sufficient, to provide at least six air
changes per hour based on an empty hold. The systems shall
be entirely separate from other ventilating systems.
Ventilation ducts serving Ro/Ro cargo spaces capable of
being effectively sealed shall be separated for each cargo
space.
(b)the ventilation
shall be so arranged as to prevent air satisfaction and
the formation of air pockets.
(c)means shall be
provided to indicate any loss of the required ventilating
capacity on the navigation bridge.
(d)arrangements shall
be made to permit a rapid shut down and effective closure
of the ventilation system in case of fire, taking into
account the weather and sea conditions.
(e)ventilation’s ducts
including dampers shall be made of steel and their
arrangements shall be to the satisfaction of the Chief
Surveyor with the Government of India.
(11)The requirements of
sub-rule (10) shall also apply to cargo spaces other than
Ro/Ro cargo spaces intended for the carriage of motor
vehicles with fuel in their tanks for their own propulsion.
60. Restricted use of
combustible materials-
(1) All exposed surfaces in
corridors and stairway enclosures and surfaces including
grounds is concealed or inaccessible spaces in accommodation
and service spaces and control station shall have low
flame-spread characteristics. Exposed surfaces of ceilings
in accommodation and service spaces and control stations
shall have low flame-spread characteristics.
(2)Paints, varnishes and
other finishes used on exposed interior surfaces shall not
offer an undue fire hazard in the judgement of the Chief
Surveyor with the Govt.of India and shall not be capable of
producing excessive quantities of smoke.
(3)Primary deck coverings if
applied within accommodation and service spaces and control
stations shall be of approved material which will not
readily ignite or give rise to toxic or explosive hazards at
elevated temperatures.
61. Details of
construction.-
(1) Where Method if (c) is
used, all linings, draught stops, ceiling and their
associated grounds shall be of non-combustible materials in
accommodation and service spaces and control stations.
(2) Where Methods II(C) and
III(C) are used ceilings, linings, draught stops and their
associated grounds shall be of non-combustible materials, in
corridors and stairways enclosures serving accommodation and
service spaces and control stations.
(3)Where Methods I(C) , II(C)
and III(C) are used-
(a)Insulting materials shall
be non-combustible , except in cargo spaces or refrigerated
compartments of service spaces. Vapour barriers and adhesives
used in conjuction with insulation , as well as the insulation
of pipe fittings, for cold service systems need not be of
non-combusting materials, but they shall be kept to the
minimum quantity practicable and their exposed surface shall
have qualities of resistance to the propagation of flame.
(b)where non-combustible
bulkheads, linings and ceiling are fixed in accommodation and
service spaces they may have a combustible veneer not
exceeding 20 mm in thickness within any such space except
corridors, stairways enclosure and control stations, where the
veneer shall not exceed 1.5 mm in thickness.
(c)air spaces enclosed
behind ceilings, or linings, shall be divided by close fitting
draught stops spaced not more than 14 m apart. In the vertical
direction , such air spaces, including those behind linings of
stairways, trunks etc, shall be closed at each deck.
CHAPTER 2
ADDITIONAL REQUIREMENTS
FOR TANKERS
- 62. Structural fire safety
measures for tankers.-
-
(1) The requirements of this
Chapter are additional to those of Chapter 1 of Part III
except as provided otherwise in rules 64 and 65.
(2) Unless expressly
provided otherwise this chapter shall apply to tankers
carrying crude oil, and petroleum products having a flash
point not exceeding 60 degree C (cloused cup test), as
determined by an approved flashpoint apparatus and a Reid
Vapour pressure which is below atmosphere pressure and other
liquid products having a similar fire hazard.
(3) Where liquid cargoes
other than this referred to in sub-rule (2) or liquified
gases which introduce additional fire hazards are intended
to be carried, additional safety measures shall be required
to the satisfaction of the Director General of Shipping,
having due regard to the provisions of the international
Bulk Chemical Code, the Bulk Chemical Code, the Internal Gas
Carrier Code and the Gas Carrier Code, as may be
appropriate.
(4)Combination carriers
shall not carry solid cargoes unless all cargo tanks are
empty of oil and gas freed or unless the arrangements
provided in each case are to be satisfaction of the Director
General of Shipping and in accordance with the relevant
operational requirements contained in the International
Maritime Organisation Guidelines for Inert Gas Systems.
(5)Chemical tankers and gas
carriers shall comply with the requirements of this part ,
except where alternative and supplementary arrangements are
provided to the satisfaction of the Director General of
Shipping having due regard to the provisions of the
International Bulk Chemical Code, the Bulk Chemical Code,
the International Gas Carrier Code and the Gas Carrier Code,
as may be appropriate.
63 Location and separation
of spaces-
(1). Machinery spaces shall
be positioned of cargo tanks and slop tanks, they shall also
be situated at of the cargo pump rooms and not necessarily
aft of the oil fuel bunker tanks. Any machinery space shall
be isolated from cargo tanks and slop tanks by cofferdams,
cargo pump rooms, oil fuel bunker tanks or permanent ballast
tanks. Pump rooms containing pumps and their accessories for
ballasting those spaces situated adjacent to cargo tanks and
slop tanks and pumps for oil fuel transfer shall be
considered as equivalent to a cargo pump room within the
context of this rule provided that such pump rooms have the
same safety standard as that required for cargo pump rooms.
However the lower portion of the pump room may be recessed
into machinery spaces of category A to accommodate pumps,
provided that the deck head of the recess is in general not
more than one third of the moulded depth above the keel,
except that in the case of ships of not more than 25,000
tons deadweight,where it can be demonstrated that for
reasons of access and satisfactory piping arrangements this
is impracticable the Chief Surveyor with the Government of
India may permit a recess of such height but not exceeding
one-half of the moulded depth above the keel.
(2) Accommodation spaces,
main cargo control stations, control stations and service
spaces (excluding isolated cargo handling gear lockers)
shall be positioned aft of all cargo tanks, slop tanks,
cargo pump rooms and cofferdams which isolate cargo or slop
tanks from machinery spaces but not necessarily aft of the
oil fuel bunker tanks. A recess provided in accordance with
sub-rule (1), need not be taken into account when the
position of these spaces so being determined.
(3) However, where deemed
necessary, accommodation spaces, control stations, machinery
spaces other than those of category A, and service spaces
may be permitted forward of the cargo area, provided they
are isolated from the cargo tanks and slop tanks by
cofferdams, cargo pumps rooms oil fuel bunker tanks or
permanent ballast tanks and subject to an equivalent
standard of safety and appropriate availability of fire
extinguishing arrangements being provided to the
satisfaction of the Director General of Shipping. In
addition where deemed necessary for the safety of navigation
of the ship the Director General of Shipping may permit
machinery spaces containing internal combustion machinery
not being main propulsion machinery having and output
greater than 375 KW to be located forward of the cargo area
provided the arrangements are in accordance with the
provisions of this sub-rule.
(4) In combination carriers
–
(a)the slop tanks are to
be surrounded by cofferdams except where the boundaries of
the slop tanks where slop may be carried on dry cargo
voyages are the hull main cargo deck, cargo pump room
bulkhead or oil fuel bunker tank. These cofferdams shall
not be open to a double bottom pipe tunnel, pump room or
other enclosed space. Means shall be provided for filling
the cofferdams with water and for draining them. Where the
boundary of a slop tank is the cargo pump room bulkhead
the pump room shall not open to the double bottom, pipe
tunnel or other enclosed space, however, openings provided
with gastight bolted covers may be permitted.
(b)means shall be
provided for isolating the piping connecting the pump room
with the slip tanks referred to the clause (a). The means
of isolation shall consist of a valve followed by a
spectacle flange or a spool piece with appropriate blank
flanges. This arrangement shall be located adjacent to the
slop tanks, but where this is unreasonable or
impracticable it may be located within the pump room
directly after the piping penetrates the bulkhead. A
separate pumping and piping arrangements shall be provided
for discharging the contents of the slop tanks directly
over the open deck when the ship is in the dry cargo mode.
(c)hatches and tank
cleaning opening to slop tanks shall only be permitted on
the deck and shall be fitted with closing arrangements.
Except where they consist of bolted plates with bolts at
watertight spacing, these closing arrangements shall be
provided with locking arrangements which shall be under
the control of the responsible ship’s officer.
(d)where cargo wing
tanks are provided, cargo oil lines below deck shall be
installed inside these tanks. However the Chief Surveyor
with the Government of India may permit cargo oil lines to
be placed in special ducts which shall be capable of being
adequately cleaned and ventilated and be to the
satisfaction of the Chief Surveyor with the Government of
India. Where cargo wing tanks are not provided cargo oil
lines below shall be placed in special ducts.
(5) Where the fitting of a
navigation position above the cargo area is shown to be
necessary , it shall be for navigation purposes only and it
shall be separated from the cargo tank deck by means of an
open space with a height of at least 2m. The fire protection
of such a navigation position shall be as required for
control spaces in rule 65 and other provisions as
applicable, of this part.
(6) Means shall be provided
to keep deck spill away from the accommodation and service
areas. This may be accomplished by provision of a permanent
continuous coaming of a suitable height extending from side
to side. Special consideration shall be given to the
arrangements associated with stern loading.
(7) Exterior boundaries of
superstructures and deckhouses enclosing accommodation and
including any overhanging decks which support such
accommodation, shall be insulated to A-60 standard for the
whole of theportions which face the cargo area and for 3
meters aft of the front boundary. In the case of the sides
of those superstructures and deck houses, such insulation
shall be carried as high is in deemed necessary by the Chief
Surveyor with the Government of India.
(8) (a)
Entrances, air inlets and openings to accommodation spaces,
service spaces and control stations shall not face the cargo
area. They shall be located on the transverse bulkhead not
facing the cargo are or on the outboard side of the
superstructure of deckhouse at a distance of at least 4 per
cent of the length of the ship but not less than 3 meters
from the end of the superstructure or deckhouse facing the
cargo area. This distance , however, need not exceed 5
meters.
(b) no doors shall be
fitted within the limits specified in clause (a) except that
doors to spaces not having access to accommodation spaces,
service spaces and control stations may be permitted by the
Chief Surveyor with the Government of India. Such spaces may
be cargo control stations, provisions room store rooms.
Where such doors are fitted to spaces located aft of the
cargo area, the boundaries of the space shall be insulated
to A-60 standard, with the exception of the boundary facing
the cargo area. Bolted plates for removal of machinery may
be fitted within the limits specified in clause (a).
Wheelhouse doors and wheelhouse windows may be located
within the limits specified in Clause (a) so long as they
are designed to ensure that the wheelhouse can be made
rapidly and efficiently gas and vapour tight.
(c) windows and
sidescuttles facing the cargo area and on the sides of the
superstructures and deckhouses within limits specified in
clause (a) shall be of the fixed (non – opening) types. Such
windows and sidescuttles in the first tier on the main deck
shall be fitted with inside covers of steel or other
equivalent material.
64. Structure bullheads
within accommodation and service spaces and details of
construction-
(1) For the application of
the requirements of rules 53,54 and 61 to tankers, only
method I (C) shall be used.
(2) Skylights to cargo pump
rooms shall be of steel , shall not contain any glass and
shall be capable of being closed from outside the pump room.
65. Fire integrity of
bulkheads and decks. –
(1) In lieu of rule 55 and
in addition to complying with the specific provisions for
fire integrity of bulkheads and decks mentioned elsewhere in
this chapter the minimum fire integrity of bulkheads and
decks shall be as prescribed in Tables 1 and 2 of Faith
Schedule.
(2) The following
requirements shall govern application of the Tables.
(a)Tables of
Fifth
Schedule shall apply respectively to bulkhead and decks
separating adjacent spaces.
(b)For determining the
appropriate fire integrity standards to be applied to
divisions between adjacent spaces, such spaces are
classified according the their fire risk as shown in
categories (I) to (x) below, The title of each category is
intended to be typical rather than restrictive, The number
in parentheses preceding each category refers to the
applicable column or row in the tables.
(c)(i)Control
stations-
Spaces containing
emergency sources of power and lighting .
Wheelhouse and
chartroom
Spaces containing
the ships radio equipment.
Fire –extinguishing
rooms, fire control room and fire recording stations.
Control room for
propulsion machinery when located outside the machinery
spaces.
Spaces containing
centralized fire alarm equipment.
(ii) Corridors-
Corridors and
lobbies.
(iii)Accommodation spaces
excluding corridors.
(iv)Stairways-
Interior stairways ,
lifts and escalators (other than wholly contained within
the machinery spaces) and enclosure thereto.
In this connection a
stairway which is enclosed only at one level shall be
regarded as part of the spaces from which it is not
separated by a fire door.
(vi) Machinery spaces
of category "A".
(vii) Other machinery
spaces.
(viii) Cargo pump rooms-
(xi)Service spaces (high
risk)-
Galleys pantries
containing cooking appliances, paints and lamp rooms
lockers and store-rooms having an area of 2m2
or more, workshops other than those forming part of the
machinery spaces.
(x) Open decks-
Open deck spaces and
enclosed promenades having no fire risk. Air spaces (the
space outside superstructures and deckhouse).
(3) Continuos B class
ceiling or linings , in association which the relevant decks
or bulkheads, may be accepted as contributing wholly or in
part, to the required insulation and integrity of a
division.
(4)External boundaries which
are required under rule 64 to be steel or other equivalent
material may be pierced for the fitting of windows and
sidescuttles provided that there is no requirement for such
boundaries to have A class integrity elsewhere in these
requirements. Similarly in such boundaries which are not
required to have A class integrity, doors may be of
materials to the satisfaction of the Chief Surfer with the
Government of India.
(5)Permanent approved
gaslight lighting enclosures for illuminating cargo pump
rooms may be permitted in bulkhead and decks separating
cargo pumps rooms and other spaces provided they are of
adequate strength and the integrity and gastightness of the
bulkhead or deck is maintained.
66. Venting purging gas
freeing and ventilation cargo tank venting-
(1)
(a) The venting systems of
cargo tanks shall be entirely distinct from the air pipes
of the other compartments of the ships. The arrangement
and position of openings in the cargo tank deck from which
emission of flammable vapours can occur shall be such as
to minimize the possibility of flammable vapours being
admitted to enclosed spaces containing a source of
ignition, or collecting in the vicinity of deck machinery
and equipment which may constitute an ignition hazard. In
accordance with this general principle the criteria in
clause (b) to (I) shall apply,
(b) the venting
arrangements shall be so designed and operated as to
ensure that neither pressure nor vacuum in cargo tanks
shall exceed design parameters and be such as to provide
for,-
(i) the flow of the
small volumes of vapour, air or inert gas mixture caused
by thermal variations in a cargo tank in all cases
through pressure vacuum valves;
(ii) and the passage of
large volumes of vapour, air or inert gas mixture during
cargo loading ballasting, or during discharging .
(c)
(i) the venting
arrangements in each cargo tank may be independent or
combined with other cargo tanks and may be incorporated
into the alert gas piping.
(ii) where the
arrangements are combined with other cargo tanks, either
stop valves or other acceptable means shall be provided
to isolate each cargo tank. Where stop valves are
fitted, they shall be provided with locking arrangements
which shall be under the control of a responsible ships
officer. Any isolation must continue to permit the flow
caused by thermal variation in a cargo tank in
accordance with sub-clause (I) of clause (b),
(d) the venting
arrangements shall be connected to the top of each cargo
tank and shall be self-draining to the cargo tanks wander
all normal conditions of trim and list of the ship. Where
it may not be possible to provide self draining lines
permanent arrangements shall be provided to drain the vent
lines to a cargo tank.
(e)the venting system
shall be provided with devices to prevent the passage of
flame into the cargo tanks. The design, testing and
locating of these devices shall comply with the
requirement established by the Director General.
(f)Provision shall be made
to guard against liquid rising in the venting system to a
height which would exceed the design head of cargo tanks.
This shall be accomplished by high level alarms or
overflow control systems or other equivalent means
together with gauging devices and cargo tank filling
procedures.
(g)Openings for pressure
release required by sub-clause (I) of clause (b) , shall,-
(i)have as great a
height as is practicable above the cargo tanks deck to
obtain maximum dispersal of flammable vapours but in no
cases less than 2 meters above the cargo tank decks;
(ii) be arranged at
the further distance practicable but not less than 5
meters from the nearest air intakes and openings to
enclosed spaces containing a source of ignition and from
deck machinery and equipment which may constitute as
ignition hazard.
(h)Pressure/ vacuum valves
may be provided with a bypass arrangement when they are
located in a vent main or masthead rise, where such an
arrangement is provided there shall be suitable indicators
to show whether the bypass is open or closed.,
(i)Vent outlets for cargo
loading, discharging and ballasting shall –
(A)be such as to permit
the free flow of vapour mixtures;
(B)be such as to
permit the throttling of the discharge of the vapour
mixtures to achieve a velocity of not less than 30
meters per second;
(C)be so arranged
that the vapour mixture is discharged vertically
upwards;
(D)where the method
is by free flow of vapour mixtures be such that the
outlet shall be not less than 6 meters above the cargo
tank deck or fore and aft gangway if situated within 4
meters of the gangway and located not less than 10
meters measured horizontally from the nearest air
intakes and openings to enclosed space containing a
source of ignition and from deck machinery and equipment
which may constitute an ignition hazard;
(E)where the method
is by high velocity discharge, be located at a height
not less than 2 meters above the cargo tank deck and not
less than 10 meters measured horizontally from the
nearest air intakes and openings to enclosed spaces
containing a source of ignition and from deck machinery
and equipment which may constitute an ignition hazard;
These outlets shall be provided with high velocity vents
designed and constructed in accordance with
Sixth
schedule and
(F)be designed on
the basis of the maximum designed loading rate
multiplied by a factor of at least 1.25 to take account
of gas evolution, in order to prevent the pressure in
any cargo tank, from exceeding the design pressure. The
master shall be provided with information regarding the
maximum permissible loading rate for each cargo tank and
in the case of combined venting systems, for each group
of cargo tanks.
In combination carries ,
the arrangement to isolate slop tanks containing oil or
oil residues from other cargo tanks shall consists of
blank flanges which will remain in position at all times
when cargoes other than liquid cargoes referred to in
sub-rule (2) of rule 62 are carried.
(2)
(a) Cargo pump rooms
shall be mechanically ventilated and discharges from the
exhaust fans shall be led to a safe place on the open
deck. The ventilation of these rooms shall have
sufficient capacity to minimize the possibility of
accumulation of flammable vapours. The number of changes
or air shall be at least 20 per hour, based upon the
gross volume of the space. The air ducts shall be
arranged so that all of the space is effectively
ventilated. The ventilation shall be of the suction type
using fans of the non-sparking type.
(b) the arrangement of
ventilation inlets and outlets and other deckhouse and
superstructure boundary space openings shall be such as
to complement the provisions of sub-rule(1). Such vents
especially for machinery spaces shall be situated as far
aft as practicable. Due consideration in this regard
should be given when the ship is equipped to load or
discharge at the stern.Sources of ignition such as
electrical equipment shall be so arranged as to avoid an
explosion hazard.
(c) in combination
carriers all cargo spaces and any enclosed spaces
adjacent cargo spaces shall be capable of being
mechanically ventilated. The mechanical ventilation may
be provided by portable fans. An approved fixed gas
warning system capable of monitoring flammable vapours
shall be provided in cargo pump rooms and pipe ducts and
cofferdams referred to in sub-rule (1) of rule 63
adjacent to slop tanks. Suitable arrangements shall be
made to facilitate measurement of flammable vapours in
all other spaces within the cargo area. Such
measurements shall be made possible from open deck or
easily accessible positions.
PART IV
MISCELLANEOUS
67. Application of rules
to ships of class I and II under 500 tons and to ships of
class III--
The provision of rule 5,
sub-rule (1) and (2) of rule 6, rules 7,8,9 and 10,
sub-rules (1),(3),(4),(5) and 8 of rule 11, sub-rules
(1),(2) , (3), (4), (1) and (2) of rule 15, sub-rules (1)
and (2) of rule 18, rule 19, (6) and (8) of rule (12) rule
(13) sub-rule (1) of rule 14m sub-rules (1) and clause (h),(i),(j),
(k),(m) and (n) of sub-rule (2) of rule 20, rule 21, sub
rules (1) and (2) of rule 22, sub rules (1), (2), clause (a)
of sub -rule (12) and sub-rule(14) of rule 23 rules 24, 25,
27, 29 and 30, clauses (a), (e), (f) and (g) og rule 32,
rules 33, 34, 35, sub-rules (1) and (3) of rule 36, sub-rule
(5) of rule 37, rules 38, 39, sub-rules (1), (2), (3), (4)
and (5) of rule 40, rule 41 sub-rules (1), (3), (7) and
(13) of rule 42, rule 44, sub-rules (1), (2) and (3) of
rule 45, rules 46, 47, 48, sub-rules (1), (3), (4), (5) and
(6) of rule 49, rules 50, 51 and 52, sub-rule (1) of rule
59, rules 62, 63, 65 and 66 shall also apply to ships of
class I and II of less than 500 tons but more than 15 tons
nett and to all ships of Class III above 15 tons nett as
they apply to ships of class I and Class II above 500 tons
gross:
Provided that the Director
General may, by order in writing waive application of any
provision to a class or category of such ships having regard
to the size and intended service.
68. Alternative
construction, equipment and machinery--
Where these rules require
that the hull or machinery of a ship shall be constructed in
a particular manner, or that particular equipment shall be
provided or that particular provision shall be made the
Director General may permit the hull or machinery of the
ship to be constructed in any manner or any equipment to be
provided or other provision made, of he is satisfied by
trial thereof or otherwise that such other construction,
equipment or provision is at least as effective as that
require by these rules.
69. Existing ships--
These rules shall not apply
in the case of ships the keel of which was laid or was at a
similar stage of construction before the coming into force
of these rules provided that such ships comply into force of
these rules provided that such ships comply with the
requirements specified in the Merchant Shipping (Cargo ship
construction and survey) Rules 1974 as in force immediately
before the coming into force of these rules and comply also
with such other requirements as to improve or modify in
standards as may be specified by the Director General having
regard to the other ship was built and the extent of major
structural alternative involved.
Explanations ; For the
purpose of this rule " similar stage construction" means a
stage at which-
(i)construction
identifiable with a specific ship begins and
(ii)assembly of that
ship has commenced comprising of at least 50 tonnes or
more percent of the estimated mass of all structural
material, whichever is less.
PART V
SURVEY OF CARGO SHIPS
70. Application –
This part applies to all
cargo ships above 15 tons not being ships solely operating
within the port limits of any port notified in the Official
Gazette, and which in the opinion of the Director General is
subjected to surveys equivalent to the surveys under these
rules.
1.Intial and periodical
surveys.-
(1) The owner of every
cargo ship shall cause the same to be subjected to an
initial survey on completion or when a ship is acquired from
a foreign owner and registered as an Indian Ship, and these
after to periodical surveys at intervals not exceeding five
years, by as Surveyor.
(2) Subject to the
provisions of sub-rule (3), the Surveyor shall survey the
ship to satisfy himself that the arrangements materials and
scantlings of the structure including the sea connections
overload discharge valves and other ship side fittings, the
boilers and other pressure vessels and their appurtenances
(other than domestic boilers having a heating surface of 5
square meters or less and a working pressure of 3.5 bar
gauge or less and other domestic pressure vessels having
such a working pressure), man and auxiliary machinery
including steering gear and associated control systems
electrical installations and other equipment, comply with
the requirements of these rules and are in all respects
satisfactory for the service for which the ship is intended,
having regard to the period for which the Cargo Ship safety
construction Certificate or a Cargo ship construction
certificate in respect of the ship is to issued. The survey
of the lower external areas of the hull of all ships
includes the sea connections overload discharge valves and
other ship side fittings and the rudder shall be carried out
whilst the ship is in dry-dock. The survey shall also , in
the case of tankers, include an inspection of the pump rooms
cargo piping systems vent piping pressure vacuum valves and
flame arresting devices.
(3) For the purposes of
initial survey of a Cargo Ship acquired second hand and
registered as an Indian Ship, the initial ,periodical
periodic or intermediate surveys carried out prior to the
acquisition may be taken into account , in which case the
validity of the Certificate shall be restricted to the
unexplored period of the Certificate held by the ship prior
to such acquisition.
(4) The hull and machinery
of any cargo ship may be surveyed on running (continuous)
survey basis, that is to say all parts of the hull structure
machinery equipment appliances and other parts of the ship
which are required to be surveyed during periodical survey
need not be opened up and surveyed on one occasion but may
be opened and surveyed on different occasions :
Provided that all parts of
such ship shall be opened up and surveyed within the period
specified in these rules. For this purpose, a proper
schedule of running surveys shall be drawn up and approved
by the Principal Officer for ships and surveys by surveyors
of the Mercantile Marine Department or by the organisation
notified under section 9 of the Act where such surveys are
authorised to be carried out by them.
72. Intermediate surveys--
(1) The owner of every
tanker (other than a gas carrier or chemical tanker) of ten
years of age and over shall so long as the cargo ship safety
construction certificate or a cargo ship construction
certificate remain in force cause the ship to be subjected
to an intermediate survey carried out in the manner
specified in sub-rule (3) at least once during the period of
validity of the certificate should remain in force, and if
the ship is not so surveyed the Principal Office may cancel
the certificate. Where only one such intermediate survey is
made. The survey shall be made not more than six months
before, nor letter than six months after the half way date
of the period of validity of the cargo ship safety
constructed certificate. In no case shall the period between
the surveys so required exceed there yeas. The age of a
tanker shall be determined from the year of build as
indicated on the ship's certificate of registry.
(2) The owner of every
tanker to which Chapter 2 of Part II applies and in respect
of which a cargo ship safety construction certificate or a
cargo ship safety construction certificate or a cargo ship
construction certificate has been issued shall be so long as
the certificate remains in force cause ship to be surveyed
not more than six months before nor later than six months
after the half way date of the period validity of the cargo
ship safety construction certificate y a surveyor in the
manner specified in sub-rule (4) for the purpose of seeing
whether the certificate should remain in force and if the
ship is not so surveyed the Principal Officer may cancel the
certificate.
(3) The intermediate surveys
to be carried out under sub-rule (1) shall be accordance
with the procedures specified in the
seventh schedule.
(4) The surveys to be
carried out under sub-rule (2) shall be to established that
the following equipment and materials are maintained in
satisfactory manner ;-
(a)insulation of A class
division sand integrity of A class and B class
divisions
(b)doors fitted in A
class B class divisions and their self-closing devices.
(c)fitting by which
doors in A class and b class divisions can be remotely
released;
(d)arrangement and
insulation of ventilation ducts and that there has been
no alteration without the approval of the Director
General in the material s from which the ship is
constructed and in the location and designation of
spaces.
73 Periodic surveys--
(1) The owner of every ship
in respect of which a cargo ship safety construction
certificate or a cargo ship construction certificate remains
in force cause the ship to be periodically surveyed in the
manner and at the intervals specified in sub-rule (2) for
the purpose of seeing whether the certificate should remain
in force and if the ship is not surveyed the Principal
Officer may cancel the certificate.
(2) The periodic surveys to
be carried out under sub-rule
(1) shall be as follows -
(a)the lower external
areas of the hull structure the rudder the fastenings of
the sea connections the fastenings of the overboard
discharge valves, and other ship side fittings shall be
examined at least once during the period of validity of
the certificate . This examination shall be conducted
whilst the ship is out of water except where the Chief
Surveyor with the Government if India otherwise permits.
Where only one such examination is made it shall be
conducted not more than six months before not later than
six months after the half way date of the period of
validity of the certificate. In no case shall the period
between the surveys so required exceed three years,
(b)steam heated steam
generators in any ship and the water tube boilers
supplying steam for main propulsion purposes in ships
fitted with -
(i) more than one such
water tube boilers, or
(ii) a single such
water tube boiler and auxiliary means of maintaining
adequate power for safe navigation in the vent of
failure of that boiler.
Shall be examined
internally and externally at intervals not exceeding two
years.
(c) Auxiliary water-tube
boilers which the Principal Officer is satisfied are
being given correct feed water treatment with proper
boiler water analysis shall be examined internally and
externally at intervals not exceeding two years.
(d)All other boilers
including exhaust-gas boilers super-heaters economisers
and domestic boilers (other than domestic boilers having
heating surface of not more than five square meters and
a working pressure of not more than 3.5 bar gauge) shall
be examined internally and externally at intervals not
exceeding two years until they are eight years old and
thereafter annually.
(e) propeller shafts and
tube shafts driving screw propellers other than those
detailed in clause (f) and (g) shall be withdrawn and
surveyed at intervals not exceeding two years an six
months. The Principal Officer may extend the interval to
three years when he considers that it is safe so to do.
(f) tube shafts fitted
with continuous liners or running in oil which have been
designed to reduce stress concentration shall be
withdrawn and surveyed at intervals not exceeding five
years in ships less than 15 years of age thereafter at
intervals stipulated in clause (e).
(g) propeller shafts
fitted with continuous liners or running in oil shall
subject to clause
(h) and (i), be
withdrawn and surveyed at intervals not exceeding five
years, if,
(i) the shaft and the
keyway have been designed to reduce stress
concentration, or
(ii) the shaft is
fitted with a keyless screw propeller, or
(iii) that screw
propeller is attached to the shaft by a bolted flange.
(h) The Chief Surveyor
with the Government of India may permit a propeller
shaft of the type detailed in sub-clause (i) of clause
(g) that runs in oil and is protected from sea water to
be withdrawn for surveys at intervals not exceeding
seven years and six months provided that at least one
satisfactory examination is made in accordance with Part
1 of Eight Schedule whilst the ship is in drydock not
less than four years or more than five years after the
previous survey required under this rule or rule 71.
(i) The chief Surveyor
with the Government of India may permit a propeller
shaft of the type detailed in sub-clause (ii) or (iii)
of clause (g) that runs in oil and is protected from sea
water to be withdrawn for survey at intervals not
exceeding ten years provided that at least one
satisfactory examination is made in accordance with Part
2 of Eight Schedule whilst the ship is in drydock not
less than four years and six months or more than five
years and six months after previous survey required
under this rule or rule 71.
74 Annual surveys--
(1) The owner of every ship
in respect of which a cargo ship safety construction
certificate or a cargo ship construction certificate has
been issued shall subject to the requirements of sub-rule
(2) and so long as the certificate remains in force cause
the ship to be subjected to an annual survey carried out in
the manner specified in sub-rule (3) for the purpose of
seeing whether the certificate should remain in force and if
the ship is not surveyed the Principal Officer may cancel
the certificate .The survey shall be carried out within
three months before or after the anniversary date of the
cargo ship safety construction certificate.or a cargo ship
construction certificate
(2) An annual survey in
accordance with sub-rule (1) shall not be required in
respect of any tanker of ten years of age and above in any
year in which it has been surveyed in accordance with rule
72 within three months before or after the anniversary date
of the cargo ship safety construction certificate. The age
of a tanker shall be determined from the year of build as
indicated on the ship's certificate of registry.
(3) The Surveyor shall, upon
receipt of an application , survey the ship in accordance
with the procedures specified in the Seventh Schedule,-
(a) that such of the parts
of the ship and its equipment specified in that Schedule
as are the subject of the application for surveyor remain
efficient, and
(b) that no material
alterations have been made in the hull, machinery or
equipment of the ship to which the cargo ship safety
construction certificate or a cargo ship safety
construction certificate or a cargo ship construction
certificate relates without the approval of the Director
General.
75. Port of survey--
Surveys of cargo ships shall
be conducted at the ports of Bombay, Calcutta, Madras,
Cochin, Vishakapatnam, Mormugao , Bedi Bunder, Tuticorin,
and Port Blair or at any other port, if the Director General
so directs.
76. Application for survey
–
(1) Applications for Survey
shall be made to the Principal Officer at the Port of
Bombay, Calcutta or Madras, the Surveyors in charge of
Mercantile Marine Department at the ports of Jamanagar ,
Mormugao, Cochin , Tuticorin, vishakhapatnam, ad Port Blair.
(2) every such application
shall be made on the form specified in the
Ninth Schedule by
the owner, master or agent and shall, wherever necessary be
accompanied by necessary plans, data and calculations
required to satisfy compliance with these rules.
77. Fees-
(1) Every application shall
be accompanied by fees in accordance with the scales set out
in the Tenth Schedule.
(2) No application for
survey shall be entertained unless fees are paid in advance
in accordance with sub-rule (1).
78. Preparation for
survey--
The owner master or agent
shall make all requisite arrangements and preparations for
the conduct of the survey, If such preparations are not made
by the appointed time of survey, the surveyor may postpone
the survey to some other time.
79. Conduct of Survey--
Where in respect of any
application for surveyor of a ship, appropriate fees have
been paid and necessary preparations facilitating such
surveys are completed the Surveyor or Surveyors nominated by
the Principal Officer shall survey the ship at the appointed
time or at any other time manually convenient.
80. Declaration of
survey--
On completion of an initial
or periodical survey in accordance with the requirements of
these rules the Surveyor shall, where he is so satisfied;-
(1) In the case of initial
or periodical surveys, ,as required by rule 71 forward to
the Principal Officer, a declaration of survey containing
such particulars of the ship in the form specified in the
Eleventh Schedule to enable him to issue a cargo ship
construction certificate in respect of the ship.
(2) In the case of an
intermediate survey, as required under sub-rule (1) of
rule 72. Forward a report on the survey to the Principal
Officer in the form specified in the Twelth Schedule and
endorse the supplement to the cargo ship safety
construction certificate.
(3) In the case of an
intermediate survey, as required sub-rule (2) of rule 72,
or a periodic survey, as required under rule 73 forward a
report on the survey to the principle Officer in the form
specified in the Twelth Schedule.
(4) In the case of an
annual survey , as required under rule 74 endorse the
attachment to the cargo ship safety construction
certificate or a cargo ship construction certificate and
send a report to the Principal Officer in the form in the
Twelth Schedule.
81. Surveys by authorised
organisations--
The provisions of rule 75,
76, 77, 78, and 79 shall not apply in the case of any ship
which is surveyed by an organisation notified under section
9 of the Act in which case, the rule of such organisation
shall be applicable in lieu of the rules aforesaid.
FIRST SCHEDULE
[SEE RULE 23(18) (B)]
CONSTRUCTION OF RUDDER
ACTUATORS FOR CERTAIN TANKERS
(1)Materials of
construction--
Rudder actuator component
subject to internal hydraulic pressure or for transmitting
mechanical forces to the rudder stock shall be constructed
of ductile materials which have been tested to establish
their mechancial properties. Such materials shall not have
and elongation less than 12 percent on a gauge length of
five times the diameter of the test piece or an ultimate
tensile strength the diameter of the test piece or an
ultimate tensile strength greater than 650 Newton's per
square millimeter.
(2)Design and stress
analysis –
Subject to paragraph 4 of
this Schedule detailed calculations, including a stress
analysis of the pressure retaining parts of the actuator ,
shall be provided so that the chief Surveyors with the
Government of India can establish that the design of the
rudder actuator is suitable for its intended purpose. A
fatigue analysis and a fracture mechanics analysis shall be
undertaken if the Chief Surveyor with government of India
considers it necessary due to the complexity of the design
or the method of manufacture, Such analysis shall take all
Friesian dynamic loads into account and shall be
supplemented by experimental stress analysis if the Chief
Surveyor with Government of India considers it necessary.
(3)Allowable stresses--
For the purpose of
determining the scantlings of rudder actuator components
subject to internal hydraulic pressure the allowable stress
shall not exceed ;
dm < = f
dt<= 1.5f
db<=1.5f
dt - db < > 1.5 f
dm - db < =1.5f
Where dm is the equivalent
primary general membrane stress
dt is the equivalent
primary local membrane stress
db is the equivalent
primary bending stress
f = - db or dy whichever
is the smaller, where
dB is the specified
minimum tensile strength of material at ambient temperature,
and
dY is the specified
minimum yield stress or 0.2% proof stress of material at
ambient temperature.
A and B being in accordance
with the following table
__________________________________________________________________________________________
Material Forged Steel
Cast Steel Nodular Cast Iron
________________________________________________________________________________________________
A
4
4.6 5.8
B
2
2.3 3.5
___________________________________________________________________________________________________
4. Burst Test--
Rudder actuator component
subject to internal hydraulic pressure that have not been
subject to a detailed stress analysis in accordance with
paragraph 2 of this Schedule may be accepted by the Chief
Surveyor with Government of India on the basis of the
satisfactory burst test. the minimum bursting pressure shall
be determined by the formula
Pb = P.A dBa
------
dB
where Pb is the minimum
bursting pressure.
P is the design
pressure as specified in rule 2(b) of rule 23.
A is the
appropriate number taken from the table in paragraph 3 of
this Schedule.
dBa is actual tensile
strength and
dB is the Specified
minimum tensile strength of the materialist ambient
temperature.
5. Construction--
(1) Local concentrations of
stress shall be minimised.
(2) All welded joints within
the pressure boundary of a rudder actuator or connecting
parts transmitting mechanical loads shall be the full
penetration type or be of equivalent strength. The weld
details and welding procedure shall be to the satisfaction
of the Chief Surveyor with Government of India
(3) Oil seals between
stationary components that form any part of the external
pressure boundary shall be of the metal to metal type or
equivalent.
(4) At least two oil seals
shall be provided between components having relative
movement to each other that form any part of the external
pressure boundary so that the failure of one will not render
the actuator inoperative . The Chief Surveyor with
Government of India may permit other arrangements providing
equivalent protection against leakage.
(5) Isolating valves,
directly mounted on the actuator , shall be provided at
every pipe connection to the actuator.
(6) The relief valves for
the rudder actuator required by the rule 23(2) (c) shall
have a discharge capacity of at least the total capacity of
the pumps which provide power for the actuator increased by
10 percent . Under such conditions the rise in pressure
above the set pressure shall not exceed 10 percent, due
consideration being given to the effect of foreseen ambient
conditions on the viscosity of the oil.
6. Testing--
(1) The rudder actuator
shall be completely examined for surface and volumetric
flaws by non-destructive testing techniques and procedures
acceptable to the chief Surveyor with Government of India.
Fracture mechanics analysis may be accepted for determining
the maximum allowable flaw size.
(2) Pressure parts of the
actuator shall be tested hydrostatically to 1.5 times the
design pressure, The rudder actuator shall be subjected to a
further bydrostatic test and a running trial when it is
installed in the ship.
SECOND SCHEDULE
See rule 26(2)
MEASUREMENT OF
NOISE LEVELS IN MACHINERY SPACES
(1)Noise levels in machinery
spaces shall be measured when the largest number of machines
that operate simultaneously in service are at their normal
service loads. Measurements taken during sea trials at
normal ahead service speed of the ship will be accepted.
(2)The equipment and
procedures for measuring and recording noise levels in
machinery spaces shall be generally in accordance with the
provisions of the code of noise levels on board ships
adopted by IMO by Resolution A468(XII).
THIRD SCHEDULE
See rule 53(5)(b)(ii)
(A)
AUTOMATIC SPRINKLER,
FIRE DETECTION AND FIRE ALARMS SYSTEMS
1.General--
(a) Every automatic
sprinkler, fire detection and fire alarm system shall be
capable of immediate operation at all times and no action
by the crew shall be necessary to set it in operation. It
shall be of the wet pipe type but small exposed sections
may be of the dry pipe type where in the opinion of the
Chief Surveyor with the Government of India this is a
necessary precaution. Any parts of the system which may be
subjected to freezing temperatures in service shall be
suitably protected against freezing. The system shall be
kept charged at the necessary pressure and shall have
provision for a continuous supply of water as required in
this Schedule.
(b)The sprinkler pump and
tank shall be situated in a position reasonably remote
from any machinery space of category A and shall not be
situated in any space required to be protected by the
sprinkler system.
(c)The pipes forming part
of the system shall be made of steel or other suitable
material and shall be of adequate strength having regard
to the pressure to which they may be subjected and shall
be properly jointed and supported.
2.Sprinklers--
(a) Sprinklers shall be
grouped into separate sections each of which shall contain
not more than 200 sprinklers.
(b) Each section of
sprinklers shall be capable of being isolated by one stop
valve only. The slop valve in each section shall be
readily accessible and its location shall be clearly and
permanently indicated. Means shall be provided to prevent
the operation of the stop valve by any unauthorized
person.
(c) A gauge indicating the
pressure in the system shall be provided at each section
stop valve and at a central station.
(d) The sprinklers shall
be resistant to corrosion by marine atmosphere. In
accommodation and service spaces the sprinkler shall come
into operation within the temperature range from 68 deg C
to 7 deg C, except that in locations such as driving
rooms, where high ambient temperatures might be expected
the operating temperature may be increased by not more
than 30 deg C above the maximum deckhand temperature.
(e) A list or plant shall
be displayed at each indicating unit showing the spaces
covered and the location of the zone in respect of each
section. Suitable instruction for testing and maintenance
shall be available.
(f) Sprinklers shall be
placed in an overhead position and spaced in a suitable
pattern to maintain an average application rate of not
less than 5 litters per square metre per minute over the
nominal area covered by the sprinklers. Alternative
distribution arrangements or sprinklers providing other
amounts of water may be permitted providing the
arrangements are no less effective.
(g) Sprinklers shall be
spaced not more than 4 metres apart and not more than 2
metres from a bulkhead. They shall be placed as clear as
possible of beams or other objects likely to obstruct the
projections of water and in such positions that
combustible material in the space concerned will be well
sprayed.
(h) At least six spare
sprinklers shall be provided for each section.
3.Pressure tank--
(a) A pressure tank having
a volume equal to at least twice that of the charge of
water specified in this sub-para shall be provided . The
tank shall contain a standing charge of fresh water,
equivalent to the amount of water which would be
discharged in one minute by the pump referred to in para
(4)(b) of this schedule and the arrangements shall provide
for maintaining an air pressure in the tank such as to
ensure that where the standing charge of not less than the
working pressure of the sprinkler, plus the pressure
exerted by a head of water measured from the bottom of the
tank to the highest sprinkler in the system Suitable means
of replenishing the air under pressure and of replenishing
the fresh water charge in the tank shall be provided.
(b)the pressure tank
shall be fitted with an efficient relief valve and with a
water gauge glass and a pressure gauge. Stop valve or
cooks shall be provided at each of the gauge connection .
Means shall be provided to prevent the inadvertent
admission of sea water into the tank.
4.Pump--
(a) An independent power
pump shall be provided solely for the purpose of containing
automatically the discharge of water from the sprinklers.
The pump shall be brought into action automatically by the
pressure drop in the system before the standing fresh water
charge in the pressure tank is completely exhausted.
(b) The pump and the piping
system shall be capable of maintaining the necessary
pressure at the level of the highest sprinkler to ensure a
continuous output of water sufficient for the simultaneous
coverage of a minimum area of 280 square metres at the
application rate specified in para (2)(f) of this schedule.
(c)The pump shall have
filled on the delivery side a test valve with a sort open
ended discharge pipe. The effective area through the valve
and pipe shall be adequate to permit the release of the
required pump output while maintaining the pressure in the
system specified in para 30 (a) of this Schedule.
(d)The pump shall have a
suction direct from the sea which shall be independent of
any containing the pump. The sea inlet to the pump shall be
so arranged that when the ship is afloat it will not be
necessary to shut off the supply of sea water to the pump
for any purpose other than the inspection or repair of the
pump.
5.Power Supply--
There shall not be less than
two sources of power supply for the sea water pump and
automatic alarm and detection system. If the pump is
electrically driven it shall be connected to the main source
of electrical power, which shall be capable of being
supplied by at least two generators. The feeders shall be so
arranged as to avoid galley machinery spaces and other
enclosed spaces of high fire risk except in so far as it is
necessary to reach the appropriate switchboards. One of the
sources of power supply for the alarm and detection system
shall be an emergency source. Where one of the sources of
power for the pump is an internal combustion engine it
shall, in addition to complying with the provisions of Para
(1)(b) of this schedule be so situated that a fire in any
protected space will not affect the air supply to the
machinery.
6.External connections--
Every sprinklers system
shall have a connection from the ship’s fire main provided
with a screw down valve and non-return valve at the
connection which will prevent a back flow from the sprinkler
system to the fire main. In addition, there may be fitted
hose couplings with shut off valves and non-return valves
situated close to the couplings for the purpose of coupling
to a short supply, but no other external connection shall be
fitted. The sprinkler system shall be a self contained unit.
Shut off valves for the shore supply and the ship’s fire
mains connections shall be clearly and permanently marked to
show their purpose and shall be capable of being locked in
the closed position.
7.Automatic alarm-
Each section of sprinklers
shall include means for giving a visual and alarm signal
automatically at one or more indicating units whenever any
sprinkler comes into operation. Such alarm systems shall be
such as to indicate if any fault occurs in the systems. Such
units shall indicate in which section served by the system
fire has occurred and shall be centralized on the navigating
bridge and in addition, visible and audible alarms from the
unit shall be placed in a position other than one the
navigating bridge, so as to ensure that the indicators of
fire is immediately received by the crew.
8.Provision for testing.-
(a) A test valve shall be
provided for testing the automatic alarm for each section of
sprinklers by a discharge of water equivalent to the
operation of one sprinkler. The test valve for each section
shall be situated near the slop valve for that section.
(b)Means shall be provided
for testing the automatic operation of the pump on reduction
of pressure in the system.
(c) Switches shall be
provided at one of the indicating positions referred to in
para (7) of this schedule which will enable the alarm and
the indicators for each section of sprinklers to be tested.
FOURTH SCHEDULE
[See rules 54(3) and
(4) 55(1) and (2) (a)]
TABLE 1-FIRE
INTEGRITY OF BULKHEADS SEPARATING ADJACENT SPACES
|
Spaces |
(i)
|
(ii)
|
(iii)
|
(iv)
|
(v)
|
(vi)
|
(vii)
|
(viii)
|
(ix)
|
(x)
|
(xi)
|
|
Control Station (I) |
A-0 |
A-O |
A-60 |
A-0 |
A-15 |
A-60 |
A-15 |
A-60 |
A-60 |
* |
A-60 |
|
Corridors (ii) |
|
C |
B-0 |
B-0
A-0
|
B-0 |
A-60 |
A-0 |
A-0 |
A-0
-
|
* |
A-30 |
|
Accommodation (iii) |
|
|
Ca.b/ |
c/ B-0
A-0
c/ |
B-0 |
A-60 |
A-0 |
A-0 |
A-0 |
*
|
A-30 |
|
Stairways (iv) |
|
|
|
c/ B-0
A-0
c/
|
B-0
A-0
c/ |
A-60 |
A-0 |
A-0 |
A-0 |
* |
A-30 |
|
service spaces /low risk ( v) |
|
|
|
|
C |
A-60 |
A-0 |
A-0 |
A-0 |
* |
A-0 |
|
Machinery spaces of category
A (vi) |
|
|
|
|
|
* |
A-0 |
A-0
/g
|
A-60 |
* |
A-60 |
|
Other Machinery spaces (vii) |
|
|
|
|
|
|
A-0
d/
|
A-0 |
A-0 |
* |
A-0 |
|
cargo spaces (viii) |
|
|
|
|
|
|
|
* |
A-0 |
* |
A-30 |
|
Service space (high risk )
(ix) |
|
|
|
|
|
|
|
|
A-0
d/
|
* |
A-30 |
|
Open deck (x) |
|
|
|
|
|
|
|
|
|
-- |
A-0 |
|
Ro/or cargo spaces(xi) |
|
|
|
|
|
|
|
|
|
|
*h/ |
Notes ; to be applied
to Tables 1 and 2 as appropriate.
(a)No special requirements
are imposed upon bulkheads in methods IIC and IIIC fire
protection.
(b)In case of method IIIC
"B" class bulkheads of "B-O" rating shall be provided
between spaces or groups of spaces of 50m and over in area.
(c)For clarification as to
which applies, see rules 54 and 57.
(d)Where spaces are of the
same numerical category and superscripted appears, a
bulkhead or deck of the rating shown in the tables is only
required when the adjacent spaces are for a different
purpose, e.g. in category (ix). A galley next to a galley
does not require a bull head but a galley next to a paint
room requires an "A-O" bulkhead.
(e)Bulkheads separating the
wheelhouse, chartroom and radio room from each other may be
"B-o’ rating.
(f)A-O rating may be used if
no dangerous goods are intended to be carried or if such
goods are stowed not less than 3 m horizontally from such
bulkhead.
(g)Bulkheads and decks
separating ro/ro cargo spaces shall be capable of being
closed reasonably gaslight and such divisions shall have "A"
class integrity in so far as is reasonable and practicable
in the opinion of the chief surveyor.
(h)Fire insulation need not
be fitted if the machinery space in category (vii), in the
opinion of the Chief surveyor, has little or no fire risk.
*Where an asterisk appears
in the tables, the division is required to be of steel or
other equivalent material but is not required to be of "A"
class standard.
TABLE 2- FIRE INTEGRITY OF
DECKS SEPERATING ADJACENT SPACES
Spaces Space
below above |
(i) |
(ii) |
(iii) |
(iv) |
(v) |
(vi) |
(vii) |
(viii) |
(ix) |
(x) |
(xi) |
|
Control Station (I) |
A-0 |
A-0 |
A-0 |
A-0 |
A-0 |
A-60 |
A-0 |
A-0 |
A-0 |
* |
A-60 |
|
Corridors (ii) |
A-0 |
* |
* |
A-0 |
* |
A-60 |
A-0 |
A-0 |
A-0 |
* |
A-30 |
|
Accommodation Spaces (iii) |
A-60 |
A-0 |
* |
A-0 |
* |
A-60 |
A-0 |
A-0 |
A-0 |
* |
A-30 |
|
Stairways (iv) |
A-0 |
A-0 |
A-0 |
* |
A-0 |
A-60 |
A-0 |
A-0 |
A-0 |
* |
A-30 |
|
Service spaces (low risk) (v) |
A-15 |
A-0 |
A-0 |
A-0 |
* |
A-60 |
A-0 |
A-0 |
A-0 |
* |
A-0 |
|
Machinery space of category A
(vi) |
A-60 |
A-60 |
A-60 |
A-60 |
A-60 |
* |
A-60 |
A-30 |
A-60 |
* |
A-60 |
|
Other Machinery spaces (vii) |
A-15 |
A-0 |
A-0 |
A-0 |
A-0 |
A-0 |
* |
A-0 |
A-0 |
* |
A-0 |
|
Cargo Spaces (viii) |
A-60 |
A-0 |
A-0 |
A-0 |
A-0 |
A-0 |
A-0 |
* |
A-0 |
* |
A-0 |
|
Service Spaces (high risk)
(ix) |
A-60 |
A-0 |
A-0 |
A-0 |
A-0 |
A-60 |
A-0 |
A-0 |
A-9d/ |
* |
A-30 |
|
Open decks (x)
|
*
|
*
|
*
|
*
|
*
|
*
|
*
|
*
|
*
|
*
|
*
|
|
Ro/or cargo spaces (xi) |
A-60 |
A-30 |
A-30 |
A-30 |
A-0 |
A-60 |
A-0 |
A-0 |
A-30 |
* |
*h/ |
FIFTH SCHEDULE
[See rule 65 (1) and (2)]
TABLE 1- FIRE INTEGRITY OF
BULKHEADS SEPARATING ADJACENT SPACES
|
Spaces |
(i)
|
(ii)
|
(iii)
|
(iv)
|
(v)
|
(vi)
|
(vii)
|
(viii)
|
(ix)
|
(x)
|
|
Control Station (i) |
A-0
c/
|
A-0
|
A-60
|
A-0
|
A-15
|
A-60
|
A-15
|
A-60
|
A-0
|
*
|
|
Corridors (ii) |
|
C
|
B-0
|
B-0
A-0
a/
|
B-0
|
A-60
|
A-0
|
A-60
|
A-0
|
*
|
|
Accommodation Spaces (iii) |
|
|
C
|
B-0
A-0
a/
|
B-0
|
A-0
|
A-0
|
A-60
|
A-0
|
*
|
|
Stairways (iv) |
|
|
|
B-0
A-0
a/
|
B-0
A-0
a/
|
A-60
|
A-0
|
A-60
|
A-0
|
*
|
|
Service Space (low risks) (v) |
|
|
|
|
C
|
A-60
|
A-0
|
A-0
|
A-0
|
*
|
|
Machinery space of Category
A(vi) |
|
|
|
|
|
*
|
A-0
|
A-0
d/
|
A-0
|
*
|
|
Other Machinery space (vii) |
|
|
|
|
|
|
A-0
b/
|
A-0
|
A-60
|
*
|
|
Cargo pump rooms(viii) |
|
|
|
|
|
|
|
*
|
A-0
|
*
|
|
Service Spaces (high risk)
ix) |
|
|
|
|
|
|
|
|
A-0
b/
|
*
|
|
Open decks (x) |
|
|
|
|
|
|
|
|
-
|
*
|
Notes.-To
be applied the Tables 1 and 2 as appropriate.
(a) For classification as to
which apples, see rules 54 and 57.
(b) Where spaces are of the
same numerical category and superscript b appears, a
bulkhead or deck of the rating shown in the table is only
required when the adjacent spaces are for the different
purpose, e. g. in category (ix). A galley next to a galley
next to a galley does not require a bulkhead but a galley
next to a paint room requires an "A-0" bulkhead.
(c) Bulkheads separating the
wheelhouse, chartroom and radio room from each other may be
"B-0" rating.
(d) Bulkheads and decks
between cargo pump rooms and machinery spaces of category A
may be penetrated by cargo pump shaft glands and similar
glanded penetrations, provided that gastight seals with
efficient Lubrication or other means of ensuring the
permanence of the gas seal are fitted in way of the bulkhead
or deck.
(e) Fire insulation need not
be fitted if the machinery space in category (vii), in the
opinion of the Chief Surveyor, has little or no fire risk.
*Where an asterisk appears
in the tables, the division is required to be of steel or
other equivalent material but is not required to be of "A"
class standard.
TABLE 2- FIRE INTEGRITY
OF DECK SEPARATING ADJACENT SPACES
Space Space
below above |
(i) |
(ii) |
(iii) |
(iv) |
(v) |
(vi) |
(vii) |
(viii) |
(ix) |
(x) |
|
Control Station (I) |
A-0 |
A-0 |
A-0 |
A-0 |
A-0 |
A-60 |
A-0 |
- |
A-0 |
* |
|
Corridors (ii) |
A-0 |
* |
* |
A-0 |
* |
A-60 |
A-0 |
. . |
A-0 |
* |
|
Accommodation Spaces (iii) |
A-60 |
A-0 |
* |
A-0 |
* |
A-60 |
A-0 |
- |
A-0 |
* |
|
Stairway (iv) |
A-0 |
A-0 |
A-0 |
* |
A-0 |
A-60 |
A-0 |
. . |
A-0 |
* |
|
Service Space (low risk) (v) |
A-15 |
A-0 |
A-0 |
A-0 |
A-60 |
* |
A-0 |
- |
A-0 |
* |
|
Machinery Space of Category A
(vi) |
A-60 |
A-60 |
A-60 |
A-60 |
A-60 |
A-0 |
A-60 |
A-0 |
A-60 |
* |
|
Other Machinery Space (vii) |
A-15 |
A-0 |
A-0 |
A-0 |
A-0 |
A-0
d/ |
* |
A-0 |
A-0 |
* |
|
Cargo pump rooms (viii) |
. . |
. . |
. . |
. . |
. . |
A-60 |
A-0 |
* |
- |
* |
|
Service Space high risk (ix) |
A-60 |
A-0 |
A-0 |
A-0 |
A-0 |
A-60 |
A-0 |
. . |
A-0
b/ |
* |
|
Open decks (x ) |
* |
* |
* |
* |
* |
* |
* |
* |
* |
* |
SIXTH SCHEDULE
[See rule 66 (1) (I)
(E)]
THE DESIGN ,
CONSTRUCTION, LOCATION AND TESTING OF DEVICES TO PREVENT THE
PASSAGE OF FLAME INTO CARGO TANKS IN OIL TANKERS.
1.Definitions –
"Flame arrester" means a
device to prevent the passage of flame, complying with all
relevant requirement of this schedule. Its flame arresting
element is based on the principle of quenching.
"Flame screen" means a
device utilizing wire mesh to prevent the passage of
unconfined flames, complying with all relevant requirements
of this Schedule.
"Flame Speed" means the
speed at which a flame propagates along a pipe or other
system.
"Flash back" means the
transmission of flame through a device.
"High velocity vent" means a
device to prevent the passage of flame consisting of a
mechanical valve which adjusts the opening available for
flow in accordance with the pressure at the inlet of the
valve in such a way that the efflux velocity cannot be less
than 30 meters per second and complying with all relevant
requirements of this Schedule.
"Pressure / vacuum valve"
means a device designed to maintain pressure and vacuum in a
closed container with preset limits.
2.Design –
(1) Devices other than
flame screens shall be capable of performing one or more of
the following functions :
Flame arrest's and high
velocity vents :
(a)Permitting the gas
to pass through passages without flashback and without
ignition of the gases on the protected side when the
device is subjected to heating for the period of time
specified in sub-paragraphs 5(3)(b) and 6(3)(b) of this
Schedule.
High velocity vents :
(b)Maintaining an
efflux velocity in excess of the flame speed for the gas
irrespective of the geometric configuration of the device
and without the ignition of gases on the protected side
when the device is subjected to heating.
Flame arresters and high
velocity vents :
(c)Preventing an
influx of flame when conditions of vacuum occur within the
cargo tanks.
(2) Devices shall allow
for efficient drainage of moisture without impairing their
efficiency to prevent the passage of flame.
(3) The casting element and
gasket materials shall be capable of withstanding the
highest pressure and temperature to which the device may be
exposed under both normal and fire test conditions.
(4) Element gaskets and
seals shall be of material resistant to corrosion by both
sea water and the cargo.
(5) The casing or housing
shall be capable of withstanding the hydrostatic pressure
test required by sub-paragraph 4(9) of this Schedule.
(6) In line devices shall be
able to withstand without damage or permanent deformation
the internal pressure resulting from detonation when tested
in accordance with paragraph 7 of this schedule.
(7) Devices shall be
designed to minimize the effect of fouling under normal
operating conditions.
(8) Devices shall be capable
of operating in freezing conditions and any device provided
with heating arrangements so that its surface temperature
exceeds 85.C shall be tested at the highest operating
temperature.
(9) The clear area through
flame arresters shall be at least 1.5 times the cross
sectional area of the vent lines.
(10) High velocity vents
shall be capable of opening in such a way that an efflux
velocity of 30 meters per second is immediately initiated,
maintained at all flow rates and be capable of closing in
such a way that this minimum velocity is maintained until
the valve is fully closed.
3. Construction.-
The devices shall be of a
construction adequate for the service for which they are
intended in particular:
(1) The casing or housing of
devices shall be of material meeting at least the same
standards of strength ,heat resistance and corrosion
resistance as the pipe to which it is attached.
(2) The devices shall allow
ease of inspection and removal of internal elements for
replacement, cleaning or repair.
(3) All flat joints of the
housing shall be machined true and shall provide an adequate
metal- to- metal contact.
(4) Flame arrester elements
shall fit in the housing in such a way that flame cannot pass
between the element and the housing.
(5)Resilient seals may be
installed only if their design is such that if the seals are
damaged or burned, the device is still capable of effectively
preventing the passage of flame.
(6) Devices shall be so
constructed as to direct the efflux vertically upwards.
(7) Fastenings essential to
the operation of the device such as screws, shall be protected
against loosening.
(8) Means shall be provided to
establish that any value fitted lifts easily without remaining
in the open position.
(9) High velocity vents shall
have a width of the contact area of the valve seat of at least
5 millimeters.
(10) Devices shall not be
capable of being by-passed or held open unless they are tested
in the by-passed or open position in accordance with paragraph
4,5,6 or 7, as appropriate, of this Schedule.
(11) Flame screens shall be:
(a)such that they cannot be
inserted improperly in the openings ; and
(b)securely fitted so
that flames cannot circumvent the screen.
(12) Each device shall be
labelled or marked to indicate ;
(a)the manufacturer's name
or trademark,
(b)the style type,
model , or other manufactures designation for the device,
(c)the size of the
outlet for which the device is approved,
(d)the approved
location for installation including the maximum or minimum
length of pipe, if any, between the device and atmosphere,
(e)the direction of
flow through the device, and
(f)the test laboratory
and its report number.
4. Performance tests
(General).-
(1) Devices shall be tested by an
approved laboratory and velocity shall be demonstrated.
(2) Performance
characteristics such as flow rates, operating sensitivity,
flow resistance and velocity shall be demonstrated.
(3) Flame screens shall be
tested in accordance with sub-paragraph 5(2) of this Schedule.
(4) Flame arresters shall be
tested in accordance with paragraph 5 or 7 of this Schedule as
appropriate.
(5) High velocity vents shall
be tested in accordance with paragraph 6 of this schedule .
(6) Only one prototype device
shall be submitted for each test. The device tested shall have
the same dimensions with the most unfavorable tolerances
allowed, as the design of the production model.
(7) Gasoline vapour (a non
leaded petroleum distillate consisting essentially of
aliphatic hydrocarbon compounds with a boiling range of
approximately 65.C to 75.C or technical propane is to be used
for the tests to establish that the device are suitable for
the explosive atmospheres that these requirements refer to.
(8) A corrosion test shall be
carried out. A complete device including a section of the pipe
to which it is fitted shall be exposed to a 20 percent sodium
chloride solution spray at temperature of 25.C for a period of
240 hours, and allowed to dry for 48 hours . All movable parts
shall transfer operate properly and there shall be no
corrosion deposits which cannot be washed off. Other
equivalent tests may be accepted.
(9) A hydrostatic pressure
test shall be carried out in which the casing or housing of
the device shall withstand the following pressures :
(a) end of line devices of
all sizes – 0.9 Newton's per square millimeters,
(b) in line devices upto and
including 200 milimteres pipe diameter – 1.5 Newton's per
square milimeter,
(c) in line devices above 200
millimeters and up to and including 300 millimeters pipe
diameter – 1.8 Newton's per square millimetre,
(d) in line devices above 300
millimeters diameter-to the satisfaction of the director
General.
(10) The laboratory report of the
test conducted shall contain the following information.
(a)detailed and
dimensioned drawing of the device,
(b)the types of tests
conducted and the results obtained ,
(c)specific advice on the
approved attachments,
(d)the types of cargo for
the which the device is suitable,
(e)drawings of the test
rig,
(f)in the case of high
velocity vents, the pressures at which the device opens and
closes and the efflux velocity, and
(g)the markings on the
device.
5. Test procedures for flame
screens and flame arresters located at openings to the
atmosphere;-
(1) The test rig shall consist of
an apparatus producing an explosive mixture, a small tank with
a diaphragm, a flanged prototype of the device a plastic foil
bag and an ignition source in three positions . A suitable
test rig is shown figure 1, other test rigs may be used,
provided that the test are deemed to be equivalent by the
Director General.
(2) A flash back test shall be
carried out as follows;
(a)The tank and the
plastic foil bag shall be filled with the most easily
ignitable propane/air mixture. The plastic foils bag
enveloping the prototype device. The dimensions of the plastic
foil bag are dependent in those of the device but for the
devices normally used on tankers the foil bag shall be a
circumference of 2 meters and a length of 2.5 meters and a
wall thickness of 0.05 millimetres.These ignition sources
shall be installed in the bag, one close to the device, one as
far away as possible therefrom, and the third at the midpoint
between those two. These three sources shall be ignited in
succession during the three tests.
(b)If a flash-back occurs
the tank diaphragm will burst and this will be audible and
visible to the operator by the emission of a flame . Flame,
heat and pressure sensors may be installed as an alternative
methods of detecting a flash back.
(3) An endurance burning
test shall be carried our as follows, in addition to the flash
back test for flame arresters at outlets where flows of
explosive mixtures are foreseen :-
(a)The test rig referred to
in paragraph 5(1) of this schedule may be used, without the
plastic foil bag. The flame arrester shall be so isolated
that the mixture emission is vertical . In this position the
mixture shall be ignited . Thermocouples shall be installed
not he flame arresting element.
(b)Flash back shall not
occur during this test. Endurance burning shall be achieved
by using the most easily ignited gasoline vapour/air mixture
with the aid of a pilot flame at the outlet. When the
highest obtainable temperature of the exposed parts of the
element is reached, by varying the proportions of the
flammable mixture and the flow rate, the temperature shall
be maintained for 10 minutes after which the flow all be
stopped and the condition of the device observed .
6. Test procedures of high
velocity vents.-
(1) The testing shall be capable
of producing the required flow rate. Suitable test rigs are
shown at Figures 2 and 3. Other test rigs may be used provided
equivalent tests are achieved.
(2) A flow condition test
shall be carried out with high velocity vents using compressed
air or gas at agreed flow rates. The following characteristics
shall be recorded :-
(a)the flow rate, where air
in a gas either than cargo vapours with which the vent is to
be achieved shall be corrected to reflect the vapour density
of such cargoes.
(b)the pressure before
the vent opens. The pressure in the tank on which the device
is located shall not rises at rates greater than 0.01
newton's per square milimeter per minute.
(c)the pressure at which
the vent opens.
(d)the pressure at which
the vent closes ad
(e)the efflux velocity
measured at the outlet.
(3) The following fire safety
tests shall be conducted using a mixture of gasoline vapour
and air which produces the most easily ignitable mixture at
the point of ignition. This mixture shall be ignited with the
aid of a permanent pilot flame at the outlet.
(a)flash-back tests shall
be carried out with the vent in the upright positions and then
included at 10 to vertical .For some vent designed further
tests with greater inclinations of the vent may be required.In
each of these tests the flow shall be reduced until the vent
closes ant the flame is extinguished and each test shall e
carried out at least 50 times. The influx side of combined
valves shall be tested in accordance with the requirements of
paragraph 5(2) of this schedule with the vaccum valve held
open.
(b)An endurance burning
test as prescribed in paragraph 5(3) of this schedule shall be
carried out. In this test the main flame shall be extinguished
and, with the pilot light on, small quantites of the most
easily ignitable mixture shall be allowed to escape for a
period of 10 minutes during which tie flashback shall not
occur. For this test the soft seals or seats shall be removed.
7. Test procedures for
flame arrester located in line.-
(1)A flame arrester shall be
installed at the end of pipe of suitable length and of the
same diameter as the flange of the flame arrester. A plastic
foil bag shall be secured to the exposed flange. The
dimensions of the plastic foil bag shall be at least 4
meters circumstances, 4 meters length and material wall
thickness of 0.05 millimetres. The pipe shall be filled with
the most easily ignitable mixture of propane and air, which
shall then be ignited. The velocity of the flame near the
flame arrester shall be measure and shall have a value or
that for the detonation velocity.
(2)A typical test rig shown
at Figure 4, other test rigs may be used provided the tests
are equivalent.
(3)Three detonation test
shall be conducted. No flash back shall occur through the
device and no part or the flame arrest shall be damaged or
show permanent deformation.
8. Location and
installation of device.-
(1) The devices installed
shall preclude excess pressures in cargo tanks during loading
or discharging. The following shall be taken into account in
their selection :-
(a)cargo loading and discharge
rates.
(b)gas evolution
(c)Pressure drops across
the device taking into account the resistance coefficient.
(d)pressure drop in the
vent piping system
(e)pressure at which the
vent opens if a high velocity vent is selected, and
(f)density of the
staturated vapours air mixture.
(2) Means shall be
provided to enable personnel to reach devices situated more
than 2 meters above deck to facilitate maintenance, repair and
inspection.
(3)Devices shall be located at
he outlets to atmosphere unless tested and approved for inline
installation. Devices for in-line installation shall not be
fitted at the outlets to atmosphere shall not be fitted at the
outlets to atmosphere unless they have been tested and
approved for the position.
(4)Flame screens shall be
protected against mechanical damage.
(5)Cowls, weatherhoods,
nozzles, deflectors tee-pieces, bond orifice plates shall not
be installed after flame arrester unless the devices are
tested and approved in association with these attanchment.The
distance between flame arresters an the open ends of the pipe
in which they are fitted shall be such that neither the
stationary nor heating leading to a flash back can occur.
9.Manufactures
instructional manual.--
The manufacture shall
supply a copy of the instruction manual for devices. This
manual shall be kept on board the tanker shall include the
following information-
(1) installation instructions
(2) operating instruction
(3) maintenance
requirements including the frequency and method of cleaning,
and
4) A copy of the
laboratory report.
Figure 1 :
Test Rig for Flash Back
Test
1. bursting diaphragm
(plastic)
2. explosive mixture inlet
3. tank
4. flame arresting device
5. plastic foil bag
6. ignition sources
Figure 2 :
Scehematic Plant on the Test
Plant for High Velocity Vents
(endurance burning test
only)
1. fan with variable speed
2. volume rate indicator
3. pipe (500 mm. diameter)
length-30 m.
4. heated vapour pipe
5. air bypass
6. evaporator and liquid
storage tank
7. vapour/air-mixture
bypass
8. extinguishing agents
9. control and quick
action valve
10. explosion arresting
comped ribbon with temperature control for the safety of the
test plant
11. high velocity valve to
be tested
12. flame detector
13. bursting diaphragm
14. concentration
indicator
15. tank
Figure 3 :
Test Rig for High Velocity
Vents
1. Gas Analyser
2. Manometer
3. Spade Blank
4. Bye-pass
5. Flow Meter
6. Chart Recorder
7. Flash Back Detector
8. Gas Supply
9. Gas cock
10. Explosion Door
11. Bye-pass Cock
12. Primary Igniter
13. Secondary Igniter
Figure 4 :
Test Rig for Flame
Arresters located in-Line
1. explosives mixture inlet
2. ignition source;
ignition within non-streaming mix-nation
3. tank
4. measuring system for
flame speed of a stable deto-ture
5. flame arrester located
in line
5.1 flame arrester element
5.2 shock wave absorber
6. Plastic foil bag
7. Vd= 100
SEVENTH SCHEDULE
[See rules 72(3) and
74(3)] PART A
ANNUAL SURVEYS
In general the scope of the
annual survey should be as follows :
1. It should consist of :
(i) an examination of the
ship's certificates and
(ii) a visual
examination of sufficient extent together with certain
tests of the ship and is equipment to confirm that their
condition is being properly maintained.
2. It should also include a
visual examination to confirm that no unauthorised
modifications have been made to the ship and its equipment.
3.The thoroughness or
stringency of the survey should depend upon the condition of
the ship and its equipment.
4. Should any doubt arise as
to the condition of the ship or its equipment, further
examination and testing should be conducted as the surveyor
deems necessary.
SURVEY
1. Examination of ship's
certificates. The examination of the ship's certificates in
general should consist of checking:
(a) the validity of the
Cargo ship Ship Safety Construction Certificate, Cargo
Ship Safety Equipment Certificate, Cargo ship Equipment
Certificate the Cargo Ship Safety Radiotelegraphy or
Radiotelephony Certificate as applicable and Exemption
Certificate;
(b) the validity of
the International Load Line Certificate, or the
International Load Line Exemption Certificate, and
(c) International oil
pollution prevention certificate.
2. Survey of the hull--
The survey should consist
of:
(a) a general examination
of the hull and its closing appliances so far as can be
seen;
(b) an examination of
the anchoring and mooring equipment as far as is
practicable;
(c) an examination
,with testing from the local and remote operating
locations, of all watertight doors in watertight bulkheads
as far as is practicable;
(d) an examination of
the watertight bulkhead penetrations as far as is
practicable;
(e) confirming as far
as is practicable that no significant changes have been
made to the structural fire protection arrangements; and
(f) an examination of
the fire doors including their operation.
3. Survey of the machinery
and electrical installation--
The survey should consist
of:
(a) a general examination
of the machinery spaces with particular attention to the
propulsion system, auxiliary machinery and the provisions
against fire and explosion hazards; confirming that the
emergency escape routes are free of obstructions ;
(b) an examination of
all main and auxiliary streeing arrangements including
their associated equipment and control systems including
their operation ;
(c) testing all means
if communication between the navigating bridge and the
machinery control positions and between the navigating
bridge and the alternative streeing position, if
applicable ;
(d) an examination of
the bilge pumping systems and bilge wells, as far as
practicable including the operation of the pumps, remote
valve operating devices and level alarms, if fitted ;
(e) an external
examination of the boilers and other pressure vessels
together with their safety devices, foundations, controls,
relieving gear, high pressure and steam escape piping
insulation and gauges ;
(f) a general visual
examination and, where feasible an examination in
operation of the electrical machinery, the emergency
sources of power, the switch gear and other electrical
equipment ;
(g) confirming, as far
as practicable, the correct operation of all emergency
sources of power including, where applicable, their
operation automatically ;
(h) an examination of
the record of surveys and inspections for the automatic
and remote control systems in ships with periodically
unattended machinery spaces.
4. Additional survey
requirements for tankers---
On the weather deck the
survey should consist of :
(a) an examination of
cargo tank openings including joints, covers, coamings and
screens ;
(b) an examination of
the cargo tank pressure/vacuum valves and flame arresting
screens ;
(c) an examination, as
far as is practicable, of the flame arresting screens on
all bunker, oily ballast and oily slop tanks and void
space vents ;
(d) an examination of
the cargo, crude oil washing bunker, ballast and vent
piping systems, including vent masts and heaters ; and
(e) confirming that
all electrical equipment in hazardous zones is in good
condition and has been properly maintained.
For cargo pump rooms the
survey should consist of :
(a) confirming that
potential sources of ignition and fire, in or near the
cargo pump rooms, e.g. loose equipment, excessive product
in bilges, excessive vapour, combustible material, are
eliminated and that the access ladders are in good
condition ;
(b) confirming that
all electrical equipment is in good condition and has been
properly maintained ;
(c) an examination of
all pumproom bulkheads for signs of oil leakage or
fractures and in particular, the penetration seal
arrangements ;
(d) an examination of
the condition of all piping systems ;
(e) an examination ,
as far as practicable, of the cargo, bilge, ballast and
stripping pumps for excessive gland seal leakage and
verification of the proper operation of electrical and
mechanical remote operating and shut down devices;
(f) an inspection of
the pumproom bilge pumping system ;
(g) confirming that
the pump room ventilation system is operating correctly
and that the ducting is intact, the dampers are
operational and the screens are clean ; and
(h) verifying that the
cargo discharges system pressure gauge and the cargo tank
contents gauges are operational.
PART B
INTERMEDIATE SURVEY
The intermediate survey
for tankers of ten years of age and over shall be such to
ensure that the ship and its equipment has been maintained in
accordance with the Merchant Shipping (Cargo Ship Construction
and Survey) Rules, 1990 and is in satisfactory working order.
The survey should be sufficiently extensive to ensure that
ship's degree of compliance with the cargo ship safety
construction certificate warrants the continued possession of
that certificate and that the ship can continue to be operated
with safety.
SURVEY
The intermediate survey of
the hull, machinery and equipment of tankers of ten years of
age over should, in any case, include all the relevant items
specified in Part A of this Schedule and the following
additional items.
1. Survey of the hull
The survey should consist of
:
(a) an examination of
the shell including the bottom and bow plating keel, stem,
stern frame and rudder ;
(b) an examination of
the sea connections and overboard discharge valves ;
(c) an examination, as
far as practicable, of the anchoring and mooring, equipment.
For this purpose the anchors should be partially lowered and
raised using the windless ;
(d) an examination of at
least two cargo tanks internally ; and
(e) checking the rudder
bearing clearances.
2. Survey of the machinery and
electrical installation
The survey should consist of
:
(a) an examination of
the propeller and shaft seals, as far as is practicable,
checking the propeller shaft clearances ;
(b) checking that the
surveys of boilers and other pressure vessel have been
carried out in accordance with the Merchant Shipping (Cargo
Ship Construction and Survey) Rules, 1990 ; and
(c) a general
examination of the electrical equipment and cables in
hazardous zones such as cargo pump rooms and areas adjacent
to cargo tanks, including checking of the insulation
resistance of the circuits. Records of insulation resistance
tests measured by the crew may be accepted. If the condition
of the cables, lights, fixtures or equipment appears
defective in any way, insulation resistance measurements
shall be required these measurements should be made only
when the ship is gas-free. Insulation resistance testing of
intrinsically safe circuits should not normally be
undertaken.
3. Survey of piping on the
weather deck
If upon examination of the
cargo, crude oil washing, bunker, ballast, steam and vent
piping there is any doubt as to the condition of the piping
it shall be pressure tested, thickness tested, or both.
Particular attention shall be paid to any repairs which have
been made by welding.
EIGHT SCHEDULE
[See rule 73(2) (h) and
(i)]
EXAMINATION OF
PROPELLER SHAFTS
Part 1
The examination required
to extend the interval between surveys as permitted shall
include.-
(1) an inspection of the
bearing oil to establish that it is not contaminated by
water or debris.
(2) measurement of the
clearance between the shaft bearing and the shaft to
ascertain that the wear is negligible.
(3) removal of the propeller
from the shaft to the extent that a full visual and
non-destructive crack detection inspection of the shaft by
the forward end of the keyway can be made, and
(4) an inspection of the
shaft sealing arrangements to establish that they will
remain efficient for the extended period.
Part 2
The examination required
to extend the interval between surveys as permitted shall
include.-
(1) an inspection of the
bearing oil to establish that it is not contaminated by
water or deoris.
(2) measurements of the
clearance between the shaft bearing and the shaft to
ascertain that the wear is negligible.
(3) where the propeller
is fitted to a taper on the shaft without a key, a visual
and non-destructive crack detection examination of the
forward part of the taper to establish that corrosion or
corrosion cracking has not occurred. Alternative methods of
ascertaining that sea water has not penetrated the shaft
taper/propeller boss bore and that corrosion or corrosion
cracking has not occurred may be accepted by the Chief
Surveyor with the Government of India.
(4) where the propeller
is attached to the shaft by a bolted flange, a visual and a
non-destructive crack detection examination of the shaft
flange radii and bolt hole bores and recesses.
(5) an inspection of the
shaft sealing arrangements, which shall require dismantling
the shaft seals, to the extent considered necessary by the
Chief Surveyor with the Government of India to establish
that they will remain efficient for the extended period, and
(6) an inspection of the
surface of that part of the shaft that normally lies within
the aft part of the aft bearing to a distance at least equal
to one-half of the shaf diameter.
Ref. No.
NINTH SCHEDULE
[See rule 76(2)]
APPLICATION FOR SURVEY
OR INSPECTION
In order to avoid delay, not
less than 72 hours notice should be given for surveys or
Inspection at Bombay,Madras, Visakhapatnam, Mormogao or
Cochin. For other ports as much notice as possible should be
given.
Sir,
I beg to apply for the
Survey described overleaf. I forward the survey fee Rs.
herewith and agree to pay the
expenses and balance of fees which may be properly chargeable
in connection with the case.
Dated.............................................
Signature....................................
Full Address :
Designation.................................
To
The Principal
Officer/.........................................................Surveyor.
Mercantile Marine
Department.
.................................... ....................
District.
(To be filled in at the
Mercantile Marine Officer)
The fees of Rs.
has been duly received
and receipt
No. has
been granted.
Passed to the following
Surveyor/Surveyors for necessary action :-
............................................................
Dated.............................
Principal
Officer District
Noted
.......................................................
Dated....................................
Surveyors
Particular of ship
1. Name of ship/yard
No........................................................
2. Port of
registry...................................................................
Official
No................................................
4.
Tonnage...................................... Gross
...............................
Register..........................
5. Hull when and where
built/Date
on which keel
laid or similar
stage of
construction............................................
6. Engine when and where
built.......................................
7. Boilers when built and
by whom
Working
pressure.............................................
8. Intended Voyage or
service......................................
9. Proposed date of
sailing.............................................
10 Name and address of
owners or agents or ships...............
11. Name and telephone
number of Marine/Engineer Superintendent or agent responsible
for
arranging
survey.............................................
12. Details of last
Certificate or other
certificate
and detail of survey.....................................
13. Documents forwarded
with the application.................
14 Nature of
survey/Inspection now required....................
15 Particulars of
casualties to the ship
since her last
survey (if any)..............................
16. Place where and, date
and hours when the
ship will be
ready for survey..................................
17. Any special
remarks..........................................
TENTH SCHEDULE
(see rule 77(1))
Table of fees payable for
Surveys conducted for the purposes of issue of a Cargo Ship
Construction Certificates or a Cargo Ship Safety Construction
Certificate and Intermediate Survey, Period Surveys and Annual
Survey.
|
Gross Tonnage of Ship |
Initial Survey |
Periodical Survey |
Intermediate/
Periodic/Annual |
|
1 |
2 |
3 |
4 |
|
Upto 100 tons
100 tons & above but less
than 500 tons
500 tons &above but less
than 1000 tons
|
Rs. 2,000/-
Rs. 4.000/-
Rs. 5,000/-
|
Rs. 600/-
Rs. 1,000/-
Rs. 1,200/-
|
Rs. 300/-
Rs. 300/-
Rs. 300/-
|
|
1000 tons & above but less than 5000 tons. |
Rs. 5,000/- for first 1000 tons gross plus Rs. 250/- for
every 100 tons more, or part there of |
RS. 1200/- for first 1000 tons gross plus Rs.45/- for
every 100 tons more, of part thereof |
Rs. 300/- for first 1000 tons plus
Rs. 10/- for every 100
tons more, or part thereof |
|
5000 tons & above but less than 10000 tons |
Rs. 15,000/- for first 5000 tons gross plus Rs. 200/- for
every 100 tons more, or part there of |
Rs. 3,000/- for first 5000 tons gross plus Rs. 30/- for
every 100 tons more, or part thereof. |
Rs. 700/- for first 5000 tons gross plus Rs.8/-for every
100 tons more, or part thereof |
|
10000 tons & above but less than 15000 tons |
Rs. 25,000/- for first 10000 tons gross plus Rs.150/- for
every 100 tons more, of there of. |
Rs. 4,500/- for first 10000 tons gross plus Rs.20/- for
every 100 tons more, or part thereof. |
Rs. 1,100/- for first 10000 tons gross plus Rs. 5/- for
every 100 tons or part thereof. |
|
15000 and over |
Rs. 32,500/- for first 15000 tons gross plus Rs.100/- for
every 100 tons more or part thereof. |
Rs.5,500/- for first 15000 tons gross plus Rs. 15/- for
every 100 tons more, or part thereof. |
Rs, 13,50/- for first 15000 tons gross plus Rs. 4/- for
every 100
tons more, or part
thereof. |
The fees specified in sub-para
(1) shall be deemed to cover any number of visits which a
Survey of may have to make for granting declaration of Survey.
Where vessels are surveyed
on the "running survey" principle, an additional fee
equivalent to one third of the fee as may be payable in
respect of survey under these Rules shall be paid.
Overtime Fees
The charging overtime fees
in respect of surveys or inspection wholly or partially
carried out outside office hours shall be regulated as
follows :-
(a) Where on the
application of the builder, owner or master of a ship, the
surveyor is called upon to undertake the survey or
inspection of the vessel after 5 p.m. but before 8 p.m.
and between 6 a.m. and 9 a. m. an additional fees of Rs.
150 shall be charged.
(b) Where the work falls
between 8 p.m. and 6 a. m the additional fee shall be Rs.
200.
(c) Where a surveyor is
detained at the request of the builder owner or agent
after 5 p. m. to complete a survey undertaken between 9 a.
m.and 5 p. m. an additional fee of Rs 150 shall be charged
if the surveyor is released from duty by 8 p. m. and Rs.
200, if is detained later than 8 p.m.
(d) Where the owner or
master of the ship has asked for survey between the hours
of 9 a. m. and 5 p. m. and official arrangements have not
allowed for the work being done between those hours, no
additional fee shall be chargeable.
(e) Where a surveyor is
called upon to undertake the surveyor or inspection of a
vessel on any Sunday Saturday or other Public Holiday, an
additional fees of Rs. 250 shall be charged.
(f) Where a Surveyor has
been called upon as specified in clause (a), (b) and (c)
or detailed as specified in clause. (e). the owner or
master of the ship shall give information of the fact in
writing to the Principal Officer, Mercantile Marine
Department of the Port stating the hours during which the
Surveyor was in attendance.
ELEVENTH SCHEDULE
[See rule 80(1)]
DECLARATION FOR ISSUE OF A
CARGO SHIP SAFETY CONSTRUCTION CERTIFICATE
Issued under M. S. (Cargo Ship
Construction and Survey Rules...............)
Name of
ship...................................................
Official
No....................... Port of
Registry..............................
Gross
Tonnage.....................Length.........................
Net
Tonnage.........................Deadweight...................
Date on which keel land or
................ Year of build..............
similar stage of
construction.
Type of
ship.................................................
Class under
rules.................... No. of screws....................
Date of contract for
building/alteration/major
modification...................................................
Date of
delivery/completion of alteration/completion of
major
modification........................................
Name and address of owner
or agent........................
Name and address of
builders..................................
Number of
bulkheads........... Extent of double bottom............
Type of structural fire
protection used.........................
Diameter of screw
shafts................ Type of liners/iubri-
cation.................................
Number of
boilers................................ Year of
make....................
Working
pressure............................
particulars of last dry
docking :-
Date
commenced.......................... Date
completed.................
Place of dry
docking....................................
Date and place of tail
shaft withdrawal and survey................
Date and place of boiler
survey............................
Particular of loadone
certificate :-
Issued
by..................................................
Expiry
date...................................... Anniversary
date.................
Ref. No. and date of
approval of stability booklets....................
Exemptions granted :-
Requirements DGS Exemption letter
reference
I hereby declare
that
on.................................... I have completed the
survey
of..............................................O. No.
...................... and
that
1. The hull, machinery
and equipments of the ship are suffcient for the service
intended and in good condition.
2. The watertight
arrangement and details, watertight doors, bilge pumping
arrangements, electrical installations , structural
protection against fire, automatic sprinkler, fire alarm and
fire detection systems, main and auxiliary machinery,
compasses, anchor, chain cabies, hawsers and warps, means of
escape, means of going astern, steering gear, machinery
controls, systems air pressure systems, ventilation systems,
communication systems between bridge and machinery space,
emergency source of electrical power and starting
arrangements, precautions against shock fire and other
hazards of electrical origin, comply with The M.S. (Cargo
Ship Construction and Survey) Rules, 1990.
3. The required stability
data are on board.
4. The fire precautions,
protection against flooding, control of the propulsion
machinery from the navigation bridge, means of communication
alarm systems, safety systems and other special requirements
for machinery, boiler and electrical installations, relating
to unattended machinery spaces, comply with the M. S. (Cargo
Ship Construction and Survey) Rules, 1990.
5. The fire safety measures
as applicable to a tanker comply with the requirements of
the M. S. (Cargo Ship Construction and Survey Rules, 1990.
The surveys have been
carried out in conformity with the M.S. (Cargo Ship
Construction and Survey) Rules, 1990 and the Merchant
Shipping, Act, 1958. It is recommended that a Cargo Ship
Safety Construction Certificate/Cargo Ship Construction
Certificate be issued to the ship valid upto...................
Day
Month year.
Remarks if any :
Name and Signature of Surveyor
Name and Address of
orgainsation/classification society.
Official seal
Place-----------------
Date-----------------
TWELFTH SCHEDULE
[See rule 80(2) to (4)]
Report of Intermediate
Survey/ Annual Survey/ Periodic Survey issued under
M.S. (Cargo Ship
Construction and Survey)
Rules 1990
Name of
ship............................................
Official
tonnage................................. Port of
Registry........................
Gross
tonnage......................................
Particulars of current
cargo ship safety construction certificate:-
Port of
issue.....................................
Issuing
authority............................
Date of
issue..........................
Date of
expiry............................
Anniversary
date.........................
Due date for intermediate
survey...............................
Date on which *intermediate
survey carried out...............
Annual survey/periodic survey
Place of
survey.....................................................
Details of periodic survey
carried out............................
Date and place of last
withdrawal and survey of tail shaft.....................
......................................................
Date and place of last
survey of boilers
1..........................................................
2..........................................................
3...........................................................
It is certified that an *
Intermediate survey/annual survey/periodic survey of the
above mentioned ship has been carried out and the ship
complies with M.S. (Cargo Ship Construction and Survey)
Rules, 1990.
It is recommended that the
cargo ship construction certificate issued to the above ship
may remain in force. The supplement to the cargo ship safety
construction certificate has been endorsed.
Signature and name of the Surveyor
Name and Address of
Organisation/Classification Society.
Official Seal
Place
............................................
Date...............................................
*cut out whichever is not
applicable.
[F. No.
SR/11013/9/87-MA]
P. K. MISRA. Director
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